Skip to main content

Full text of "Engineering Journal 1942"

See other formats 


—  LIP 


THE 
ENGINEERING   JOURNAL 


VOLUME  25 


JANUARY  DECEMBER,    1942 


PUBLISHED  BY 

THE  ENGINEERING  INSTITUTE  OF  CANADA 

2050    MANSFIELD    STREET 
MONTREAL,    QUE. 


THE  ENGINEERING  JOURNAL 


INDEX  TO  VOLUME  XXV 

JANUARY  TO  DECEMBER,  1942 


Page 
Abstracts  of  Current  Literature    32,  99,  168,  243,  307,  376, 

428,  471,  517,  574,  627,  694 
Accident  Prevention  Methods  and  Results,  Wills  Maclachlan.  9 

Discussion 459 

Air  Bombing  and  Structural  Defence,  Engineering  Aspects  of, 

D.  C.  Tennant 674 

Air-Locks,  The  Use  of,  G.  O.  Boulton. 563 

Air  Raid  Precautions  as  Related  to  Building  Design,  S.  D. 

Lash...  . 28 

Aircraft,  Tactics  and  Unorthodox,  Major  Oliver  Stewart.  ...  13 

Alaska  Highway,  J.  M.  Wardle ' 136 

Algoma  Steel  Corporation,  Ltd.,   Moving  a  Coal  Bridge  at 

the,  D.  C.  Tennant 615 

Allcut,  E.  A.,  Producer  Gas  For  Motor  Transport 223 

Allcut,  E.  A.,  The  Significance  of  Industrial  Relations 557 

Alternative  Babbitts,  I.  I.  Sylvester 502 

Alternative  Bronzes,  G.  E.  Tait 504 

American  Engineering  Societies,  Publications 316 

American  Society  of  Civil  Engineers,  Niagara  Falls  Meeting  523,  635 

American  Institute  of  Electrical  Engineers 199 

Annual  General  and  Professional  Meeting,  Fifty-sixth 154 

Programme 36 

Papers 37 

Report  of  Meeting 154 

Said  at  the  Banquet 166 

Annual  General  and  Professional  Meeting,  Fifty-seventh. 523,  623,  699 

Annual  Reunion,  University  of  Toronto  Alumni 718 

Association  of  Professional  Engineers  of  Ontario 119,  199,  264 

Association  of  Professional  Engineers  of  Saskatchewan 719 

As  the  Year  Ends,  Dean  C.  R.  Young 661 

Babbitts,  Alternative,  1.  I.  Sylvester 502 

Banks,  S.  R.,  The  Lions'  Gate  Bridge,  Part  1 210 

Part  2 282 

Part  3 347 

Part  4 414 

Barrett  Chute  Development,  A.  L.  Malcolm 402 

Berry,  A.  E.,  Public  Health  and  Conservation 667 

Binger,  Walter  D.,  Some  of  the  Engineering  Implications  of 

Civilian  Defence.  .  . 238 

Birch,  L.  W.,  Trolley  Coach  Overhead  Materials  and  Design .  .  231 

Book  Reviews 199,  316 

Boulton,  G.  O.,  The  Use  of  Air-Locks 563 

Branches,  Membership  and  Financial  Statements  of 94 

Branches,  News  of — 

Border  Cities 48.  257,  325,  440,  646 

Calgary 258,  390,  647,  713 

Edmonton 49,  191,  259,  531 ,  713 

Halifax 49,  114,  191,  259,  391,  532,  647,  713 

Hamilton 49,  259,  326,  441,  592,  647,  714 

Kingston 441 

Lakehead 50,  191,  327,  486,  714 

London 50,  114,  192,  328,  442,  592 

Moncton 50,  260,  329,  486,  532 

Montreal 51,  114,  192,  260,  329,  391,  648,  714 

Niagara  Peninsula 51,  194,  262,  330,  391,  442 

Ottawa 51,  115,  194,  262,  330,  392,  593,  649,  715 

Peterborough 52,    195,   392,  443 

Quebec 117 

Saguenay 55,    115,    195,   393,   443,   486,   534,   716 

Saint  John 54,  443,  535 

St.  Maurice  Valley 54,  119,  330,  393,  536,  649,  716 

Saskatchewan 55,  117,  196,  263,  393,  649,  716 

Sault  Ste.  Marie 55,  263,  330,  394,  717 

Toronto 56,  196,  331,  717 

Vancouver 196,  394,  443,  593,  649,  717 

Victoria 119 

Winnipeg 56 

British  Aeroplane,  The  Quality  Underlying  the,  Lt.-Col.  W. 

Lockwood  Marsh 71 

Bronzes,  Alternative,  G  E.  Tait 504 

Brothers  of  the  Bridge,  A.  L.  Carruthers   625 

Brown,  Dean  Ernest,  receives  honorary  degree 39 

Building  Design,  Air  Raid  Precautions  as  Related  to,  S.  D. 

Lash 28 

Building  Fund,  Branch  Contributions  to 39 

By-pass  Highway  in   England,    Construction  of,   by   Royal 

Canadian  Engineers,  Capt.  J.  P.  Carrière 15 


Page 

Cabinet  Committee  on  Reconstruction 105,  317,  378,  465,  632 

Can  Professional  Education  be  Liberalized?  Dean  C.  R.  Young         554 

Canadian  Engineers  in  England 639 

Canadian  Industry  in  the  War,  C.  D.  Howe 147 

Canadian  Institute  of  Steel  Construction 264 

Carrière,  Capt.  J.  P.,  Construction  of  a  By-pass  Highway  in 

England  by  Royal  Canadian  Engineers 15 

Carruthers,  A.  L.,  Brothers  of  the  Bridge 625 

Causes  and  Effects  of  Damage  to  Electrical  Machinery  and 

Switching,  C.  A.  Laverty 604 

Charcoal  Has  War-Time  Use 235 

Civil  Defence,  Institute  Committee  on  Engineering  Features 

of 379,  478,  578,  633,  700 

Civilian  Defence,  Some  of  the  Engineering  Implications  of, 

Walter  D.  Binger 238 

Civilization,  We  Are  In  It  Together  In  The  Defence  of,  H.  J. 

Cody 686 

Clarke,  K.  H.  J.,  The  Metal  Situation 498 

Coal  Bridge  at  Algoma  Steel  Corporation,  Moving  a,  D.  C. 

Tennant 615 

Cody,  H.  J.,  We  Are  In  It  Together  In  The  Defence  of  Civili- 
zation           686 

Committee  on  Engineering  Features  on  Civil  Defence.  .379, 

478,  578,  633 

Committee  on  Industrial  Relations 379,  479,  578 

Committee  on  Post- War  Problems 378,  478,  632 

Committee  on  Reconstruction,  Dominion  Government 105,  378 

Committee  on  the  Training  and  Welfare  of  the  Young 

Engineer 174,  583,  638 

Conservation,  Public  Health  and,  A.  E.  Berry 667 

Conservation  of  Natural  Resources  With  Some  Reference  to 

Post- War  Planning 

Construction    Features   on   the   Extension   of   the   Santurce 

Steam    Plant,    Puerto   Rico,   J.    T.    Farmer   and   E.    A. 

Goodwin 

Construction  Industry,  Regulations  Affecting  the 

Construction  of  a  By-Pass  Highway  in  England  by  Royal 

Canadian  Engineers,  Capt.  J.  P.  Carrière 

Contractor's  Claim  For  Extras,  A 

Discussion 

Control  of  Man-Power  in  Canada 

(  'ontrol  of  Technical  Man-Power 

Controller  of  Construction,  Order  No.  12,  Regulations  Affect- 
ing the  Construction  Industry 

Coote,  J.  A.,  The  Significance  of  Industrial  Relations 

Correspondence 175,    317,    434,    481,    525,    583,   639  702 

Council  For  The  Year  1941,  Report  of 80 

Couper,  Dr.  W.  J.,  Wages  Stabilization 

Coventry,  A.  F.,  The  Water  Situation  in  Southern  Ontario.  . 


663 


454 
571 

15 
515 
639 
624 

241 

571 
557 


406 
664 


Damage  of  Plant  Through  Enemy  Action,  Proneness  to,  Hal 

Gutteridge 559 

Davidson,  A.  E.,   Mechanical  Features  of  220-kv.   Lines  in 

Ontario,  1940  and  1941 496 

Development  of  Ground  Water  Supply,  J.  W.  Simard 669 

Diesel  Engines,  Supercharging  of  Two-Stroke,  F.  Oederlin.  .  .  618 

Discussions — 

The  Manufacture  of  the  25-pounder  in  Canada,  W.  F. 

Drysdale 298 

The    Justification    and    Control    of    the    Limit    Design 

Method,  F.  P.  Shearwood 303 

Rational  Column  Analysis,  J.  A.  Van  den  Broek 360 

Accident   Prevention    Methods   and   Results,    Wills 

Maclachlan 459 

Doherty,  Robert  E.,  Professional  Development  and  Responsi- 
bility           469 

Drainage  Areas  of  Ontario,  Forests  and,  F.  A.  MacDougall .  .         663 
Drysdale,   W.   F.,   The   Manufacture  of  the  25-pounder  in 

Canada 5 

Discussion 298 

Effect  of  Wet  Coal  on  Pulverizer  and  Boiler  Performance, 

Murray  D.  Stewart 609 

Elections  and  Transfers.  .  .  .43,  109,  179,  253,  320,  386,  437, 

528,  586,  642,  707 

Electrical  Machinery  and  Switching,  Causes  and  Effects  of 

Damage  to,  C.  A.  Laverty 604 

Engineer  Looks  at  Music,  An,  S.  T.  Fisher 548 


II 


December,  1942     THE  ENGINEERING  JOURNAL 


engineer,  1  ne  nace  01  tne,  uean  o.  n.  i  oung o»4 

Engineering  as  a  Career 248 

Engineering  Aspects  of  Air  Bombing  in  Structural   Defence, 

D.  C.  Tennant 674 

Engineering  Features  of  Civil  Defence,  Committee  on.  .  .379, 

478,  578,  633,  700 

Engineering  in  Canada,  The  Profession  of 174 

Engineers'  Council  for  Professional  Development — 

Annual  Report  for  1941 29 

Guidance  Booklet 248 

Tenth  Annual  Meeting 638,  689 

Vocational  Guidance  Manual 583 

Essential  Work  Regulations,  1942 241 

Farmer,  J.  T.,  Construction  Features  on  the  Extension  of  the 

Santurce  Steam  Plant,  Puerto  Rico 454 

Farmer,  J.  T.,  The  Modernization  of  a  Puerto  Rico  Steam 

Plant 342 

Fees  of  Members  Overseas 433 

Financial  Statements — 

Of  the  Institute 84 

Of  the  Branches 94 

Fisher,  S.  T.,  An  Engineer  Looks  at  Music 548 

Foreign  Correspondents 104 

Forests  and  Drainage  Areas  of  Ontario,  F.  A.  MacDougall.  .  .  663 
Frampton,  A.  H.,  The  220,000- volt  System  of  the  Hydro- 
Electric  Power  Commission  of  Ontario 21 

Fullerton,  J.  S.,  Substitute  Solders 499 

Gaherty,  G.  A.,  Wartime  National  Efficiency 621 

Generators  in  the  U.S.A.,  Water-Wheel  Driven,  C.  M.  Laffoon.  457 
Goodwin,  E.  A.,  Construction  Features  on  the  Extension  of 

the  Santurce  Steam  Plant,  Puerto  Rico 454 

Goodwin,  E.  A.,  The  Modernization  of  a  Puerto  Rico  Steam 

Plant 342 

Ground  Water  Supply,  Development  of,  J.  W.  Simard 669 

Gutteridge,   Hal,    Proneness  to   Damage  of   Plant  Through 

Enemy  Action 559 

Howe,  C.  D.,  Canadian  Industry  in  the  War 147 

Hydro-Electric  Power  Commission  of  Ontario,  the  220,000- 

volt  System,  A.  H.  Frampton  and  E.  M.  Wood 21 

Industrial  Relations,  Institute  Committee  on.  .  379,  479,  578,  700 
Industrial  Relations,  The  Significance  of,  E.  A.  Allcut  and 

J.  A.  Coote 557 


Institute  Prizes — 

Prize  Awards,  1942 

For  Juniors  and  Students 

Rules  Governing  Award  of 

Institute  Prize  Winners,  Biographies. 


435 

578 
587 
185 


Jacobsen,  E.  R.,  Letter  from  Washington 433,  480,  524, 

582,  637 

James  Committee 105,  317,  378,  465,  632 

James  Watt  International  Medal 432 

Jane.  Dr.  R.  S.,  Synthetic  Rubber .  274 

Jeckell,  F.  L.,  Subcontracting  in  Canada's  Munition  Industries  279 

Johnson,  Howard,  Shipyard  Production  Methods 73 

King  vs.  Paradis  and  Farley,  Inc.,  A  Contractor's  Claim  for 

Extras 515 

Discussion,  E.  P.  Muntz 639 

Letters  to  Editor 703 

Laffoon,  C.  M.,  Water-Wheel  Driven  Generators  in  the  U.S.A.  457 

Landmark  Disappears 249 

Lash,  S.  D.,  Air  Raid  Precautions  as  Related  to  Building 

Design 28 

Laverty,  C.  A.,  Causes  and  Effects  of  Damage  to  Electrical 

Machinery  and  Switching 604 

Legget,  R.  F.,  Conservation  of  Natural  Resources  with  some 

Reference  to  Post- War  Planning 663 

Legget's  Memorandum 379 

Library  Notes.  ...   58,  120,  199,  265,  332,  395,  444,  487,  537, 

594,  650,  720 

Lions'  Gate  Bridge,  The,  Part  1,  S.  R.  Banks 210 

Part  2 282 

Part  3 347 

Part  4 414 

Little,  E.  M.,  National  Service — A  Challenge  to  the  Engineer.  151 

MacDougall,  F.  A.,  Forests  and  Drainage  Areas  of  Ontario.  .  663 

Mackenzie,  Dean  C.  J.,  New  Year  Message 3 

Mackenzie,  Dean  C.  J.,  The  War  Activities  of  the  National 

Research  Council  of  Canada 141 

Maclachlan,  WTills,  Accident  Prevention  Methods  and  Results.  9 

Discussion 459 

McNaughton,  Lieut.-General  A.  G.  L.,  A  Message  to  Cana- 
dian Engineers 145 


iviaicoim,  a.  l,.,  Barren  c  nuie  .Development 4Uz 

Man- Power  Control  in  Canada 624 

Management-Employee  Problem  for  Engineers,  The,  J.  W. 

Parker 236 

Manufacture  of  the  25-pounder  in  Canada,  W.  F.  Drysdale.  .  5 

Discussion 298 

Marsh,  Lt.-Col.  W.  Lockwood,  The  Quality  Underlying  The 

British  Aeroplane 71 

Maude,  John  H.,  The  New  Oil-Hydraulic  Press  in  Munition 

Manufacture 66 

Mechanical  Features  of  220-kv.  Lines  in  Ontario,  1940  and 

1941,  A.  E.  Davison 496 

Meetings  of  Council 41,  107,  175,  251,  318,  380,  482,  525, 

585,  640,  705 

Membership  of  Branches 94 

Message  from  the  President,  Dean  C.  R.  Young 127 

Message   to   Canadian   Engineers,    Lieut.-General   A.    G.    L. 

McNaughton 145 

Metal  Situation,  K.  H.  J.  Clarke 498 

Modernization  of  a  Puerto  Rico  Steam  Plant,  The,  J.   T. 

Farmer  and  E.  A.  Goodwin 342 

Moving  a  Coal  Bridge  at  the  Algoma  Steel  Corporation,  Ltd., 

D.  C.  Tennant 615 

Munition    Industries,    Subcontracting    in    Canada's,    F.    L. 

Jeckell 279 

Munitions  Manufacture,   The  New  Oil-Hydraulic   Press  in, 

John  H.  Maude 66 

Music,  An  Engineer  Looks  at,  S.  T.  Fisher 548 

Myers,  Charles  Samuel,  Psychology  as  Applied  to  Engineering.  508 

National  Research   Council   of   Canada,   War  Activities  of, 

Dean  C.  J.  Mackenzie 141 

National  Selective  Service 248,  624 

National  Service — A  Challenge  to  the  Engineer,  E.  M.  Little .  151 
Natural  Resources  With  Some  Reference  to  Post- War  Plan- 
ning, The  Conservation  of 663 

New  Brunswick  Agreement 38 

New  Field  and  a  New  Emphasis,  A,  Dean  C.  R.  Young 127 

New  Oil-Hydraulic   Press  in  Munitions  Manufacture,   The, 

John  H.  Maude 66 

Newly  Elected  Officers  of  The  Institute,  Biographies 180 

News  of  Other  Societies 47,  119,  199,  264,  718 

Niagara  Falls  Joint  Meeting 523,  635 

Obit  uaries — 

Andrewes,  Lieut.-Colonel  William  Edward 440 

Armstrong,  Thomas  Stiryaker 389 

Baltzell,  Willie  Harry 591 

Blanchard,  Joseph  Elie 47 

Bang,  Claus  Marius .  . 711 

Boyd,  William  Gamble 257 

Byers,  Archibald  Fullarton 189 

Cregeen,  Kenneth  Thomas 190 

Dennis,  Earle  Munro 711 

Duckworth,  Walter  Ritchie 113 

Duncan,  G.  Rupert 389 

Evans,  John  Maurice 530 

Fuller,  Royden  John 190 

Hawley,  George  Prince 47 

Jackson,  Donald  Alphonse 711 

Johnson,  Edward  Preston 257 

Johnson,  Harold  Stanley 645 

Johnston,  William  Morrison 113 

Kester,  Fred  Henry 530 

Kirkpatrick,  Alexander  M 531 

MacDiarmid,  Archibald  Alexander 113 

Macphail,  William  Matheson 711 

Mahon,  Harry  Wendell 485 

McCurdy,  Lyall  Radcliffe 646 

McDowall,  Robert 325 

Mews,  John  Courtenay 190 

Millidge,  Edwin  Reginald 531 

Morrisey,  Lieut.-Colonel  Henry  Fairweather 485 

Murray,  Robert  Leslie 113 

Palmer,  John 325 

Parker,  Thomas  Wint  Weir 190 

Porter,  John  Earle 485 

Porter,  Lawson  B 591 

Reynolds,  Philip 591 

Robertson,  A.  Ross 712 

Schlemm,  Leonard  Ernest 390 

Smither,  William  James 113 

Swingler,  Russell  Henry 325 

Tempest,  John  Sugden 190 

Townsend,  Lieut.-Colonel  Charles  Rowlatt 646 

Webb,  Harry  Randall 592 

White,  Squadron  Leader  Joseph  J 712 

Oederlin,  F.,  The  Supercharging  of  Two-Stroke  Diesel  Engines.  618 

Officers  of  The  Institute,  Newly  Elected,  Biographies 180 

Oil-Hydraulic  Press  in  Munitions  Manufacture,  The  New, 

John  H.  Maude 66 


THE  ENGINEERING  JOURNAL     December,  1942 


III 


Ontario,  Forests  and  Drainage  Areas  of,  F.  A.  MacDougall.  . 
Ontario,    Hydro-Electric    Power    Commission,    The    220,000- 

Volt  System,  A.  H.  Frampton  and  E.  M.  Wood 

Ontario,  The  Water  Situation  in  Southern,  A.  F.  Coventry.  .  . 
Organization  and  Work  of  Research  Enterprises,  Ltd.,  Colonel 

W.  E.  Phillips 


663 

21 
664 

129 


The  Management-Employee  Problem  for 


Parker,  James  W 

Engineers 236 

Peace  Worth  Fighting  For,  A,  William  E.  Wickenden 408 

Personals 44,  110,  187,  254,  321,  386,  437,  483,  528,  589,  643 

Phillips,  Colonel  W.  E.,  The  Organization  and  Work  of  Re- 
search Enterprises  Limited 129 

Place  of  The  Engineer,  The,  Dean  C.  R.  Young 684 

Polish  Engineers  in  Canada 104 

Post-War  Problems,  Institute  (  'ommittee  on 378,  478.  632 

Post-War  Planning,  The  Conservation  of  Natural  Resources 

With  Some  Reference  to 663 

Preliminary  Notice 61,  122,  204,  268,  336,  397.  448,  489, 

541,596,653,  723 

President's  New  Year  Message 3 

President's  Trip  to  Quebec  and  The  Maritimes 432,  522 

President's  Trip  to  The  West . .175 

Professional    Development    and    Responsibility,    Robert    E. 

Doherty 

Professional  Recognition  in  the  Services 

Prize  Awards,  1942 

Prize  Winners,  Institute,  Biographies 

Producer  Gas  For  Motor  Transport,  A.  E.  Allcut 

Profession  of  Engineering  in  Canada,  The 

Professional  Recognition  in  The  Services 

Proneness  to  Damage  of  Plant  Through  Enemy  Action,  Hal 

Gutteridge 

Psychology  as  Applied  to  Engineering,  Charles  Samuel  Myers. 

Public  Health  and  Conservation,  A.  E.  Berry 

Puerto  Rico,  Construction  Features  on  the  Extension  of  the 

Santurce  Steam  Plant,  J.  T.  Farmer  and  E.  A.  Goodwin. 
Puerto   Rico  Steam   Plant,   The   Modernization  of  a,   J.   T. 

Farmer  and  E.  A.  Goodwin 

Pulverizer  and  Boiler  Performance.  The  Effect  of  Wet  Coal  on. 

Murray  D.  Stewart 


312 

469 
522 
435 
185 
223 
174 
522 

559 

508 
667 

454 

342 

609 


Quality  Underlying  the  British  Aeroplane,  The.  Lt.-Colonel 
W.  Lockwood  Marsh 


71 


Recent  Graduates  in  Engineering 435 

Reconstruction  and  Re-establishment 465 

Reconstruction,  Cabinet  Committee  on 105,  317,  378,  465,  632 

Regional  Meetings  of  Council 313.  316,  318 

Registration  in  The  Faculties  of  Applied  Science  or  Engineer- 
ing in  Canadian  Universities,  Session  1941-1942 39 

Session  1942-1943 699 

Regulations  Affecting  The  Construction  Industry,  Controller 

of  Construction 571 

Report  of  Council  for  the  Year  1941 80 

Reports  from  Branches    90 

Research  Enterprises  Limited,  The  Organization  and  Work  of, 

Colonel  W.  E.  Phillips 129 

Royal  Canadian  Engineers,  Construction  of  a  By-pass  High- 
way in  England  by,  (apt.  J.  P.  Carrière 15 

Rubber,  Synthetic,  R.  S.  Jane 274 

Santurce  Steam  Plant,  Puerto  Rico,  Construction  Features  on 

The  Extension  of  the,  J.  T.  Farmer  and  E.  A.  Goodwin.  454 

Santurce  Steam  Plant,  Puerto  Rico,  The  Modernization  of, 

J.  T.  Farmer  and  E.  A.  Goodwin 342 

Shipyard  Production  Methods,  Howard  Johnson 73 

Significance  of  Industrial  Relations,  E.  A.  Allcut  and  J.  A. 

Coote 557 


Page 

Simard,  J.  W.,  Development  of  Ground  Water  Supply 669 

Size  and  the  Aeroplane,  Major  Oliver  Stewart 412 

Solders,  Substitute,  J.  S.  Fullerton 499 

Stewart,  Major  Oliver.  Size  and  'the  Aeroplane 412 

Stewart,  Major  Oliver,  Tactics  and  Unorthodox  Aircraft 13 

Stewart,  Murray  D.,  The  Effect  of  Wet  Coal  on  Pulverizer  and 

Boiler  Performance 609 

Structural  Defence  Against  Bombing,  A  Reference  Book  on 

Civil  Defence 578,  632 

Structural  Defence,  Engineering  Aspects  of  Air  Bombing  and. 

D.  C.  Tennant 674 

Subcontracting  in  Canada's  Munition  Industries,  F.  L.  Jeckell.  279 

Substitute  Solders,  J.  S.  Fullerton 499 

Supercharging  of  Two-Stroke  Diesel  Engines,  F.  Oederlin.  .  .  .  618 

Sylvester,  LI.,  Alternative  Babbitts 502 

Synthetic  Rubber,  Dr.  R.  S.  Jane 274 

Tait,  G.  E..  Alternative  Bronzes 504 

Tactics  and  Unorthodox  Aircraft,  Major  Oliver  Stewart 13 

Technical  Man-Power,  Control  of 241 

Technical  Personnel  Regulations,  1942 241 

Tennant,   D.   C,   Engineering  Aspects  of  Air  Bombing  and 

Structural  Defence 674 

Tennant,  D.  C,  Moving  a  Coal  Bridge  at  the  Algoma  Steel 

Corporation,  Limited 615 

Tenth  Annual  Meeting  of  E.C.P.D 689 

Tin  Conservation 498 

Trolley  Coach  Overhead  Materials  and  Design,  L.  W.  Birch.  .  231 

25-Pounder  in  Canada.  Manufacture  of,  W.  F.  Drysdale 5 

Discussion 298 

220-kv.  Lines  in  Ontario,  1940  and  1941,  Mechanical  Features 

of,  A.  E.  Davison 496 

220,000-Yolt  System  of  the  Hydro-Electric  Power  (  'ommission 

of  Ontario,  A.  H.  Frampton  and  E.  M.  Wood 21 

Use  of  Air-Locks,  G.  O.  Boulton 563 

Vocational   Guidance   Manual,    Engineers'   Council   for   Pro- 
fessional Development 583 

Wartime  National  Efficiency,  G.  A.  Gaherty 621 

Wages  Stabilization,  Dr.  W.  J.  Couper 406 

War  Activities  of  the  National  Research  Council  of  Canada. 

Dean  C.  J.  Mackenzie 141 

Wardle,  J.  M.,  The  Alaska  Highway 136 

Wartime  Bureau  of  Technical  Personnel.  .  .41,  81,  174.  249,  241,  581 

Washington  Letter.  E.  R.  Jacobsen 433.  480.  524.  582,  637,  698 

Water  Situation  in  Southern  Ontario.  The.  A.  F.  Coventry.  .  .  664 

Water- Wheel  Driven  Generators  in  the  U.S.A..  C.  M.  Laffoon.  457 

We  are  in  it  Together  in  the  Defence  of  Civilization,  H.  J.  (  !ody  686 

Webster  Lectures   313,  383.  478,  523 

Wet  Coal  on  Pulverizer  and  Boiler  Performance.  The  Effect 

of.  Murray  I).  Stewart 609 

Wickenden.  William  E.,  A  Peace  Worth  Fighting  For 408 

Wood.  E.  M..  The  220.000-Volt  System  of  the  Hydro-Electric 

Power  Commission  of  Ontario       21 

Work  Regulations.  1942 241 

Wright,  L.  Austin.  Man-Power  Control  in  Canada      624 

Young,  Dean  C.  R..  A  New  Field  and  a  New  Emphasis 127 

Young,  Dean  C.R.,  As  the  Year  Ends 661 

Young,  Dean  (  '.  P.,  Biography 173 

Young,  Dean  C.  R..  Can  Professional  Education  be  Liberal- 
ized ? 554 

Young,  Dean  C.  11.,  Industrial  Relations  a  Legitimate  Field 

for  Institute  Activities 578 

Young,  Dean  C.  R,,  Testimonial  Dinner  to 314 

Young,  C.  R.,  The  Place  of  The  Engineer. 684 

Young  ICngineer,  The  Committee  on  the  Training  and  Welfare 

of  the 174,  583,  638 


IV 


December.  1912     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL.  JANUARY   1942 


NUMBER  1 


"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. 


MUZZLE  OF  25-POUNDER  BARREL Cover 

{Photo  Courtesy  Public  Information) 

PRESIDENT'S  MESSAGE 3 

THE  MANUFACTURE  OF  THE  25-POUNDER  IN  CANADA            .          .  5 
W.  F.  Drysdale,  M.E.I.C. 

ACCIDENT  PREVENTION  METHODS  AND  RESULTS             ...  9 
Wills  Maclachlan,  M.E.I.C. 

TACTICS  AND  UNORTHODOX  AIRCRAFT 13 

Major  Oliver  Stewart 

CONSTRUCTION  OF  A  BY-PASS  HIGHWAY  INJENGLAND  BY  ROYAL 

CANADIAN  ENGINEERS 15 

Capt.  J.  P.  Carrière,  M.E.I.C. 

THE    220,000-VOLT    SYSTEM    OF    THE    HYDRO-ELECTRIC    POWER 

COMMISSION  OF  ONTARIO 21 

A.  H.  Frampton  and  E.  M.  Wood,  M.E.I.C. 

AIR  RAID  PRECAUTIONS  AS  RELATED  TO  BUILDING  DESIGN  .          .  28 
S.  D.  Lash,  M.E.I.C. 

ANNUAL  REPORT  FOR   1941  TO  THE  ENGINEERS'  COUNCIL  FOR 

PROFESSIONAL  DEVELOPMENT 29 

ABSTRACTS  OF  CURRENT  LITERATURE 32 

ANNUAL  MEETING 36-37 

FROM  MONTH  TO  MONTH 38 

PERSONALS 44 

Visitors  to  Headquarters     .........  46 

Obituaries  .  .  .  .  .  ...  .  .  .  .47 

NEWS  OF  THE  BRANCHES 48 

NEWS  OF  OTHER  SOCIETIES         .          . 47 

LIBRARY  NOTES 58 

PRELIMINARY  NOTICE 61 

EMPLOYMENT  SERVICE 62 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


fA.  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. 

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. 

}W.  G.  HUNT,  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. 

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. 


tC.   K.  McLEOD,  Montreal,  Que. 

*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. 

•For  1941  tFor  1941-42  JForil941-42-43 


ASSISTANT  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,   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 


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 


SPECIAL  COMMITTEES 

MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Province*) 
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  Johnson  Prize  (English) 

McN.  DrjBOSE,  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 

0.  0.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 


RADIOBROADCASTING 

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 

0.  0.  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 


January,  1942     THE  ENGINEERING  JOURNAL 


THE    ENGINEERING   JOURNAL 


VOLUME  25 


JANUARY  1942 


NUMBER  1 


"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  usefullness  of  the  profession  to  the  public." 


NEW  YEAR  MESSAGE 


•Conventional  messages  of  cordial  greetings  and  good  wishes  for  the  coming 
/^/year  seem  out  of  harmony  with  the  realities  of  January  1st,  1942. 
V»y  We,  as  members  of  The  Engineering  Institute  of  Canada,  are  not  ashamed 
of  the  part  engineers  have  played  to  date  in  the  war;  it  is  not,  however,  with  com- 
placency that  we  face  the  third  year  of  the  war,  but  with  a  grim  determination  to 
increase  not  only  our  efforts  but  our  effectiveness  as  engineers,  as  Canadians,  as 
members  of  an  awakened  alliance  of  free  peoples  joined  in  deadly  and  perilous 
conflict  with  the  most  treacherous,  unscrupulous  and  evil  forces  the  world  has 
ever  known. 

The  dark  hours  through  which  we  are  bound  to  pass  in  1942  will  call  for  high 
courage;  not  only  courage  in  combat  but  the  courage  which  is  needed  to  sustain 
judgement  and  a  sense  of  proportion  as  the  battle  surges  back  and  forth,  presenting 
alternately  disheartening  defeats  and  encouraging  victories,  the  courage  which 
enables  us  to  moderate  emotional  optimism  and  temper  reverses,  the  courage  which 
enables  us  to  look  squarely  at  our  weaknesses  and  to  recognize  the  strength  and 
resources  of  our  enemies. 

It  is  not  courage  but  folly  to  dismiss  the  possibility  that  before  the  year  is  out 
actual  fighting  may  come  to  our  shores.  It  is  not  courage  but  rather  lack  of  it  that 
makes  for  unpreparedness.  It  is  nothing  but  nonsense  at  this  time  to  think  in 
terms  of  "national  defence"  instead  of  "total  war." 

We  as  engineers  have  also,  I  suggest,  a  particular  responsibility  in  this  struggle 
of  machines,  power  and  technical  devices.  Not  only  must  we  as  a  body  design, 
manufacture  and  operate  innumerable  engines  of  war  but  we  must  see  to  it  that 
the  industrial  and  technical  resources  of  the  country,  both  human  and  material, 
are  utilized  in  the  most  effective  way.  We  must  avoid  uninformed  criticism  of 
delays  in  "getting  into  production"  for  we  know  how  inexorable  is  the  time  factor 
when  new  designs  have  to  be  prepared,  new  factories  built  and  tooled  for  new 
processes,  but  on  the  other  hand  we  must  demand  that  there  shall  be  no  self  satis- 
faction and  that  every  week  and  every  month  efficiency  and  production  must  be 
greater  and  still  greater.  We  are  now  entering  that  phase  of  the  conflict  when  we 
must  insist  that  nothing  short  of  the  most  intelligent  and  effective  utilization  of 
our  total  human  resources  can  be  accepted. 

We  may  take  some  satisfaction  in  the  fact  that  for  1942  the  lines  of  battle  are 
clearly  drawn.  With  the  entry  of  the  United  States  the  world  is  now  sharply  divided 
into  two  camps,  the  time  for  talk  is  over,  the  issues  are  clear  and  a  fight  to  the 
finish  is  on.  To  quote  the  stirring  words  of  Churchill  "Conquer  we  must,  conquer 
we  shall"  for  "without  victory  there  is  no  survival." 


ÇVJ7.  Vvwi-x^ 


President 


THE  ENGINEERING  JOURNAL     January,  1942 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


Vice-Chair., 
Executive, 


BORDER  CITIES 

Chairman.     H.L.JOHNSTON" 

G.  G.  HENDERSON 

W.  P.  AUGUSTINE 

J.  F.  G.  BLOWEY 

W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 
CALGARY 

Chairman,     J.  B.  deHART 
Vice-Chair.,  H.  J.  McEWEN 
Executive,      F.  J.  HEUPERMAN 

T.  D.  STANLEY 

J.  W.  YOUNG 
(Ez-Officio),  G.  P.  F.  BOESE 

J.  HADDIN 

.i.  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 
(Ez-Officio), I.  W.  BUCKLEY 

W.  S.  WILSON 
Ses.-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 

(Ez-Officio),  J.  GARRETT 

E.  NELSON 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


HALIFAX 

Chairman, 
Executive, 


G.  J.  CURRIE 
J.  D.  FRASER 
J.  A.  MacKAY 


P.  A.  LOVETT 
A.  E.  CAMERON 
G.  T.  CLARKE 
A.  E.  FLYNN 
D.  G.  DUNBAR 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 
G.  T.  MEDFORTH 
S.  L.  fultz 
S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

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,  Gnt. 

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 

«i«cu(i»e,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ez-Oficio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


(Ez-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ez-Oficio), 
Sec.-Treas., 

KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sse.-Treas., 


LAKEHEAD 

Chairman, 

Vice-Chair., 

Executive, 


(Ez-Officio) 
Sec.-Treas., 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


Vice-Chair., 
Ezecutive, 


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 

(Ez-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 
,  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 
diG.  BEAUBIEN 
J.  G    HALL 
W.  G.  HUNT 
H.  MASSUE 

C.  K.  McLEOD 
B.  R.  PERRY 
G.  M.  PITTS 

See.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA  PENINSULA 

Chairman,  A.  L.  McPHAIL 
Vice-Chair.,  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 

Ezecutive,     A.  J.  GIRDWOOD  I.  F.  McRAE 

J.  W.  PIERCE'  F.  R.  POPE 

(Ez-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.,  RENÉ  DUPUIS 
Ezecutive       O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  A.  LARIVIÈRE 

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

Colonization  Department, 
Room  333-A,  Parliament  Bldgs., 

Quebec,  Que. 


Ezecutive, 


SAGUENAY 

Chairman, 
Vice-Chair. 
Ezecutive, 


N.  F.  McCAGHEY 

R.  H.  RIMMER 

B.  BAUMAN 

G.  B.  MOXON 

A.  I.  CUNNINGHAM 

W.  J.  THOMSON 

(Ez-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 
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 


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 
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 
(Ez-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, 
Vice-Chair. 
Ezecutive, 


(Ez-Officio) 
Sec.-Treas., 

VICTORIA 

Chairman, 

Vice-Chair., 

Ezecutive, 

(Ez-Officio), 
Sec.-Treas., 

WINNIPEG 


W.  O.  SCOTT 
W.  N.  KELLY 
H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
P.  B.  STROYAN 
2099  Beach  Avenue, 

Vancouver,  B.C. 

G.  M.   IRWIN 

A.  S.  G.  MUSGRAVE 

1.  H.  BI.AKE 

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 
Ezecutive,      C.  V.  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 
(Ez-Officio),  H.  L.  BRIGGS 

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

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


January,  1942     THE  ENGINEERING  JOURNAL 


THE  MANUFACTURE  OF  THE  25-POUNDER  IN  CANADA 


W.  F.  DRYSDALE,  m.e.i.c. 

Director-General  of  Industrial  Planning,  Department  of  Munitions  and  Supply,  Ottawa,  Ont. 

Paper  to  be  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada,  at 

Montreal,  Que.,  on  February  5th,  1942. 


Among  the  projects  with  which  the  author  has  had  to 
do  during  his  services  in  Ottawa,  one  of  the  most  interesting 
from  a  general  and  engineering  point  of  view  has  been  the 
production  of  the  25-pounder  gun. 

This  weapon  is  now  being  manufactured  by  Sorel  Indus- 
tries at  Sorel,  Quebec,  and  the  contents  of  this  paper  are 
based  on  close  association  with  the  work  at  Sorel  for  the 
past  eighteen  months. 

Among  the  major  difficulties  encountered  in  building  up 
this  industry  were  the  problems  of  personnel,  housing,  and 
the  working  out  of  plans  to  harmonize  workers  of  many 
different  trades  from  many  different  localities.  The  plant  is 
located  in  a  farming  area  bordering  on  an  inland  port, 
where  few  men  were  skilled  in  the  arts  which  were  called  for. 

The  new  25-pdr.  has  replaced  both  the  old  18-pdr.  and 
the  4.5"  howitzer.  It  was  designed  for  use  both  as  a  field 
gun  and  a  howitzer,  and  as  its  name  implies,  fires  a  shell 
weighing  25  lb. 

Here  it  may  not  be  out  of  place  to  mention  that  the  25- 
pdr.  is  a  gun  with  separate  ammunition;  that  is  to  say,  the 
shell  is  loaded  first,  followed  by  the  insertion  of  a  brass 
cartridge  case  containing  the  propelling  charge.  The  object 
of  this  separate  loading  is  to  permit  the  use  of  different 
charges,  depending  on  whether  the  gun  is  being  used  as  a 
field  gun  or  a  howitzer;  a  field  gun  has  a  comparatively 
low  elevation  and  long  range,  whilst  a  howitzer  generally 
has  a  high  angle  of  elevation  with  a  relatively  short  range, 
giving  the  projectile  a  high  angle  of  descent. 

The  following  brief  description  will  give  a  general  idea 
of  the  25-pdr.  gun  and  its  accessories.  Beginning  at  the 
ground  level,  the  equipment  comprises  a  firing  platform, 
the  axle  unit  and  brake  gear,  the  trail  and  carriage  assembly, 
elevating,  traversing  and  firing  gear,  the  cradle  and  recu- 
perator, the  gun  body  and  breech  mechanism  (See  Fig.  1). 

The  firing  platform  is  a  circular  fabricated  ring,  which, 
when  the  gun  is  in   position,   rests  on  the  ground.   The 


Fig.  1 — Minister   of   National    Defence  inspecting   25-pounder 
field  gun  at  Sorel,  Que. 

carriage,  which  is  fitted  with  rubber-tired  wheels,  has  a 
trail  which  straddles  the  platform.  On  lifting  the  trail,  it  is 
easy  to  rotate  the  whole  structure  and  meet  the  enemy 
from  anv  direction,  or  prepare  the  gun  for  travelling  (See 
Figs.  2  and  3). 

The  carriage  is  provided  with  two  rubber-tired  wheels, 
connected  by  an  axle  to  which  in  turn  is  fitted  a  fabricated 
box-type  trail,  roughly  8  ft.  long.  To  the  end  of  the  trail 
is  fitted  a  spade  which,  when  embedded  in  the  ground, 
counteracts  the  shock  of  recoil  on  firing  (See  Fig.  4). 

The  axle  passes  through  the  lower  part  of  a  "U"  fabri- 


cated top  carriage;  on  the  top  of  each  vertical  side  of  the 
"U"  is  a  bearing  for  the  trunnion,  or  axis  about  which  the 
gun  moves  in  a  vertical  plane. 

The  top  carriage  carries  a  long,  rectangular  box,  also 
fabricated,  to  the  outside  of  which  is  riveted  a  trunnion 
band  carrying  a  trunnion  on  each  side. 

Inside  this  long,  rectangular  box  is  fitted  one  of  the  most 
intricate  parts  of  the  equipment,  viz.  : — the  recuperator. 

The  recuperator  is  the  mechanism  which  absorbs  the 
energy  of  the  recoil  when  the  gun  is  fired.  Later  in  this 
paper  this  most  important  component  will  be  further 
explained. 

The  top  of  the  recuperator  is  machined  to  receive  the 


.^-.  - 


Fig.  2 — Unlimbering  25-pounder  gun  ready  for  firing. 

gun  body  which,  when  fitted  into  place,  forms  an  integral 
part  of  it. 

The  gun  body  consists  of  a  jacket,  separate  barrel,  breech 
ring,  breech  block  and  breech  mechanism. 

From  the  above  brief  outline  of  the  main  parts  of  the 
25-pdr.  equipment,  it  will  be  realized  that  there  are  innumer- 
able other  components  not  specifically  mentioned.  Actually 
over  700  components  are  assembled  to  make  up  a  single 
complete  equipment,  to  which  must  be  added  other  items, 
officially  known  as  separately  demandable  stores,  plus 
ancillary  parts,  which  may  include  anything  from  a  leather 
strap  to  a  hand  spike  or  set  of  drag  ropes,  or  from  a  bucket 
to  an  oil-can. 

It  may  be  interesting  to  note  the  ways  in  which  the 
25-pdr.  differs  in  design  from  previous  field  guns. 

In  the  18-pdr.  gun  of  the  last  war  the  gun  itself  was 
built  up;  its  inner  tube  was  wound  with  high  tension  steel 
wire  to  give  the  necessary  resistance  to  withstand  the 
pressure  of  the  discharge.  On  this  inner,  wire-wrapped  tube 
was  shrunk  a  cylindrical  steel  jacket. 

This  meant  that  as  soon  as  the  rifling  was  worn,  the  gun 
had  to  be  taken  out  of  service  and  replaced  by  a  new  one 
whilst  the  old  one  was  being  returned  to  the  factory  for 
repair. 

This  is  where  the  new  25-pdr.  gun  has  a  great  advantage, 
because  it  is  made  up  of  an  inner  tube  or  barrel  and  a 
separate  outside  jacket  covering  roughly  half  the  length  of 
the  barrel. 

To  provide  for  easy  replacement  the  barrel  is  fitted  into 
the  jacket  with  a  small  clearance  on  the  diameter,  roughly 
eight  thousandths  of  an  inch,  while  its  breech  end  fits  into 
a  seat  having  a  very  slight  taper.  Thanks  to  this  arrange- 
ment it  is  possible  to  unscrew  the  breech  ring,  withdraw 
the  barrel  and  insert  a  new  barrel  secured  by  the  same 
breech  ring  in  about  fifteen  minutes.  (See  Fig.  5). 

Coming  now  to  the  recuperator,  formerly  most  field  guns 
had  mechanical  recuperators  whose  springs  took  the  recoil 
and  returned  the  barrel  to  the  firing  position.  During  the 
last  war  the  French  and  later  the  British,  introduced  the 


THE  ENGINEERING  JOURNAL     January,  1942 


Fig.  3 — 25-pounder  gun  travelling. 

hydraulic  type  of  recuperator  along  the  lines  of  which  the 
25-pdr.  recuperator  has  been  developed. 

The  recuperator  consists  of  a  long  steel  block,  the  surfaces 
of  which  have  been  machined  to  very  fine  limits.  Three  or 
four  holes  which  control  the  recoil  and  recuperator  mechan- 
ism are  bored  through  the  entire  length  of  the  block,  each 
with  mirror-like  finish.. 

Later  it  may  be  possible  to  give  a  few  more  details,  but 
for  the  time  being  just  imagine  a  block  of  steel  roughly  10 
by  5  in.  cross  section  and  5  ft.  long,  bored  and  honed  through 
its  entire  length  to  approximately  23^  in.  diameter,  each 
hole  necessarily  accurate  in  alignment  to  a  thousandth  of 
an  inch. 

The  factory  at  Sorel  which  now  covers  more  than  14 
acres,  is  a  joint  venture  between  the  Canadian  Government 
and  Messrs.  Simard,  who  represent  and  own  Marine  Indus- 
tries Limited  at  Sorel.  It  is  not  necessary  to  recite  the 
details  leading  up  to  the  formation  of  this  company,  nor 
all  the  vicissitudes  we  passed  through  before  reaching  the 
present  state,  but  it  may  be  said  that  at  the  present  time 
the  plant  is  producing  25-pdr.  equipments  at  the  rate  of 
fifty  per  month.  Incidentally,  four-inch  naval  guns  are  also 
being  manufactured  and  will  shortly  come  into  full  pro- 
duction. 

It  is  noteworthy  that  Sorel  is  the  only  factory  on  the 
North  American  continent  manufacturing  guns  from  the 
scrap  metal  stage  to  the  finished  article. 

The  buildings,  of  up-to-date  design,  consist  of  a  labora- 
tory, power  house,  steel-making  plant,  machine  shop  and 
fabricating  shop. 

The  steel-making  plant,  with  rolling-mill  equipment,  a 
forge  shop  with  presses  and  hammers  ranging  from  2,000 
tons  downward,  served  by  up-to-date  heating  furnaces, 
roughing  out  machinery,  heat  treating  and  annealing 
equipment  and  complete  die-making  shop,  are  housed 
in  one  building  of  three  bays  covering  approximately 
250,000  sq.  ft. 

Alongside  this  shop  is  a  separate  large  machining  and 
assembly  shop  and  again  adjacent  is  a  steel  plate  fabricating 
establishment.  It  is  proposed  to  span  one  of  the  gaps 
between  two  of  the  shops  to  accommodate  increased  pro- 
duction. 

All  necessary  services,  including  oil,  electricity,  steam 
and  compressed  air,  are  supplied  to  the  various  units  of 
the  plant  by  a  tunnel  system  over  2,200  ft.  long. 

Special  attention  has  been  given  to  that  most  important 
organization  in  any  modern  engineering  production  shop, 
the  processing  and  planning  department.  Thanks  to  our 
good  friends,  the  automobile  manufacturers,  a  planning 
system  has  been  set  up  along  the  lines  used  in  their  industry, 
i.e.,  the  machine  tools  needed  for  each  individual  part  to 
be  machined  have  all  been  selected  and  placed  together. 
For  instance,  in  the  machining  of  the  recuperator  block  we 
have  the  following  operations:  planing,  milling,  slotting, 
boring,  honing,  rifling,  threading  and  drilling.  All  the 
appropriate  machines  for  the  above  operations  have  been 
gathered  together  and  laid  down  in  the  sequence  of  the 
different  operations. 

This  procedure  has  been  carried  out  all  through  the  shop 
for  each  component  part. 


One  section  of  the  planning  department  is  responsible 
for  the  machining  operations  and  design  of  jigs,  fixtures 
and  gauges,  and  keeps  a  constant  record  of  the  loading  of 
each  machine  tool  so  that  the  work  is  continually  fed 
through  the  shop  in  a  balanced  order. 

Operation  sheets  for  each  individual  part  have  been  got 
out  listing  the  surplus  material  to  be  removed,  the  toler- 
ances to  be  observed,  the  appropriate  tool  or  cutter  to  be 
used,  the  speed  and  feed  at  which  the  machine  should  be 
run  and  the  jig,  fixture  or  gauge  to  be  used.  Thus  every 
process  is  systematised  and  all  the  foreman  has  to  do  is  to 
supervise  the  work  and  assist  his  men  in  getting  the  best  results . 

Another  section  of  the  planning  department  is  responsible 
for  ordering,  either  in  the  shops  or  from  outside  sources, 
the  appropriate  material  and  an  efficient  follow-up  organi- 
zation sees  to  it  that  the  required  material  is  to  hand  at 
the  right  time. 

All  this  presents  a  very  different  picture  from  the  old  days 
when  a  mechanic  having  finished  his  job,  walked  down  the 
shop  to  pick  up  the  next  of  his  own  choosing. 

The  steel  foundry  and  rolling-mill  shop  is  a  long  building, 
approximately  570  by  440  ft.,  which  contains  the  three 
electric  furnaces  of  4,  8  and  20-tons  capacity,  respectively. 

From  these  furnaces,  fed  with  scrap  and  the  necessary 
raw  materials,  are  produced  monthly  some  3,000  tons  of 
ingots  for  gun  barrels,  jackets,  breech  rings,  recuperator 
blocks  and  their  components.  All  these  parts  are  of  the 
highest  grade  steel;  for  example  the  gun  barrel  is  manu- 
factured from  steel  having  a  yield  point  in  the  neighbour- 
hood of  40  to  45  tons  per  sq.  in.  A  large  proportion  of  this 
steel  is  made  up  of  nickel-chrome-molybdenum  alloy,  but 
many  other  grades  are  being  produced.  The  successful  pro- 
duction of  these  steels  requires  close  adherence  to  the 
specifications. 

The  laboratory  being  close  at  hand,  tests  are  taken 
during  the  melting  process  and  analysed,  and  the  furnace 
charge  adjusted  according  to  requirements.  In  the  log  of 
each  heat,  careful  records  are  kept  of  temperatures  when 
starting  and  pouring,  power  consumption,  weight  of  ingot 
and  scrap,  and  other  particulars,  so  that,  should  a  defect 
be  detected  at  a  later  stage,  it  can  easily  be  traced. 

In  pouring  the  ingots  from  the  steel  every  precaution  is 
taken  to  prevent  segregation.  A  pouring  basin  is  used  to 
reduce  the  pressure  in  the  mould  to  keep  inclusions  out  of 
the  steel  and  to  carefully  control  the  rate  of  rise  in  the 
mould.  In  pouring,  the  temperature  is  controlled  by  an 
optical  pyrometer  and  checked  by  a  chill  test. 

From  the  ingots  a  large  number  of  crop  ends  have  to 
be  cut.  These  ends  are  reduced  to  suitable  sizes  for  rolling 
and  thus  the  rolling  mill  turns  what  otherwise  might  be 
waste  into  steel  bar  of  the  highest  quality. 

The  benefit  of  this  rolling-mill  installation  has  been  such 
that  a  second  rolling  mill  is  at  present  being  installed. 


Fig.  4 — Assembling  25-pounder  gun,  showing  arrangement  of 
firing  platform,  trail,  spade,  etc. 


January,  1942     THE  ENGINEERING  JOURNAL 


- 


In  the  forge  shop  the  ingots  are  pre-heated  in  oil-fired 
furnaces  and  then  forged  under  the  2,000-ton  hydraulic 
forging  press. 

In  the  case  of  a  25-pdr.  the  rough  gun  barrel  forging  is 
approximately  12  ft.  long  and  from  8  to  9  inches  in  diameter. 

The  barrel  is  finish-forged  on  a  6-ton  steam  hammer, 
after  which  it  is  left  to  cool  gradually  in  what  is  known  as 
the  soaking  pit — really  a  very  large  bin  of  ashes.  Through- 
out these  processes  great  care  has  to  be  exercised  and 
pyrometer  control  installed  to  govern  the  temperatures. 

In  order  to  produce  the  various  gun  components  and 
drop  forgings  there  are,  in  all,  18  other  steam  and  pneumatic 
hammers  ranging  in  size  from  6  tons  to  400  lb.  with  as 
many  oil-fired  heating  furnaces. 

The  next  bay  of  the  shop  houses  the  rough  machining 
equipment  and  the  equipment  for  heating  and  annealing 
and  die  making. 

The  rough-machining  equipment  comprises  14  roughing 
out  machines  including  heavy  rough-turning  lathes,  rough- 
boring  machines,  planing  machines,  milling  machines  and 
cut-off  saws. 

The  heating  and  annealing  equipment  comprises  three  oil- 
fired  furnaces,  two  small  electric  furnaces  and  ten  vertical 
electric  furnaces,  all  of  the  most  modern  design  and  fully 
equipped  with  the  latest  automatic  control  apparatus. 

Here  the  barrel  is  first  rough-turned  and  bored  before 
being  heat  treated.  The  furnaces  employed  for  the  final 
heat  treatment  of  the  gun  are  of  the  vertical  electric  type, 
4^4  ft-  in  diameter  and  27^  ft.  deep.  These  vertical  fur- 
naces are  equipped  for  accurate  temperature  control  in  five 
zones,  making  it  possible  to  realize  exact  positions  in  heat 
treatment  of  the  barrels. 

After  normalizing,  the  barrels  are  straightened  if  neces- 
sary on  a  horizontal  hydraulic  press. 

Sufficient  length  of  material  is  left  on  each  end  of  the 
forging  for  the  usual  tensile,  bending,  and  izod  tests. 
Cylindrical  slabs  are  sawn  off  from  each  end  of  the  barrel 
and  submitted  for  approval  to  the  government  inspectors. 

Once  the  barrel  tests  have  been  certified  and  approved 
the  barrel  is  ready  for  finish-machining. 

Finish-machining  includes  two  sets  of  operations;  those 
preceding  auto-frettage  and  those  following  auto-frettage. 

Auto-frettage  consists  of  expanding  the  tube  radially  by 
applying  hydraulic  pressure  to  the  bore.  The  pressure  used 
is  sufficient  to  exceed  the  elastic  limit  of  the  metal  in  the 
bore.  This  causes  the  inner  layers  of  metal  in  the  bore  to 
yield  plastically  and  take  a  permanent  set,  whereas  the 
metal  near  the  outer  surface  of  the  tube  has  not  been 
stretched  beyond  its  elastic  limit,  and  therefore  attempts  to 
return  to  its  original  dimensions. 

The  barrel  is  thus  put  into  a  condition  of  permanent 
circumferential  stress,  such  that  the  inner  layers  are  in 


W; 

Hi 

' 

l^- 

,.-  ml 

\=^ 

i 

; 

1  " 
4 
1 

i 

^^ 

3? 

•m 

f? 

i 

JFJ 

-■"  """" 

r  ^. 

j— ■ — JS 

fc 

Ï 

: 

■ 

—  m— 

ummmm 

M- 4 

-»»nm#     t 

"Z 

B. 

_:.^**^ 

^j^j^jj 

Fig.  3 — Fitting  breech  mechanisms  to  gun  barrels. 


Fig.  6 — Muzzle  of  25-pounder  barrel  showing  rifling. 

compression  and  the  outer  metal  in  tension.  This  greatly 
reduces  the  maximum  tensile  stress  which  occurs  when  the 
gun  is  fired. 

For  the  auto-frettage  operation  the  two  ends  of  the 
barrel  are  counter-bored,  reamed  and  threaded  so  that  the 
appropriate  connections  can  be  made.  One  end  of  the  barrel 
is  connected  to  a  high  pressure  pump  whilst  the  other  is 
connected  to  a  specially  designed  valve  which  releases  the 
liquid  used  (a  mixture  of  water  and  glycerine)  through  a 
pressure  pump. 

Before  the  gun  is  set  up  for  auto-frettage  a  steel  core  bar 
is  placed  in  the  bore.  This  core  bar  is  bored  out  for  a  short 
distance  at  both  ends  and  at  the  inner  end  of  each  of  these 
bores  a  radial  hole  is  drilled. 

The  liquid  thus  passes  through  the  core,  then  out  through 
the  first  radial  hole  to  the  outside  diameter  where  it  passes 
along  between  the  barrel  and  the  core  bar  and  re-enters  the 
second  radial  hole  at  the  opposite  end.  Thanks  to  this 
arrangement  the  quantity  of  liquid  required  is  considerably 
reduced. 

After  the  pipe  connections  have  been  made,  indicators 
are  placed  at  four  points  along  the  length  to  obtain  readings 
on  diameters  90  deg.  apart. 

The  pressure  is  applied  in  four  steps  with  readings  taken 
at  20,  24,  28  and  32  tons  per  sq.  in. 

Before  the  barrel  is  set  up  for  auto-frettage,  it  is  carefully 
measured  in  the  bore  and  on  the  outside  at  the  four  points 
previously  mentioned. 

Readings  are  taken  by  precision  dial  gauges  while  the 
pressure  is  being  applied  and  plotted  on  charts.  By  this 
method  it  is  possible  to  ascertain  the  amount  by  which  the 
elastic  limit  has  been  exceeded. 

After  the  32  tons  per  sq.  in.  load,  the  pressure  is  released 
and  the  liquid  drained  out  of  the  barrel.  The  barrel  is  then 
given  a  low  temperature  anneal  in  one  of  the  vertical  elec- 
tric furnaces. 

After  annealing,  the  barrel  is  again  returned  to  the  auto- 
frettage  set  for  a  second  test  pressure,  but  this  time  the 
pressure  is  brought  up  to  32  tons  per  sq.  in.  in  a  single  step. 

The  resulting  increase  in  diameter  is  twelve  to  twenty 
thousandths  of  an  inch  in  the  bore,  and  six  to  ten 
thousandths  on  the  outside.  The  difference  between  these 
two  figures  indicates  the  permanent  set  of  the  barrel. 

Returning  to  the  machining  operations,  the  ends  of  the 
barrel,  including  the  threaded  portion,  are  then  cut  off. 

The  barrel  is  then  bored  out  to  3.35  in.  after  which  it  is 
finish-turned  on  the  outside  diameter  and  finally  bored  out 
to  3.44  in.  It  is  then  honed  and  the  final  chambering  opera- 
tions performed. 

The  outside  surface  is  then  ground  for  receiving  the 
jacket,  the  barrel  being  given  a  slight  taper.  Then  follow 
two  further  lathe  operations,  finishing  the  breech  end,  turn- 


THE  ENGINEERING  JOURNAL     January,  1912 


ing  the  front  core  and  facing  the  barrel  to  length.  Finally, 
the  barrel  is  rifled. 

Honing  and  rifling  are  operations  of  importance  in  gun 
manufacture. 

Honing  is  a  surface-finishing  operation  which  has  been 
introduced  into  gun  manufacture  comparatively  recently. 
It  employs  a  head  on  which  are  mounted  a  number  of  car- 
borundum strips.  This  head,  in  turn,  is  mounted  on  a 
revolving  bar  which  has  also  a  rapid,  relative  longitudinal 
traverse. 

The  rifling  machine  is  another  special  tool  used  in  gun 
manufacture.  It  consists  of  a  long  bar  on  which  is  mounted 
a  head  carrying  a  tool  in  the  shape  of  the  groove  to  be  pro- 
duced; the  rifling  bar  is  rotated  by  the  action  of  rollers  on 
a  sine  bar,  thus  controlling  the  twist  of  the  rifling. 

Recent  development  has  greatly  improved  the  method  of 
rifling,  because  the  single  tool  cutters  formerly  used  have 
been  replaced  by  cutters  with  as  many  teeth  as  there  are 
grooves  to  be  cut.  By  using  a  set  of  cutters,  roughly  thirty 
in  number,  each  a  shade  larger  in  diameter  than  the  previous 
one,  and  by  pulling  these  30  cutters  through  the  bore,  not 
only  is  the  machining  time  reduced  to  about  a  fifth  of  the 
former  time  required,  but  greater  accuracy  in  division  of 
the  grooves  is  obtained. 

Time  will  not  permit  even  a  brief  description  of  the 
different  operations  in  the  production  of  the  other  main 
components, -namely  the  jacket,  breech  ring,  breech  block 
and  recuperator.  These  however  are  practically  all  machined 
on  general  purpose  machines. 

As  previously  mentioned,  the  machine  shop,  covering 
roughly  500  by  245  ft.  is  laid  out  according  to  the  flow  of 
the  various  parts.  Here  we  have  horizontal  boring  machines, 
vertical  boring  machines,  horizontal  and  vertical  milling 
machines,  piano  milling  machines,  grinding  machines,  gear 
cutting  machines,  broaching  machines,  engine  lathes,  cap- 
stan and  turret  lathes,  planing  machines,  slotting  machines, 
shaping  machines,  plus  the  equipment  of  a  very  large,  up- 
to-date  tool  room,  including  such  special  machines  as  jig 
borers  and  thread  grinders. 

The  fitting  and  assembly  lines  are  installed  next  to  the 
production  machines  and  here,  as  in  the  machine  shop, 


—Machining   fabricated   under-carriage  on  a  giant  mul- 
tiple milling  machine  which  makes  eight  cuts  in 
one  operation. 

fitting  and  assembly  gangs  dealing  with  one  component 
only  are  grouped  together  (See  Fig.  4). 

The  last  building  is  the  plate  fabricating  shop,  in  which 
the  firing  platform,  trail,  top  carriage  and  other  components, 
in  which  plate  work  is  the  principal  feature,  are  produced. 

This  shop  is  fully  equipped  with  shears,  guillotines,  rollers, 
presses,  pneumatic  riveters,  flame  cutting  apparatus  and 
welding  units. 

After  the  pressings  have  been  produced  they  are  riveted 
or  welded  into  position  and  machined  where  necessary, 
using  jigs  wherever  possible  for  location. 


In  the  final  stage  of  production  the  work  coming  from 
the  plate  fabricating  shop  meets  the  machined  components 
from  the  machine  shop  on  the  fitting  and  assembly  floor. 
Here  fitters,  each  skilled  in  finishing  a  certain  part,  work 
on  a  long  assembly  line  of  from  seventy  to  a  hundred  guns. 

An  interesting  feature  is  the  effort  that  is  being  made  to 
spread  the  work  among  other  shops  by  sub-contracting 
different  components.  An  outstanding  example  of  this  is  the 
production  of  the  carrier  dial  sight,  a  component  comprising 
a  large  number  of  parts,  which  is  now  being  produced  by  a 
Montreal  firm  in  a  satisfactory  and  creditable  manner. 

At  the  present  time  Sorel  has  about  80  sub-contractors 
manufacturing  700  different  parts  at  the  rate  of  40,000  per 


Fig.  8 — Inspecting  parts  of  breech  mechanism. 

month.  All  these  firms  have  been  carefully  selected  accord- 
ing to  the  type  of  work  for  which  they  are  best  suited.  It  is 
common  practice,  when  contacting  a  firm  for  a  specified 
production,  to  extend  every  possible  help  and  part  of  this 
scheme  is  to  arrange  for  a  qualified  master  mechanic  to 
follow  up  on  the  spot  any  manufacturing  intricacies. 

The  results  obtained  by  this  sub-contracting  branch  are 
most  gratifying  and  have  been  well  worth  the  pains  taken 
by  Sorel  Industries  who  have  acted  more  or  less  as  pioneers 
in  this  field. 

Another  feature  worth}'  of  mention  is  the  special  engineer- 
ing department  which  has  been  set  up  by  Sorel  to  take  care 
of  suggestions  to  be  submitted  to  the  inspector  for  passing 
alternative  materials  or  machining  methods;  for  example, 
replacing  a  forged  steel  entirely  machined  handle  by  a  die 
casting  requiring  no  machining  at  all. 

Attention  should  be  drawn  to  the  invaluable  help  which 
the  Chrysler  Corporation  have  given  Canada  at  Sorel.  They 
came  in  at  a  critical  time  at  the  suggestion  of  the  Govern- 
ment Control  Committee  to  aid  in  supplying  efficient  man- 
agement. Right  nobly  they  have  responded. 

Praise  is  certainly  due  to  the  directors  of  Marine  Indus- 
tries who,  by  their  enterprise,  made  such  a  project  possible. 
In  mentioning  this  company  the  author  desires  to  compli- 
ment the  Messrs.  Simard  Brothers  personally.  He  wishes 
also  to  pay  tribute  to  the  men  of  Sorel  for  the  wonderful 
part  they  have  taken.  At  the  present  time  Sorel  Industries 
employ  approximately  1700  to  1800  men  of  which  roughly 
85  per  cent  are  French  Canadians;  it  would  be  safe  to  say 
not  more  than  ten  per  cent  of  this  number  had  any  mechani- 
cal training  before  joining  the  firm,  which  adds  credit  to 
their  achievement. 

Such  matters  as  trade  schools,  the  housing  of  workmen, 
the  provision  of  hostels,  etc.,  all  form  part  of  this  vast 
scheme.  Sorel  Industries  have  not  forgotten  Napoleon's 
dictum  that  an  army  marches  on  its  stomach,  and  in  to-day's 
warfare  when  for  every  man  at  the  front  eighteen  are 
needed  at  home,  the  word  army  applies  just  as  much  to  the 
men  in  the  shops  as  the  men  in  the  field. 


!'. 


January,  1942     THE  ENGINEERING  JOURNAL 


ACCIDENT  PREVENTION  METHODS  AND  RESULTS 

WILLS  MACLACHLAN,  m.e.i.c. 
Secretary-Treasurer  and  Engineer,  Electrical  Employers'  Association  of  Ontario,  Toronto,  Ont. 

Paper  to  be  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  Que.,  on  February  6th,  1942. 


SUMMARY — An  outline  of  the  accident  prevention  work  as 
carried  out  during  the  past  twenty-five  years  for  the  Electrical 
Employers  Association  of  Ontario,  giving  examples  of  some  of 
the  hazards  and  the  results  of  prevention  or  remedial  work. 
Statistics  are  shown  in  graphic  form. 

With  the  country  at  war  it  is  of  importance  that  men 
and  material  shall  not  be  wasted  but  shall  be  used  in  the 
most  effective  manner.  The  wastage  from  accidents  in  in- 
dustry and  in  war  industry  has  disproportionately  in- 
creased since  the  speed-up  began. 

The  industries  in  Schedule  1  of  the  Ontario  Compensa- 
tion Act  do  not  include  the  railways,  the  Bell  Telephone 
Company,  the  Hydro-Electric  Power  Commission,  many 
municipal  and  all  governmental  defence  operations.  Ex- 
cluding these,  the  compensation  cost  of  accidents  in  1940 
was  $8,370,000,  a  dead  loss  from  our  badly  needed  re- 
sources. This  sum  would  have  bought  14  corvettes  but  it 
represents  only  one-fifth  of  the  loss  because  it  has  been 
proved  repeatedly  that  "  compensation  payments  consti- 
tute only  one-fifth  of  the  total  employer  accident  cost." 
Where  can  effective  ideas,  methods  and  means  be  found 
to  stop  or  reduce  this  loss? 

The  electrical  public  utilities  of  Ontario  have  been  car- 
rying out  organized  accident  prevention  work  since  1915. 
Certain  methods  have  been  developed;  certain  objects 
have  been  achieved;  a  review  of  these  may  assist  in  solv- 
ing the  general  problem. 

The  following  notes  refer  chiefly  to  a  group  of  public 
utilities  in  the  province  of  Ontario.  A  large  amount  of 
accident  prevention  work  has  been  done  in  other  prov- 
inces and  in  industries  other  than  the  electrical  public 
utilities,  but  this  paper  is  based  on  facts  and  methods 
that  have  come  under  the  author's  personal  observation. 

In  1914  the  Legislature  of  the  Province  of  Ontario 
passed  a  Workmen's  Compensation  Act;  this  being  the 
result  of  study  by  a  Royal  Commission  headed  by  Sir 
William  Meredith.  The  fundamental  basis  of  most  Work- 
men's Compensation  Acts  is  the  same,  and,  quoting  from 
the  Ontario  Act,  may  be  stated  as  follows: — 

"  Where  in  any  employment  .  .  .  personal  injury  by  ac- 
cident arising  out  of  and  in  the  course  of  employment 
is  caused  to  a  workman,  his  employer  shall  be  liable 
to  provide  oi  to  pay  compensation  in  the  manner  and 
to  the  extent  hereinafter  mentioned."  .  .  . 

There  are  various  methods  by  which  the  employer  can 
provide  this  compensation.  In  Ontario  there  are  two: 
First,  under  Schedule  1  of  the  Act,  by  paying  an 
assessment  on  payroll  to  the  Compensation  Board,  the 
Board  assuming  the  responsibility  for  the  payment  of  all 
costs  under  the  Act.  Second,  under  Schedule  2,  by  the  em- 
ployers being  individually  liable  for  the  payment  of  the 
said  costs  on  direction  of  the  Board.  By  far  the  greater 
part  of  employment  is  placed  in  Schedule  1.  In  certain 
other  acts  of  this  character  provision  is  made  for  injured 
workmen's  compensation  by  the  employer  taking  out  in- 
surance with  a  regular  insurance  company;  this  is  a  more 
expensive  method  than  that  in  effect  in  Ontario  and  Que- 
bec. 

The  Ontario  Act  provides  for  the  formation  of  asso- 
ciations of  employers  for  the  prevention  of  accidents,  it 
being  better  to  prevent  an  accident  than  to  pay  compen- 
sation. Classes  and  groups  of  employers  are  recognized, 
and  these  associations,  usually  embracing  industries  of  a 


like  character,  are  managed  by  committees  of  employers 
in  the  respective  classes.  The  Workmen's  Compensa- 
tion Board  has  authority  to  approve  such  an  association 
if  it  believes  that  it  sufficiently  represents  a  class  and  in 
its  assessment  of  the  class  obtains  sufficient  money  so 
that  it  can  make  a  grant  to  the  association  to  carry  out 
its  work.  Such  a  one  is  the  Electrical  Employers'  Associ- 
ation of  Ontario.  It  was  brought  into  being  in  December, 
1914;  was  approved  by  the  Board  and  has  been  carrying 
out  its  functions  since  January  1st,  1915.  It  deals  pri- 
marily with  accident  prevention  among  employees  of  the 
electrical  public  utilities  and  telephone  systems,  placed 
by  the  Workmen's  Compensation  Board  under  Schedule 
1  of  the  Act,  and  now  for  the  most  part  contained  in 
groups  220  and  221.  This  Association  is  governed  by  a 
Managing  Committee.  Serving  as  presidents  at  different 
times  have  been  some  prominent  members  of  the  Engineer- 
ing Institute  of  Canada,  to  mention  but  four:  the  late 
A.  A.  Dion,  R.  L.  Dobbin,  W.  H.  Munro  and  the  present 
president,  R.  Harrison. 

The  Problems 

What  are  the  conditions  in  the  electric  public  utility 
industry  that  increase  liability  to  accidents?  The  first 
is  scattered  employment.  In  any  public  utility,  the  em- 
ployees are  dispersed  over  a  city,  town  or  a  large  part 
of  the  countryside,  working  for  the  most  part  in  small 
groups,  often  without  close  supervision.  The  next  condi- 
tion is  the  constant  hazard,  particularly  in  the  electric 
power  industry,  of  electrical  shock  or  electrical  burns. 
There  are  many  peculiar  hazards  that  develop  in  the 
operation  and  maintenance  of  power  houses  and  substa- 
tions, due  to  the  necessity  of  installing  machinery  in  a 
confined  space  and  also  due  to  the  fact  that  much  of  this 
equipment  is  energized.  The  overhead  system  of  a  public 
utility  develops  another  type  of  hazard.  Such  a  system 
has  to  be  maintained  in  all  weathers,  the  butts  of  poles 
being  subject  to  rot  and  in  cities  the  pole  tops  often 
being  encumbered  with  cross  arms  and  equipment.  Adding 
to  the  hazard  is  the  fact  that  it  is  important  to  maintain, 
as  far  as  possible,  continuity  of  service  and  hence  the  ne- 
cessity at  times  of  working  close  to  or  on  either  moving 
machinery  or  energized  apparatus  or  lines.  Analogous 
to  this  last  mentioned  hazard  is  the  difficulty  of  remov- 
ing apparatus  or  lines  from  service  and  returning  them  to 
service.  To  enlarge  slightly  on  this:  a  transmission  line 
operating  at  44,000  volts  needs  some  insulators  removed 
because  of  broken  petticoats;  arrangements  have  been 
made  to  make  the  line  dead  so  that  the  men  can  work  on 
it.  The  risk  is  ever  present  that  the  line  may  inadver- 
tently be  put  back  into  service  prematurely. 

Men  are  supervising,  managing  and  operating  public 
utilities;  many  machines  are  involved,  but  in  addi- 
tion the  frailties  of  human  nature  are  always  present. 

How  Have  Some  of  These  Problems  Been  Met? 

1.      ENGINEERING   REVISION   AND   DESIGN 

Consider  an  example.  In  1915  and  for  some  years  af- 
ter, it  was  common  practice  to  install  a  number  of  dis- 
connecting switches  side  by  side  on  a  switchboard  or 
structure  in  a  power  house  or  substation.  After  the  load 
was  taken  off  a  circuit  by  the  oil  switch  being  opened, 
the  operator's  problem  was  to  open  the  disconnecting 
switches  on  each  side  of  the  oil  switch  or  piece  of  appar- 


THE  ENGINEERING  JOURNAL     January,  1942 


atus.  With  a  number  of  disconnecting  switches  on  the 
switchboard  or  structure,  there  were  times  when  he 
would  open  two  blades  of  the  circuit  that  was  de-ener- 
gized and  then  by  mistake  a  blade  in  an  adjacent  live  cir- 
cuit, drawing  an  arc  which  at  times  enveloped  the  oper- 
ator, resulting  in  severe  burns  or  death.  This  problem  was 
met  first,  by  putting  insulated  baffle  boards  between  the 
individual  blades  of  the  disconnecting  switches  of  each 
circuit  and,  secondly,  by  clearly  naming  all  disconnecting 
blades  that  constituted  the  disconnecting  switch  of  the 
circuit.  By  this  means  even  if  the  wrong  blade  was  open- 
ed, the  baffle  board  often  prevented  a  short  circuit  arc 
from  developing  and  the  clear  naming  and  designating 
of  the  switch  was  a  constant  indication  to  the  operator 
of  the  blades  constituting  the  circuit.  This  system  of  se- 
gregation, spacing  and  marking  switches  and  apparatus 
and  thus  clearly  designating  them,  was  rapidly  extended 
to  the  whole  of  the  power  house  or  substation  equipment, 
including  power  transformers  and  other  major  equipment, 
and  materially  reduced  accidents  caused  by  employees 
straying  into  live  apparatus. 

Still  another  example  of  engineering  revision:  In  ear- 
lier designs  the  fly-balls  of  a  governor  rotated  in  the 
air.  Some  of  these  fly-balls  were  at  elbow  height  and 
operators'  elbows  have  been  fractured  by  being  hit  by 
the  fly-balls,  so  that  guards  were  installed.  Later,  more 
effective  design  was  developed  by  enclosing  the  fly-balls, 
making  for  constant  windage,  better  lubrication  and  a 
safe  design. 

Again,  in  the  development  of  pole  type  transformer  in- 
stallations, a  very  considerable  improvement  has  been 
made,  not  only  in  the  service  to  the  consumer  but  also  in 
safety  for  the  lineman,  by  creating  more  elbow  room  for 
the  workman,  perfecting  the  type  of  cut-out,  re-arrang- 
ing and  improving  the  whole  grounding  system,  particu- 
larly making  provision  for  grounding  of  transformer 
cases,  and  in  some  later  designs  making  it  possible  to  en- 
tirely kill  all  wires  and  circuits  below  the  line  arm. 

In  all  utility  property,  the  exposed  non-current  carry- 
ing metal  parts,  such  as  frames  of  motors,  are  effectively 
grounded.  This  is  to  prevent  the  employee  who  places 
his  hand  on  the  motor  frame  from  receiving  a  severe 
shock  if  the  motor  has  broken  down  between  coil  and 
frame.  This  same  hazard  exists  in  motors  in  the  manufac- 
turing and  other  industries  but  many  do  not  seem  to 
realize  the  importance  of  grounding  these  frames. 

2.      TOOLS  AND  EQUIPMENT 

Tools  and  equipment,  enter  into  many  accidents  in  elec- 
tric public  utilities.  One  piece  of  equipment  may  be  men- 
tioned. Formerly  there  were  many  cases  in  which  a  line- 
man's belt  broke,  dropping  the  lineman,  often  resulting 
in  serious  injury  and  sometimes  in  fatal  results.  A  study 
was  carried  out  in  connection  with  linemen's  belts.  The 
hardware  had  been  adapted  from  horse  harness  hardware, 
but  the  snaps  were  malleable  and  at  times  had  blow  holes 
and  broke.  Drop-forged  steel  snaps  were  developed.  The 
D  rings  in  the  earlier  belt  were  sewed  on  the  outside  of 
the  main  body  belt;  if  the  stitching  or  rivets  gave  way, 
the  man  would  fall.  On  redesigning,  the  body  belt  was 
placed  through  the  D  ring  and  the  D  rings  made  of  drop- 
forged  steel.  Advice  from  leather  manufacturers  was  ob- 
tained, a  better  grade  of  leather  was  developed  and  ad- 
vice given  to  linemen  for  the  maintenance  of  the  belts. 
These  details  were  worked  out  and  the  matter  placed  be- 
fore a  Canadian  manufacturer  who  produced  a  very  sat- 
isfactory belt. 

In  the  early  days  the  lineman  supplied  his  own  belt, 
but  since,  if  the  belt  failed,  the  employer  paid  the  cost 
of  the  accident,  the  practice  developed  of  the  employer 
providing  the  belt.  This  has  resulted  in  a  better  belt  more 
adequately  maintained. 


Since  the  perfected  belt  went  into  service  some  years 
ago,  not  one  accident  has  occurred  in  Ontario  to  a  line- 
man through  failure  of  this  belt.  The  same  method  of 
careful  analysis  of  tools  and  equipment  has  been  applied 
to  rubber  gloves,  ladders,  line  hose,  insulator  caps,  rub- 
ber blankets,  and  other  items  of  equipment. 

3.  METHODS    OF    WORK 

Various  methods  of  doing  work  were  investigated.  As 
was  pointed  out  earlier,  one  of  the  distinct  hazards  in 
electric  public  utility  work  arises  in  taking  a  piece  of 
apparatus  out  of  service  for  work  and  replacing  it  in  ser- 
vice. This  in  the  old  days  was  guarded  against  by  a 
clearance  rule  which  with  the  more  complicated  systems, 
has  developed  into  regulations  filling  many  pages  of  the 
rule  book.  The  essential  features  are: 

That  the  foreman  shall  obtain  permission  to  take 
the  piece  of  apparatus  out  of  service.  This  frequently 
necessitates  the  approval  of  a  senior  official.  At  the 
time  that  the  work  is  to  be  done,  the  holder  of  this 
permit,  usually  the  foreman,  and  the  operator  who  re- 
ceives the  permit,  see  to  it  that  the  necessary  switches 
or  valves  are  put  in  such  a  position  that  the  piece  of 
apparatus  is  taken  out  of  service  and  de-energized.  If 
it  is  electrical  apparatus  it  is  thoroughly  grounded  and 
not  until  that  time  is  it  considered  dead.  Tags  giving 
the  name  of  the  man  holding  the  permit  are  placed  on 
the  valves  or  switches  stating  that  the  apparatus  is 
out  of  service.  These  tags  cannot  be  removed  nor  can 
the  apparatus  be  put  back  into  service  without  the 
holders'  permission.  In  transmission  line  work,  it  is 
also  necessary  to  place  grounds  on  each  side  of  the 
working  space.  Not  until  the  foregoing  is  completed 
is  work  allowed  to  commence. 

After  the  work  is  completed,  the  foreman  makes 
sure  that  all  working  grounds  are  removed,  every  man 
under  his  supervision  is  clear  and  all  possibility  of 
contact  with  the  apparatus  or  line  is  prevented.  Not 
until  this  is  done  does  he  return  his  permit  and  turn 
it  over  to  the  operator. 

Although  this  rule  is  enforced  by  all  public  utilities 
and  is  applicable  to  industry,  in  ammonia  tanks,  cranes, 
industrial  substations,  air  lines,  etc.,  it  has  not  yet  re- 
ceived the  consideration  that  it  should  from  those  in 
charge  of  some  manufacturing  concerns. 

Another  simple  but  very  important  rule  is  that  some 
one  person  should  be  in  definite  charge  of  a  power  house 
or  substation  or  control  desk  at  any  instant.  There 
should  be  no  divided  responsibility.  For  example  at  the 
time  of  a  change  of  shift,  there  is  danger  of  the  opera- 
tor and  his  relief  being  uncertain  as  to  who  is  in  charge 
of  the  power  house.  This  point  has  been  most  clearly  de- 
fined in  rules.  In  one  utility  the  relief  docs  not  take  over 
until  he  has  read  and  signed  the  log.  Every  utility  man 
with  long  experience  can  remember  cases  where  the  lack 
of  such  a  rule  resulted  in  a  near  accident  or  a  fatal  ac- 
cident. 

4.  HUMAN   FACTOR 

Up  to  the  present  we  have  been  dealing  with  the  cor- 
rection of  machines  and  methods  of  working.  Men,  how- 
ever, are  doing  the  operation  and  maintenance,  and  the 
psychological  factor  must  not  be  overlooked.  In  certain 
kinds  of  work,  habit  training  is  of  great  value  and  is 
definitely  indicated.  This  is  important  in  connection  with 
artificial  respiration  but  it  is  equally  applicable  in  many 
other  phases  of  the  work.  For  those  who  have  investigat- 
ed many  accidents,  the  possibility  that  an  experienced 
man  may  do  something  that  one  would  never  expect  him 
to  do  under  normal  circumstances,  is  a  very  considerable 
worry.  One  example  of  this  is  that  of  an  experienced  em- 
ployee, who  while  thinking  of  something  entirely  foreign 


10 


January,  1942     THE  ENGINEERING  JOURNAL 


to  his  work,  goes  in  on  clearly  marked  and  designated 
live  apparatus,  instead  of  dead  apparatus.  Methods  have 
to  be  developed  to  assist  the  man  in  keeping  his  mind  on 
the  job  at  critical  moments  and  in  hazardous  conditions. 
One  simple  method  has  been  the  instruction  to  a  lineman 
in  climbing  a  pole  to  stop  4-ft.  below  the  lowest  cross- 
arm  or  attachment,  put  his  belt  around  the  pole,  have  a 
good  look  at  the  pole  top,  figure  out  exactly  what  he  is 
going  to  do  and  then  go  ahead  and  do  his  job. 

The  choice  of  the  suitable  man  for  each  type  of  employ- 
ment must  pot  be  overlooked.  A  man  might  be  ideal  in 
the  operation  of  a  substation  but  unfitted  for  the  opera- 
tion of  a  power  plant.  A  man  who  would  make  a  splendid 
lineman  might  be  out  of  place  on  a  patrol  beat.  It  is 
not  only  the  physical  make-up  of  the  man  that  is  to  be 
taken  into  consideration,  but  also  his  whole  personality. 
If  this  is  important  in  connection  with  the  rank  and  file 
of  employees,  what  of  management?  Employees  must  be 
impressed  with  the  sincerity  of  management  in  its  en- 
deavour to  prevent  accidents.  It  is  quite  possible  to  get 
quick  results  for  a  very  short  period  of  time  by  publicity 
methods,  but  nothing  will  replace  the  mutual  confidence 
between  management  and  employee  for  the  long  pull  in 
accident  prevention  work  or  for  that  matter  in  any  phase 
of  employment. 

5.      METHODS  OF  CORRECTION  AFTER  THE  ACCIDENT 

Given  that  an  accident,  has  happened,  the  immediate 
effort  becomes  one  to  mitigate  or  reduce  serious  conse- 
quences, and  secondly,  an  effort  to  prevent  repetition. 

Speaking  first  of  mitigation,  detailed  first  aid  kits  in 
line  with  the  requirements  of  the  Workmen's  Compensa- 
tion Board  adapted  for  the  use  of  public  utilities  have 
been  recommended  and  training  in  the  use  of  the  kits 
and  in  simple  first  aid  put  forward.  Extensive  training 
in  first  aid  has  not  been  recommended,  but  that  per- 
taining to  the  public  utility  field  has  been  specified. 

Because  of  the  fact  that  electrical  shock  is  such  a  ma- 
jor hazard  in  the  electrical  public  utility  field,  a  very 
large  amount  of  time  and  effort  has  been  expended  on 
this  factor.  In  the  early  days,  methods  were  crude,  so 
with  the  co-operation  of  medical  associations  and  the 
universities,  research  into  the  effect  of  the  passage  of 
electrical  current  through  the  body  was  instituted.  While 
this  laboratory  research  was  being  done  and  detailed  in- 
formation of  actual  cases  collected  from  the  field,  a  care- 
ful study  was  made  of  all  the  engineering  and  medical 
literature  available  on  this  subject.  As  a  result  of  this 
work,  much  information  was  gained  and  a  practical  sys- 
tem of  remedial  measures  after  electrical  shock  was  de- 
veloped. 

As  it  was  ciear  from  the  studies  that  these  measures 
must  be  put  into  effect  without  delay  after  electrical 
shock,  training  of  all  employees  in  artificial  respiration 
was  taught,  so  that  the  man  closest  to  the  injured  would 
know  what  to  do.  In  view  of  the  fact  that  after  an  acci- 
dent there  is  a  great  tendency  for  people  to  lose  their 
heads,  constant  practice  in  artificial  respiration  was  re- 
quired among  employees,  so  that  by  habit  training,  these 
men  would  be  prepared  to  carry  on  artificial  respiration 
even  though  very  much  excited.  Rescue  methods  were 
also  taught.  Co-operation  of  doctors  and  nurses  was  ob- 
tained by  giving  talks  and  demonstrations  in  universities 
and  hospitals  and  before  various  medical  bodies  and  pre- 
paring papers  for  the  medical  technical  press.  As  a  result 
of  this,  many  lives  have  been  saved.  One  case  of  out- 
standing character  may  be  cited. 

In  1927,  about  two  o'clock  one  afternoon,  a  young 
lineman  brought  his  head  into  contact  with  a  high  tension 
overhead  wire.  His  feet  and  hands  wrere  in  contact  with 
conductors  which  were  grounded.  He  received  a  very  sev- 
ere shock  and  was  apparently  lifeless,  hanging  back  in 


his  belt.  He  was  removed  from  the  pole,  artificial  res- 
piration was  started  at  the  foot  of  the  pole,  medical  as- 
sistance called,  and  telephone  communication  establish- 
ed with  headquarters.  About  1^2  hours  later  he  was  re- 
moved to  hospital;  artificial  respiration  was  continued 
during  transportation  and  was  continuously  applied  in 
the  hospital.  All  this  was  done  by  public  utility  men. 
About  ten  o'clock  that  night,  they  had  the  man  breathing, 
without  assistance.  This  had  required  eight  hours  of  con- 
tinuous artificial  respiration  after  electrical  shock — the 
longest  case  on  record. 

After  an  accident,  particularly  of  a  serious  character, 
an  investigation  is  usually  carried  out,  but  much  of  the 
value  of  these  investigations  has  been  lost.  If  those 
holding  an  investigation  would  not  only  ascertain  the 
facts  but  would  learn  what  should  be  done  to  prevent 
repetition  and  see  that  such  measures  are  put  into  effect, 
much  of  value  would  be  obtained.  Investigations  merely 
to  fix  the  blame  are  largely  a  waste  of  time  as  it  will  be 
found  that  what  one  is  really  discovering  is  an  alibi.  Real 
information  has  been  driven  under  cover.  If,  however, 
the  blame  is  fixed  the  next  step  usually  is  discipline.  This 
develops  fear  and  frequently  results  in  more  accidents. 
Nothing  is  gained.  Time  is  wasted  and  valuable  infor- 
mation that  would  have  helped  to  prevent  a  recurrence 
is  lost. 

One  phase  of  mitigation  that  should  be  touched  upon 
is  that  of  rehabilitation.  At  times  a  lineman  is  injured 
in  such  a  way  that  he  cannot  continue  to  be  a  lineman. 
How  can  he  be  rehabilitated  to  become  a  useful  citizen? 
Two  approaches  are  at  present  in  use:  first  by  physio- 
electro  and  occupational  therapy  the  man  is  assisted  in 
overcoming  the  results  of  the  accident;  the  injured  mus- 
cles and  nerves  are  made  well  and  the  mental  outlook 
improved.  A  splendid  curative  clinic  working  to  this  end 


GRAPH 

1. 

ELECTRICAL  EMPLOYERS  ASSOCIATION 

COMPARISON  OF    FIVE  YEAR   PERIODS 

PERIOD    1915-1919=100 

NUMBER    OF    UTILITIES   1  N  CLASS 

AMOUNT     OF     PAVROLL 

YEAK9                    UTILITIES             PAYROLL 

i5-'3                          IOO                     IOO 
20-24                       226                     296 
2S-29                       A\A                     281 
SO-34                           1TO                         SOt» 
35-5»                      423                     ZBl 



SOO 

AOO 

"^-UTI 

Unes 

SOO 

z. 

^A^ 

-9K 

rflflLL 

200 

IOO 

/r 

o 

Y  E 

\n  6 

in 

\ 

in 
d 

i 

in 

■A 

Fig.  1 — Number  of  utilities  and  amount  of  payrolls 


THE  ENGINEERING  JOURNAL     January,  1942 


11 


OR  À  P  H 


ELECTRICAL   EMPLOYERS   ASSOCIATION 
COMPARISON    OF    FIVE    YEAR    PERIODS 
PERIOD    191  5-1919  *  IOO 

FREQUENCY    OF    A.CCIDENTS 


TOTAL 

TIMP. 

PRP. 

FATAL 

YEARS 

A.CCT 

ACCT 

ACCT 

ACCT 

15-19 

IOO 

IOO 

IOO 

IOO 

ZO-t* 

7  7 

7fc 

71 

£>£> 

252» 

85 

93 

feb 

40 

30-J4 

«2 

63 

£.1 

34 

3339 

6*> 

*V2 

15 

31 

Fig.  2 — Frequency  of  accidents  per  one  million  dollars  payroll 

■is  maintained  by  the  Workmen's  Compensation  Board  of 
Ontario.  Secondly,  by  re-education  and  retraining  in 
schools  and  industry,  the  man  is  prepared  to  take  a  new 
job  suitable  to  his  condition.  Such  rehabilitation  is  not 
easy  to  carry  out  but  anyone  assisting  to  forward  the 
work,  will  be  thoroughly  recompensed  in  seeing  some 
cases  carried  through  to  success. 

It  must  not  be  assumed  that  this  account  covers  all 
the  various  applications  employed.  Engineering  revision 
and  all  of  the  other  methods  are  used  in  many  other  ways 
but  these  are  examples.  In  addition  to  this,  talks  with 
employees  and  management,  letters  and  bulletins  and 
the  usual  forms  of  approach  have  been  tried,  and  where 
successful,  proceeded  with. 

Results 

What  have  been  the  results  of  accident  prevention  in 
the  Electrical  Employers'  Association  during  the  twenty- 
five  years  1915  to  1939? 

Records  have  been  kept  over  this  period.  They  have 
been  checked  by  the  statistical  department  of  the  Work- 
men's Compensation  Board  of  Ontario  and  are  in  agree- 
ment with  their  records. 

As  the  experience  varies  from  year  to  year,  it  has  been 
thought  wise  to  take  five-year  periods  and  group  the 
accidents,  costs  of  accidents,  and  other  information  with- 
in these  periods.  As  a  means  of  comparison,  the  experi- 
ence for  the  years  1915-1919  has  been  taken  as  a  con- 
trol and  assumed  to  be  100. 

Number  of  Utilities  and  Amount  of  Payroll 

Figure  1  is  a  graph  showing  the  increase  in  the  number 
of  utilities  in  the  class  and  the  payrolls  for  each  five- 
year  period  taken  as  a  percentage  of  the  five-year  period 


12 


1915-1919.  It  will  be  seen  that  there  was  a  substantial 
increase  in  the  number  of  utilities  in  the  class  up  to  the 
five-year  period  1925-1929;  it  then  shaded  off  and  for 
the  last  five-year  period  there  is  reduction  from  the  peak. 
This  has  been  due  to  a  number  of  different  causes:  the 
amalgamation  of  different  utilities  into  one;  some  utili- 
ties being  removed  entirely  from  the  utility  field  and 
other  employers  placed  in  the  class  for  a  few  years,  for 
example,  construction  industries  were  removed  from  the 
class,  as  their  work  is  foreign  to  that  normally  done  by 
public  utilities.  The  payroll  showed  a  sharp  increase  until 
the  period  1920-1924,  then  a  slight  increase  since  that 
time.  This  is  due  to  the  fact  that  some  of  the  larger  util- 
ities were  bought  out  by  those  not  in  the  class  and  to 
a  very  great  extent  in  the  latter  years  the  utilities  enter- 
ing the  class  have  been  of  a  smaller  character. 

Frequency  of  Accidents 

In  Fig.  2,  is  shown  the  frequency  for, — 
Total  lost  time  accidents 
Temporary  disability  accidents 
Permanent  partial  disability  accidents  and 
Fatal  accidents 

The  frequency  for  this  graph  has  been  taken  as  so  many 
accidents  per  million  dollars  payroll.  It  has  not  been 
possible  to  use  the  more  usual  comparison  of  accidents 
per  so  many  man-hours.  This  again  is  for  each  five-year 
period,  compared  with  the  1915-1919  period  as  100.  The 
sharp  increase  for  the  period  1925-1929  in  the  number 
of  temporary  disability  accidents  is  due  to  the  fact  that 
during  this  period  the  construction  companies  were  in 
the  class  and  have  since  been  removed.  It  will  be  noted 
that  for  the  last  five-year  period  under  consideration, 
the  fatal  accidents  per  million  dollars  payroll  were  less 


Itio 

INCREASE! 
OU» "O INC 

COST 
ACASl 

1  70 

— —     IN     DINE 

riT» 

1  fe.O 

GFti  >P  M 

3 

ISO 

/ 

ELECTRICAL  EMPLOYERS   ASSOCIATION 
COMPARISON   OF    FIVE   YEAR  PERIODS 

PERIOD      l<3l  5-ISI9  >    IOO 

COST      OF     ACCIDENTS 

INCREASE» 

COST    DOt  TO 
ACTUAL.          INCREASED     COMPARABU 
VEARS                   COST                BiNBFIT»            COST 

1919                   IOO                    IOO                 IOO 
20-24                   102.                     \*>Z                     S3 
25-29                 IOI                     173                   So 
30-34                    61                     ITS                   ■** 
99-39                   «2                    180                   3  fc 

140 

/ 
/ 

1  SO 

1 
/ 

f 

120 

/ 

IIO 

/ 

IOO 

/ 

90 

— *H 

eo 

\ 
\ 
\ 

70 

t 

\ 

6o 

\ 
\ 



N.        A 
C 

CTUAI 

k>6T 

SO 

«^ 

^ 
^ 
»■ 

46 

^ 

^-^ 

30 

c 

IHPAR 
>S>T 

ABLE 

Eo 

IO 

o 

Y  E 

1RS 

6 

ejl 

i/> 
M 

o 

lii 

Fig.  3 — Cost  of  accidents  per  one  hundred  dollars  payroll 

January,  1942     THE  ENGINEERING  JOURNAL 


than  one  third  of  what  they  were  in  the  period  1915-1919 
and  the  permanent  partial  disability  accidents  were  but  15 
per  cent  of  what  they  were  in  the  earlier  period. 

Cost  of  Accidents 
In  Fig.  3,  the  cost  of  accidents  has  been  compared  on 
the  basis  of  cost  per  $100.00  payroll;  the  solid  line  shows 
the  actual  expenditure  by  the  Board.  It  will  be  seen 
that  this  actual  expenditure  for  accidents  for  the  period 
1920-1924  was  slightly  over  that  of  1915-1919  and  in 
1925-1929  there  still  was  a  slight  increase;  all  this  seems 
contrary  to  what  could  be  inferred  from  Fig.  2.  The  last 
two  five-year  periods  show  a  sharp  reduction.  However, 
when  one  remembers  that  amendments  to  the  Act 
brought  in  from  time  to  time  made  the  benefits  to  the 
injured  employee  (and  hence  costs)  greater  than  for  the 
earlier  years  of  the  Act,  the  trend  of  this  actual  cost  line 
is  explained.  With  the  co-operation  of  the  statistician  of 
the  Workmen's  Compensation  Board  of  Ontario,  a  curve 
of  the  increased  cost  of  comparable  accidents  due  to  in- 
creased cost  in  benefits  was  worked  out  and  this  is  shown 
in  the  graph.  By  applying  this  curve  of  increased  cost 
due  to  increased  benefits  to  the  actual  cost  of  accidents, 


a  curve  is  obtained  showing  what  the  costs  would  have 
been  had  there  been  no  increase  in  benefits.  This  latter 
curve  is  a  true  comparison  of  the  five-year  periods  with 
one  another  and  shows  a  very  marked  reduction  in  cost 
over  each  of  the  five-year  periods.  This  reduction  in  cost, 
in  part  at  least,  can  be  attributed  to  accident  prevention 
efforts. 

Conclusion 

In  carrying  out  any  accident  prevention  work,  it  is 
most  important  that  a  realistic  approach  be  maintained. 
The  prime  object  before  anyone  should  be  to  get  facts. 
If  this  is  kept  in  mind,  then  naturally  the  object  of  any 
investigation  of  an  accident  is  to  learn  the  cause  and 
provide  measures  to  prevent  a  recurrence  and  not  to  find 
out  who  is  to  blame.  Arising  out  of  this,  design  of  plant  or 
equipment  to  be  efficient  must  be  such  that  it  is  safe  to 
install,  manufacture,  operate  and  maintain.  Rules  and 
instructions  should  be  simple,  practical.  They  should  be 
enforced  or  else  removed.  Even  with  these  essentials  the 
sincere  leadership  of  management  is  vital  to  the  whole 
matter.  Canada  needs  every  man  on  the  job  and  not  in  a 
hospital  bed. 


TACTICS  AND  UNORTHODOX  AIRCRAFT 


MAJOR  OLIVER  STEWART 
Editor  of  "Aeronautics"  London,  Englarul. 


Unconventional  aircraft  designs  do  not  often  succeed 
in  war.  The  amazing  invention  which  appears  so  often  in 
fiction  and  which — in  fiction- — wins  so  many  wars  seems 
to  have  no  counterpart  in  real  life.  In  aviation  especially 
it  is  usually  the  orthodox,  well-developed  aeroplane  that 
proves  the  best  in  service.  An  example  is  the  Armstrong- 
Whitworth  Whitly,  a  bombing  aeroplane  of  perfectly  nor- 
mal conventional  design  built  by  conventional  methods. 
At  the  outbreak  of  war  in  September,  1939,  the  Whitly 
was  looked  upon  by  many  people  as  obsolescent  if  not 
obsolete.  Yet  a  year  later  it  was  one  of  the  mainstays  of 
the  British  bombing  fleet. 

The  Whitly  was  given  a  fresh  lease  of  life  by  being 
slightly  modified  and  re-engined  and  in  this  form  it  proved 
completely  successful  and  showed  itself  capable  of 
operating  under  difficult  conditions. 

Britain  Was  First  With  Power- Operated  Turrets 

But  although  a  conventional  aeroplane  appropriately 
developed  and  modified  seems  usually  to  play  the  leading 
part  in  war,  there  are  occasions  when  unorthodox  designs 
or  constructional  methods  or  novel  equipment  come  into 
service  with  successful  results. 

If  the  operations  of  the  Royal  Air  Force  are  studied, 
it  will  be  seen  that  they  owe  their  successes  mainly  to 
steady  development  of  aircraft  and  aircraft  equipment, 
but  also  to  some  extent  to  strikingly  original  thinking 
and  to  the  introduction  of  unorthodox  features. 

The  power-operated  gun  turret,  which  has  been,  since 
the  beginning,  a  feature  of  the  big  British  aircraft,  and 
which  is  fitted  to  not  only  the  heavy  bombers  but  also  to 
the  medium  bombers,  is  an  example  of  a  bold  unconven- 
tional piece  of  design  work. 

No  other  country  in  the  world  thought  it  possible  to 
introduce  a  power-operated  turret,  but  British  designers 
went  forward  with  this  component,  developed  it  both  for 
electrical  operation  and  for  hydraulic  operation,  and  fin- 
ally brought  it  to  the  stage  of  full  efficiency. 


At  first  many  different  theories  were  held  about  the 
method  of  operating  such  turrets,  and  one  of  the  early 
Boulton  Paul  turrets  was  so  arranged  that  the  entire 
working  of  the  rotatable  part  was  brought  about  simply 
by  the  action  of  the  gunner  in  aiming  his  gun.  Thus,  by 
swinging  the  gun  to  the  right,  power  would  be  clutched 
in  to  the  turret  and  the  turret  would  turn  to  the  right. 

Our  methods  employed  the  twist  grip  similar  to  that 
found  in  some  motor-bicycles.  But  all  these  methods 
were  quickly  sorted  out  under  stress  of  war  and  the  pow- 
er-operated gun  turret  is  now  incorporated  in  vast  num- 
bers of  British  aircraft  and  has  been  responsible  more 
than  anything  else  for  enabling  Britain's  biggest  ma- 
chines to  beat  off  fighter  attack. 

War's  Most  Successful  Bomber 

Here  then  is  one  example  of  original  unconventional 
thinking  brought  to  a  highly  successful  conclusion  in  war. 
It  is  matched,  so  far  as  the  structural  side  is  concerned, 


Fig.  1— The  Wellington  MKII 


THE  ENGINEERING  JOURNAL     January,  1942 


13 


W»^*^^^lSr^  "***i^^» 


Fig.  2 — The  Hurricane  II  armed  with  twelve  machine  guns. 

by  the  geodetic  construction  of  the  Vickers-Armstrong 
Wellington.  This  form  of  construction  has  frequently  been 
described  and  it  is  not  necessary  to  repeat  the  details.  In 
essentials  it  consists  of  a  basketwork  of  criss-crossing 
metal  members  which  themselves  give  the  aircraft  not 
only  its  strength  but  also  its  shape.  In  other  words,  the 
geodetic  construction  places  the  strength  of  the  machine 
where  it  is  needed  near  the  surfaces  of  the  aerodynamic 
shapes.  In  this  it  contrasts  with  more  conventional  con- 
struction wherein  the  strength  is  imparted  through  gir- 
ders and  struts  which  are  inside  the  wings  or  fuselage  and 
which  do  nothing  to  impart  to  them  their  aerodynamic 
shape. 

The  Wellington  has  a  right  claim  to  be  the  most  suc- 
cessful heavy  bombing  aircraft  of  the  whole  war.  It  has 
worked  in  many  theatres  and  under  difficult  conditions. 
It  has  been  employed  on  most  of  the  very  long  range  at- 
tacks that  the  Royal  Air  Force  has  made  and  it  has  invar- 
iably given  the  fullest  satisfaction.  Here  is  another  case 
of  unorthodoxy  proving  successful.  Constructionally  it  is 
probably  the  most  outstanding  case  of  all. 

Why  R.A.F.  Fighters  Have  the  Advantage 

In  armament  the  success  achieved  by  the  Royal  Air 
Force  fighters  must  be  attributed  more  to  the  unorthodox 
tactical  thinking  than  to  any  special  design  novelties.  It 
was  decided  some  time  before  the  war  that  British  fight- 
ers would  be  given  the  power  of  hitting  harder  than  any 
other  fighters  in  the  world.  The  consequence  was  that 
guns  were  packed  into  them  to  an  extent  never  before 
thought  possible.  One  other  point  is  worth  noting,  that 
these  guns  were  packed  in  such  a  way  as  to  enable  them 
to  be  used  without  any  synchronising  or  interruptor  gear. 
In  other  words,  they  were  so  disposed  as  to  be  clear  of 
the  disc  swept  by  the  airscrew  blades. 

The  Vickers-Armstrong  Spitfire  had  eight  guns  mount- 
ed in  its  wings  all  fixed  to  fire  forward  in  the  line  of 
flight  and  all  outside  the  disc  swept  by  the  airscrew.  Sim- 
ilarly, the  Hawker  Hurricane  had  eight  guns  mounted  in 


its  wings.  The  later  version  of  the  Hurricane  has  no  fewer 
than  twelve  machine  guns,  or  alternatively,  four  20-mil- 
limetre cannon. 

This  tremendously  heavy  armament  for  single  seat 
fighters  must  be  looked  upon  as  unorthodox.  It  was  not 
matched  by  anything  in  Germany  or  in  any  other  coun- 
try and  it  gave  Royal  Air  Force  fighter  pilots  a  notable 
and  lasting  advantage  over  the  enemy.  The  plan  has  been 
pushed  even  farther  in  the  Bristol  Beaufighter  which  car- 
ries four  20-millimetre  cannon,  and  six  machine-guns. 

Work  of  the  Lysanders 

When  we  turn  to  other  classes  of  aircraft  we  find  some 
notable  unorthodox  types,  chief  among  them  the  West- 
land  Lysander  army  co-operation  machine.  This  aero- 
plane has  had  a  long  lease  of  useful  life  and  has  earned 
extremely  high  opinions  from  the  pilots  who  have  flown 
it.  It  has  been  used  for  innumerable  different  tasks, 
though  most  of  them  not  of  the  kind  that  will  see  much 
publicity.  It  is  still  regarded  as  one  of  the  best  army  co- 
operation aircraft  in  service  to-day. 

Its  design  is  a  brilliant  piece  of  specialised  work.  For 
army  co-operation  purposes  an  aircraft  must  be  able  to 
take  off  from  and  land  in  a  comparatively  small  area.   Con- 


Fig.  3 — A  Lysander  in  flight.  The  rear  gunner  is  strafing 
a  convoy. 


Fig.  1 — The  Bell  Airacobra  in  flight. 

sequently  the  wing  loading  and  the  general  wing  arrange- 
ment of  the  Lysander  is  adapted  to  give  a  wide  speed 
range.  The  aeroplane  is  capable  of  slow  flying  under  full 
control  yet  it  has  a  reasonably  high  top  speed  to  enable 
it  to  meet  all  conditions  under  which  it  may  be  used. 
Partly  this  result  is  achieved  by  fitting  the  wings  with 
Handley  Page  slots.  These  devises,  by  controlling  the  air 
flow  over  the  wings,  enable  lift  to  be  generated  at  lower 
speeds  than  would  otherwise  be  possible. 

The  Lysander  is  also  a  masterpiece  of  internal  plan- 
ning. It  packs  into  its  fuselage  a  vast  quantity  of  equip- 
ment. High  wing  arrangement  has  the  obvious  purpose 
of  allowing  the  pilot  to  get  a  clear  view  downwards.  Ly- 
sanders have  been  used  for  an  enormous  variety  of  differ- 
ent tasks  including  message  dropping  and  picking  up  and 
the  dropping  of  containers  for  revictualling  troops. 

These  aircraft  are  instances  of  successful  departures 
from  orthodox  design.  They  have  played  a  vital  part  in 
Royal  Air  Force  operations  from  the  start  of  the  war  and 
they  show  that  although  the  scope  is  restricted  there  still 
is  scope  for  the  novelty  and  for  unconventional  feature. 
More  recently  the  Royal  Air  Force  has  taken  into  ser- 
vice the  United  States  single  seat  fighter  of  extremely  un- 
orthodox design,  the  Bell  Airacobra.  This  will  be  watched 
with  especial  interest,  for  many  people  believe  that  it  may 
point  the  way  for  useful  future  developments. 


14 


January,  1942     THE  ENGINEERING  JOURNAL 


CONSTRUCTION  OF  A  BYPASS  HIGHWAY  IN  ENGLAND 
BY  ROYAL  CANADIAN  ENGINEERS 

CAPT.  J.  P.  CARRIÈRE,  m.e.i.c. 
R.C.E.  Headquarters,  Canadian  Corps  Troops,  Canadian  Army,  Overseas.* 


General 

The  military  engineers'  operations,  outside  of  actual 
fighting,  often  lead  average  members  of  the  profession  to 
believe  that  they  consist  mostly  of  carrying  out  engineering 
works  of  a  pre-planned  and  standard  type,  and  that  all 
designs  are  empirical.  The  author  himself  confesses,  with- 
out shame,  that  he  was  of  this  opinion  before  being  initiat- 
ed into  this  branch  of  the  service. 

The  purpose  of  this  paper  is  twofold:  — 

(a)  To  offset  this  false  impression. 

(b)  To  bring  to  the  fore  certain  interesting  technical 
points  and  statistics  of  road  construction  practice  in  Eng- 
land. 

In  the  early  fall  of  1940,  the  General  Officer  Command- 
ing Canadian  Corps  made  plans  to  move  his  Army  wher- 
ever and  whenever  needed.  The  author  disclaims  any 
knowledge  of  such  plans,  beyond  the  fact  that  certain 
roads  had  to  be  improved  and  certain  by-passes  con- 
structed to  accommodate  the  immense  mechanical  trans- 
port of  this  modern  army. 

The  construction  of  one  of  these  by-passes  will  be  the 
subject  of  this  paper. 

In  the  case  under  consideration,  the  required  by-pass 
had  already  been  designed  and  planned  in  peace-time  but 
its  construction  had  been  forcibly  put  off  with  the  declara- 
tion of  war.  The  problem,  as  regards  location,  consisted  in 
building  a  road  on  the  right-of-way  of  this  proposed  by- 
pass, and  of  such  design  as  would  not  hinder  the  construc- 
tion of  the  complete  by-pass  in  the  future.  A  scheme  was 
finally  agreed  to  by  the  Ministry  of  Transport,  the  Coun- 
ty Council  and  the  Canadian  Corps  whereby  a  22-ft.  con- 
crete highway  would  be  built  on  the  exact  site  of  one  of 
the  planned  carriageways,  except  at  a  few  sections  where 
such  a  procedure  was  impracticable  and  where  a  tar-ma- 
cadam wearing  course  overlying  a  "  hard  core  "  founda- 
tion was  designed. 

Design 

(a)  general — The  by-pass  connects  two  main  high- 
wavs  ;  one  is  at  Elevation  265  and  the  other  at  Elevation 
135. 

The  by-pass  is  6,500  ft.  long  and  the  topography  of  the 
ground  between  the  two  above  mentioned  highways  con- 


22' 


8"      CONCRETE 
CARRIAGEWAY^ 


ziro 


PRE  -  CAST 
CONCRETE  CURBS- 


m^m^- 


ctaqii  I-7IKU-      rAiiDtr'  yr  /~*wtikji  irti  i  c      nriuc' 


STABILIZING      COURSE 


CONTINUOUS      BEAMS' 
IP' 


J± 


Fig.  2 — Cross-section  of  concrete  carriage  way. 

sists  of  a  valley,  with  a  temperamental  river  at  the  bot- 
tom and,  to  complete  the  modern  pastoral  scene,  a  main 
railroad  on  a  20-ft.  embankment  crossing  at  right  an- 
gles. 

(b)  grading — The  material  required  for  grading  con- 
sisted of  145,000  cu.  yds.  of  balanced  cut  and  fill.  The 
soil  to  be  excavated  in  the  first  1,800  ft.  consisted  of  a 
typical  English  clay  and  silt  of  a  singularly  sticky 
variety.  The  remainder  consisted  of  material  described  as 
Upper  Chalk  with  Flints  (first  named  by  W.  Whitaker  in 
1865).  The  chalk  is  apparently  fairly  pure  calcium  car- 
bonate composed  of  very  fine  granular  particles  held  to- 
gether by  a  weak  calcarious  cement  which  dissolves  easily 
during  rainy  weather.  This  makes  the  handling  of  the 
chalk  extremely  difficult  with  consequent  discomfort  to  all 
those  engaged  in  the  operation.  The  existence  of  flints  in 
the  material  adds  to  the  difficulties  of  handling  it.  These 
flints  when  struck  by  heavy  road  building  machinery  such 
as  was  used,  break  clean,  presenting  razor-like  edges.  The 
modern  road  building  machinery  employed  on  the  job  was 
naturally  fitted  with  rubber  tires  which  suffered  consid- 
erably due  to  contact  with  broken  flints. 

(c)  drainage — The  design  of  the  drainage  system  was 
a  simple  operation  on  paper.  Its  construction  was  quite 
another  thing.  One  portion  of  the  road  had  to  be  cut  39 
ft.  deep;  the  road  bed  in  that  cut  has  a  4  per  cent  grade; 
the  bottom  of  the  cut  is  124  ft.  wide  and  the  20-ft.  rail- 
road embankment  lies  at  the  lower  portion  of  the  grade. 
The  width  of  the  road  is  controlled  by  an  underpass  12  ft. 
wide  under  the  railroad.  The  drainage  system  was  design- 
ed so  that  all  surface  water  from  the  road  above  this  point, 


POSTS    6    DIA. 
AT    3'-*"    C/C. 


Fig.  1 — Longitudinal  elevation  of  road 


*In  civil  life  Mr.  Carrière  is  Senior  Assistant  Engineer  in  the  Mont- 
real District  office  of  the  Department  of  Public  Works  of  Canada. 


Fig.  3 — Cross-section  of  bridge. 


THE  ENGINEERING  JOURNAL     January,  1942 


15 


Fig.  4 — Winter  Flood. 

together  with  surface  water  from  part  of  the  surrounding 
countryside,  which  partially  drains  in  this  artificial  basin, 
could  be  collected  and  carried  in  sub-surface  conduits 
through  the  underpass  and  eventually  to  the  river.  The 
only  difficulty  was  that  this  work  had  to  be  carried  out 
during  the  rainy  season  and  consequently  the  site  was 
normally  in  a  very  wet  condition. 

(d)  consolidation  of  fill: — No  special  machinery  was 
supplied  for  consolidating  the  fills.  It  was  proposed  to 
place  the  soil  in  thin  layers  and  depend  on  the  continuous 
traffic  of  heavy  road-building  machinery  for  consolida- 
tion. This  proved  to  be  an  excellent  procedure  and  gave 
extremely  good  results. 

(e)  design  of  carriage-ways: — The  most  interesting 
structural  feature  of  the  road  is  the  foundation.  This  con- 
sists of  three  continuous  longitudinal  concrete  beams  14 
in.  wide  and  4  in.  deep  laid  at  11  ft.  centre  to  centre.  Cross- 
beams of  the  same  dimensions  are  built  at  every  80  ft. 
Where  the  grade  is  4  per  cent  or  more,  the  cross  beams  are 
supported  on  short  concrete  piles  2  ft.,  6  in.  long  and  14 
in.  by  14  in.  in  cross  section.  Between  this  maze  of  beams 
is  poured  what  is  locally  called  a  stabilizing  course — this 
consists  of  a  low  grade  concrete  continuous  slab  4  in. 
thick.  Over  this  stabilizing  course  lies  the  carriage-way 
proper  8  in.  thick;  the  carriage-way  slab  is  completely 
isolated  from  the  stabilizing  course  by  a  layer  of  special 
tar  paper  to  prevent  bond  between  the  two  courses.  Ex- 
pansion joints  in  the  top  slab  are  built  at  every  80  ft.,  ex- 
cept over  portions  of  the  fill  where  serious  settlement  is 
expected  and  where  expansion  joints  are  built  at  every 
20  ft. 

(f)  underpass  under  railway: — An  underpass  already 
existed  under  the  railway;  it  was  more  in  the  nature  of 
a  cattle-pass.  For  reasons  of  economy  and  to  ensure  that 
railway  traffic  would  not  be  interrupted,  it  was  decided 
to  improve  the  existing  underpass  rather  than  build  a  new 
one.  In  order  to  get  sufficient  headroom  it  was  necessary 
to  lower  the  existing  ground  line  and  this  necessitated  un- 
derpinning the  foundations  of  the  abutments.  These  abut- 
ments are  of  brick  and  have  been  in  position  for  over  50 
years,  resting  directly  on  a  clay  base,  and  no  settlement 
has  ever  been  recorded.  The  design  of  the  underpinning 
consisted  of  mass  concrete  blocks,  poured  in  section?.  7 
ft.  high  and  4  ft.  wide.  Bond  betwen  the  new  concrete 
foundation  and  the  existing  brick  piers  was  achieved 
through  the  use  of  sections  of  steel  rails  acting  as  dowels. 

(g)  bridge  over  river: — Borings  along  the  banks  of  the 
river  showed  that  a  layer  of  chalk  existed  at  a  maximum 
depth  of  12  ft.  below  bottom.  This  chalk  layer  was  over- 
lain with  horizons  of  clay  and  gravel  (locally  called  bal- 
last). The  location  of  the  bridge  to  be  built  for  military 
use  was  chosen  outside  the  location  of  the  eventual  per- 
manent bridge,  which  is  to  consist  of  a  single  concrete 


16 


arch.  The  gap  to  be  bridged  was  79  ft.  The  controlling 
loads  on  the  bridge  were  those  to  be  applied  during  con- 
struction and  due  mostly  to  the  moving  of  soil,  excavated 
from  one  side  of  the  river  and  transported  to  the  other 
side  for  fill.  The  maximum  dynamic  load  to  be  applied 
was  estimated  at  45  tons,  consisting  of  a  train  of  two  ve- 
hicles. Another  important  factor  affecting  the  design  was 
the  availability  of  bridging  materials.  The  material  event- 
ually employed  consisted  of  12-1  beams  24  by  7y2  in.  at 
90  lb.,  8  of  which  were  24  ft.  long  and  the  remaining  four, 
31  ft.  long;  this  allowed  the  construction  of  a  three-span 
bridge,  but  the  centre  span  had  to  be  limited  to  a  maxi- 
mum of  27  ft.  to  keep  the  steel  within  safe  working  stress- 
es. It  is  worth  noting  here  that  the  above  mentioned  steel 
beams  were  by  no  means  new  and  had  been  used  over  and 
over  again.  In  view  of  this  condition,  a  working  stress  of 
only  16,000  lb.  was  used  for  design  purposes. 

The  work  on  the  road  having  started  in  November,  it 
was  imperative  that  the  bridge  be  erected  without  delay 
in  order  to  keep  the  work  of  excavation  and  transporta- 
tion of  the  soil  moving.  This  factor  affected  the  choice  of 
foundations  as  the  river  under  consideration  is  10  ft. 
deep  at  the  bridge  site  and  it  has  the  unpleasant  habit  of 
rising  at  a  rate  sometimes  reaching  8  ft.  in  one  day, 
was  actually  experienced  during  construction.  All  those 
factors  led  to  the  choice  of  mass  concrete  abutments  at 
each  end  of  the  bridge  and  two  intermediate  timber  pile 
piers.  In  order  to  limit  the  centre  span  to  27  ft.,  double 
bent  pile  piers  were  designed,  bents  to  be  4  ft.  centre  to 
centre,  and  each  bent  to  consist  of  four  piles  12  by  12  in. 
in  cross-section.  The  superstructure  of  the  pile  bents  was 
designed  of  12  by  12  in.  timbers,  cap  sills  being  laid  par- 
allel to  the  length  of  the  bridge  and  the  bridge  seats  laid 
at  right  angles  to  the  cap  sills. 

The  unit  working  stresses  in  the  bridging  material  un- 
der working  loads  were  estimated  as  follows: — 

Piles — Max.  load  on  a  single  pile  7  tons. 

Cap  Sills — Max.  tensile  stress  973  lb.  per  sq.  in. 

Cap  Sills — Max.  shear  81  lb.  per  sq.  in. 

Bridge  seats — Max.  crushing  stress  163  lb.  per  sq.  in. 

R.S.J. s  (I  beam) — Max.  tensile  stress  15,110  per  sq.  in. 

Construction  : 

(a)  earth  work: — The  equipment  employed  for  cut 
and  fill  consisted  of  eight-60  hp.  tractors  equipped  with 
carryall  scrapers;  each  tractor  could  be  equipped  with 
angle-dozer  blades  when  required.  One  trailer  type  heavy 
rooter  was  also  used  to  loosen  up  the  chalk  before  ex- 
cavating it. 

The  job  was  started  in  early  November  1940  and  20,000 
cu.  yds.  of  soil  were  moved  by  December  31st, — an  aver- 
age rate  of  10,000  cu.  yds.,  per  month  with  an  average 
haul  of  approximately  2,500  ft.   From  the  1st  of  January 


Fig.  5 — Working  on  wet  fill. 

January,  1942     THE  ENGINEERING  JOURNAL 


Fig.  6 — Home-made  machine  for  testing  shearing  strength 
of  soil. 

to  the  end  of  March  1941,  21,000  cu.  yds.  were  moved, 
averaging  only  7,000  cu.  yds.  per  month  with  a  haul  aver- 
aging only  2,000  ft.  This  lower  rate  of  progress  was  due 
mostly  to  weather  conditions.  The  remainder  of  the  cut 
and  fill,  104,000  cu.  yds.,  was  completed  between  April 
1st  and  July  10th,  1941 — an  average  of  30,000  cu.  yds. 
a  month  with  an  average  haul  of  1,600  ft. 

In  all  the  above  mentioned  instances  an  average  of  six 
tractors  and  scrapers  were  being  employed.  These  trac- 
tors and  scrapers  are  of  American  design,  and  are  a  fairly 
common  sight  in  Canada;  their  efficiency  and  all  around 
usefulness  is  still  being  admired  by  all  who  have  seen 
them  at  work  on  this  job.  It  is  worth  mentioning  that  the 
sappers  who  operate  these  machines  in  Canadian  Corps 
are  the  best  that  Canada  can  produce. 

No  trouble  was  encountered  in  excavating  the  clay  and 
silt  in  dry  weather  nor  in  using  it  as  a  fill.  Unfortunately 
a  few  attempts  were  made  to  work  this  type  of  soil  during 
wet  weather  to  gain  time.  The  results  obtained  point  out 
very  definitely  the  inadvisability  of  this  procedure.  In 
each  case  the  machines  not  only  ruined  the  already  built- 
up  fill,  but  also  churned  up  the  undisturbed  soil  of  the 
cut  to  such  an  extent  that  it  took  days  for  the  soil  to  dry 
up  sufficiently  for  operations  to  be  resumed.  This  is  not 
an  original  observation,  but  only  an  addition  to  the  al- 
ready established  fact  that  it  is  economical  in  the  long 
run  not  to  disturb  wet  clay. 

The  chalk  cuts  and  fills  were  comparatively  easy  to  deal 
with.  The  flints  played  havoc  with  rubber  tires  at  times 
and  were  effective  in  wearing  down  scraper  blades  and 
tractor  treads  quickly.  However,  taking  everything  into 
consideration,  chalk  proved  no  match  for  the  equipment. 
During  periods  of  dry  weather,  a  heavy  rooter  was  used 
to  loosen  up  the  undisturbed  chalk  ahead  of  the  scrapers. 

All  material  used  for  fill  was  spread  in  layers  of  a  max- 
imum thickness  of  four  inches.  The  normal  traffic  of  trac- 


tors, heavy  lorries,  etc.,  was  depended  upon  for  consolida- 
tion. All  chalk  fill  was  consolidated  to  a  consistency  far 
beyond  what  was  expected,  and  no  settlement  is  likely 
to  occur.  Clay  and  silt  fills,  however,  presented  another 
picture,  especially  in  view  of  the  fact  that  they  were  dis- 
turbed while  in  a  wet  condition  and  that  climatic  condi- 
tions did  not  offer  proper  drying.  Notwithstanding  this 
condition,  the  road  had  to  be  pushed  through  over  the 
fills.  The  critical  sections  of  these  fills  were  the  slopes. 
The  ultimate  loading  and  the  position  of  the  loads  being 
known  it  was  decided  to  analyze  the  stability  of  the  slopes 
before  attempting  to  lay  the  carriage-way. 

In  view  of  the  lack  of  soil  testing  equipment,  most  tests 
were  carried  out  by  "rule  of  thumb"  methods;  but  the 
approximate  internal  shearing  strength  of  the  soil  at  vari- 
ous levels  had  to  be  estimated  quite  closely  to  give  any 
value  to  the  analysis.  For  that  purpose,  a  machine  was 
rigged  up,  consisting  of  one  cross  arm  fitted  with  hooks  to 
which  were  attached  two  spring  balances,  each  calibrated 
to  40  lb.  A  piece  of  sheet  iron  12  in.  wide  bent  to  a  radius 
of  3  in.  and  connected  to  each  spring  balance  completed 
the  machine.  Small  trenches  were  dug  at  various  levels 
along  the  worst  portions  of  the  fill,  deep  enough  to  reach 
a  part  of  the  fill  unaffected  by  exposure.  These  trenches 
were  so  shaped  as  to  allow  full  use  of  the  testing  machine 
and  "  bridges  '"  of  soil,  12  in.  long  and  of  various  cross- 
sectional  areas  at  each  end,  were  carefully  shaped  in  the 
undisturbed  soil.  The  piece  of  sheet  iron  was  then  placed 
so  as  to  bear  evenly  under  each  "  bridge  "  and  connect- 
ed to  the  spring  balances  hanging  from  the  cross  arm.  Up- 
ward forces  were  then  applied  at  each  end  of  the  cross 
arm,  as  evenly  as  possible,  until  the  specimen  or  "  bridge  " 
sheared  from  the  parent  mass,  and  the  magnitude  of  each 
force,  as  registered  on  the  balances,  was  recorded.  The 
sum  of  the  forces  was  considered  as  one  force  evenly  dis- 
tributed and  equal  to  the  ultimate  shearing  strength  of 
the  specimen,  plus  its  weight.  The  unit  weight  of  the  soil 
was  checked  in  place  by  weighing  known  volumes  of  it. 
The  unit  shearing  strength  of  the  soil  was  then  arrived 
by  weighing  the  specimens,  subtracting  this  value  from 
the  total  recorded  force,  and  dividing  the  remaining  value 
by  the  sum  of  the  shearing  areas,  at  each  end  of  the  speci- 
mens. The  following  values  were  obtained:— 

Average  weight:  115  lb.  per  cu.  ft. 

Shear  strengths:  Average  for  top  12  ft.  of  fill  384  lb.  per 
sq.  ft. 

From  12  ft.  to  13.5  ft.  below  top  of  fill:  156  lb.  per  sq. 
ft. 

From  13.5  to  14.5  ft,  below  top  of  fill;  74  lb.  per  sq.  ft. 

At  its  most  critical  point,  the  fill  under  consideration 
was  20  ft.  high.  Between  elevations  16  ft.,  and  14  ft.  be- 
low the  top,  a  two-ft.  layer  of  chalk  was  placed  during 
construction  as  an  attempt  to  overcome  part  of  the  dam- 


Fig.  7 — Diagram  of  fill  showing  study  of  stability. 


THE  ENGINEERING  JOURNAL     January,  1942 


17 


Fig.  8 — Preparing  to  launch  bridge 


ir<l< 


age  done  by  working  the  clay  in  wet  weather  and  to  give 
a  foothold  to  the  machinery.  This  layer  consolidated  and 
formed  a  very  stiff  horizon  of  material,  apparently  not 
easily  soluble  in  water  of  infiltration  and  which  acts  as 
an  artificial  water-table,  the  top  four  inches  of  this  layer 
remaining  very  wet  while  the  remainder  is  dry  and  solid. 
This  artificial  water-table  apparently  limits  the  downward 
movement  of  water  of  infiltration  and  causes  the  overlying 
mass  of  clay  to  retain  moisture  to  degrees  varying  in  inten- 
sity from  maximum  at  the  chalk  layer  to  minimum  at  the 
top  of  the  fill.  The  variation  in  shear  strength  of  the  clay 
at  the  various  levels  is  thus  plausibly  explainable  as  the 
magnitude  of  this  characteristic  of  cohesive  soils  is  pro- 
portional to  their  water  content. 

There  is  no  doubt  that  settlement  will  occur  in  this  fill; 
the  extent  of  settlement  will  vary  according  to  the  height 
of  the  fill,  and  the  magnitude  could  only  be  roughly  es- 
timated, due  to  lack  of  proper  testing  equipment.  Howev- 
er, for  the  purpose  of  record,  the  County  Council  engineers 
set  permanent  brass  plugs  in  the  concrete  slab  at  20  ft.  in- 
tervals in  the  highest  fills  to  record  the  settlement  over 
a  period  of  years. 

The  characteristics  and  dimensions  of  the  fill  which 
presented  the  worst  condition  and  appeared  to  have  the 
weakest  slopes,  were  used  to  make  an  analysis  of  stability 
of  slopes.  The  soil  composing  the  fill  being  plastic  and 
cohesive,  it  was  assumed  (1)  that  failure  of  the  slopes, 
should  such  occur,  would  take  place  along  a  cylindrical 
plane  of  rupture;  (2)  that  the  centre  of  this  cylindrical 
plane  would  be  located  on  the  vertical  projection  of  the 
toe  of  the  estimated  failure  plane;  (3)  that  the  wedge  or 
mass  of  fill  above  the  plane  of  rupture  would  act  as  a 
solid  body;  (4)  that  this  solid  body  would  tend  to  break 
away  from  the  parent  mass  in  a  circular  motion;  (5)  that 
this  tendency  to  motion  would  be  resisted  by  internal  co- 
hesion and  friction  within  the  soil  mass  along  the  plane  of 
rupture;  (6)  that  the  sum  of  the  values  of  cohesion  and 
friction  could  be  translated  as  internal  shear  strength; 
(7)  and  finally,  that  the  toe  of  the  plane  of  rupture  would 
not  be  lower  than  six  inches  below  the  top  of  the  chalk 
layer  described  above. 

The  problem  consisted  therefore  in  finding  the  radius 
of  a  cylindrical  plane  to  satisfy  the  following  conditions: — 

(a)  Maximum  shear  stress. 

(b)  Minimum  shear  resistance. 

By  the  method  of  trial  and  error,  conditions  were  final- 
ly satisfied  and  the  following  values  were  obtained: 

Shear  stress:  7,245  lb. 

Total  shear  strength  along  plane  of  rupture  based  on 
values  obtained  by  tests:  9,320  lb. 


The  factor  of  safety  of  this  slope  against  failure  is 
therefore  1.27  and  as  this  represents  the  worst  condition 
on  the  job,  all  fills  were  assumed  safe. 

An  attempt  was  made  to  estimate  the  rate  of  settlement, 

as  follows:  — 

Plugs  were  driven  into  the  fill  at  various  points  on 
which  levels  were  to  be  taken  at  regular  intervals.  Time 
being  the  essence  of  this  job,  the  road  had  to  be  pushed 
through  before  sufficient  data  had  been  assembled  to  de- 
termine the  rate  of  settlement.  The  intention  was  to  plot 
curves  of  settlement  against  time,  estimate  the  formula 
for  the  average  curve  thus  obtained,  and  then  develop 
the  curve  for  whatever  periods  of  time  were  required.  It 
remains  to  be  proved  whether  such  a  procedure  would 
have  been  accurate  enough  to  be  of  use.  However,  in  or- 
der to  offset  part  of  the  effect  of  settlement  on  the  con- 
crete carriage-ways,  it  was  decided  to  build  these  two  in- 
ches higher  than  planned,  at  the  highest  fills  in  clay;  as 
the  road  at  these  portions  has  a  grade  of  4  per  cent,  the 
drainage  and  other  functions  were  not  affected.  It  was 
also  decided  to  build  expansion  joints  at  every  20  ft.  in 
these  portions. 

(b)  bridge: — Pile  driving  equipment — There  were  only 
16  piles  to  be  driven,  each  being  24  ft.  long  and  requiring 
to  be  driven  to  a  penetration  of  10  to  12  ft.  To  do  this  job, 
a  timber  pile-driving  frame  (of  uncertain  age)  and  a  25 
cwt.  monkey,  were  provided.  In  order  to  drive  the  piles 
in  a  reasonably  short  time,  it  was  decided  to  operate  the 
pile-driving  hammer  by  mechanical  means.  The  power 
was  supplied  by  the  power  take-off  of  one  of  the  tractors, 
one  drum  being  used  to  lift  the  monkey  and  the  other  for 
pitching  piles.  By  providing  a  makeshift  weighted  trip- 
gear  at  the  monkey,  a  single  action,  automatic,  drop-ham- 
mer was  obtained. 

Each  pile  was  fitted  with  iron  shoes  and  bands  and  was 
held  in  place  during  the  driving  by  strong  falsework.  In 
most  cases,  there  was  a  tendency  for  the  piles  to  shift  out 
of  alignment  and  to  twist  about  their  vertical  axis;  this 


Fig.  9 — Side  elevation  of  bridge. 

latter  defect  would  have  been  most  objectionable  in  this 
case  and  extensive  precautions  had  to  be  taken  to  over- 
come it.  This  points  out  the  advisability  of  using  round 
timber  piles  for  this  type  of  work. 

All  piles  were  driven  to  their  full  penetration.  The  set 
per  blow  on  the  last  five  blows  averaged  ^  in.  with  an 
average  drop  of  7  ft."  This  resistance  to  penetration  ap- 
proximates quite  closely  the  maximum  bearing  capacity 
required. 

The  superstructure  was  erected  by  normal  methods  and 
presented  no  points  of  special  interest. 


18 


January,  1942     THE  ENGINEERING  JOURNAL 


The  girders  were  launched  by  the  derrick  and  preventer 
method,  using  the  pile-driving  frame  as  a  derrick  with  a 
tractor  as  the  power  plant  on  one  side  of  the  river,  and  a 
second  tractor  as  a  preventer  on  the  other.  This  proved 
a  most  efficient  and  quick  method. 

As  the  first  function  of  the  bridge  was  to  allow  the 
transportation  of  78,000  cu.  yds.  of  fill  across  the  river, 
and  bearing  in  mind  the  damaging  effect  of  tractor  treads 
on  concrete,  strong  timber  decking  was  laid  to  take  that 
traffic.  Upon  completion  of  the  fill,  this  timber  decking 
was  removed  and  a  reinforced  concrete  slab  was  then  built 
for  permanent  decking. 

It  is  interesting  to  note  that  the  bridge  was  submitted 
to  greater  loading  and  vibration  before  completing  the 
decking  than  it  will  have  to  withstand  under  normal  con- 
ditions and  it  is  therefore  reasonable  to  assume  that  no 
settlement  or  disturbance  in  the  structure  is  likely  to  oc- 
cur. 

(c)  underpass: — The  underpinning  of  the  abutments 
of  the  underpass  did  not  present  any  difficulty  and  was 
carried  out  in  a  normal  manner.  The  railway  traffic  was 
not  affected  by  the  work  and  the  regular  half  hour  train 
schedule  was  carried  out  by  the  railway  authorities  all 
through  the  operation. 

(d)  drainage: — The  construction  of  the  drainage  sys- 
tem did  not  present  any  engineering  difficulty,  although  it 
did  involve  many  physical  discomforts  during  the  rainy 
season.  Various  makeshift  implements  were  tried  in  at- 
tempts to  increase  the  rate  of  progress  of  ditching,  two  of 
which  are  worthy  of  mention: — 

The  first  consisted  simply  of  a  Fresno  scraper  rigged  up 
fore  and  aft  with  steel  wire  ropes  leading  through  blocks 
lashed  to  timber  posts  set  solidly  at  each  end  of  the  pro- 
posed trench  to  the  front  and  rear  of  a  three-ton  dump 
truck.  Advancing  and  retiring  the  truck  along  a  given  line 
of  travel  actuated  the  scraper  along  the  line  of  the  trench 
causing  it  to  dig,  transport  and  dump  soil,  thereby  reduc- 
ing manual  labour  to  a  minimum. 

One  trench  had  to  be  excavated  four  to  five  ft.  deep  in 
the  chalk  along  a  distance  of  over  3,000  ft.  A  i/2  cu-  yd. 
self-propelled  bucket  excavator  was  used  for  this  purpose. 
It  was  placed  so  as  to  straddle  the  trench,  heavy  timbers 
being  placed  under  and  at  right  angles  to  the  tracks,  in 
order  to  guard  against  the  possibility  of  failure  of  the  sides 
of  the  trench,  A  heavy  rooter  was  used  to  loosen  up  the 
undisturbed  chalk  ahead  of  the  excavator.  As  the  excavat- 
ed soil  was  being  dumped  along  the  sides  of  the  trench, 
for  back-filling,  this  method  was  found  most  satisfactory. 

All  pipes  laid  were  of  concrete  and  were  surrounded 
with  from  four  to  six  inches  of  concrete. 

Some  inspection  chambers  and  catch  basins  consisted 
of  precast  concrete  shapes  which,  once  in  place,  functioned 
as  the  inner  forms.  They  had  to  be  surrounded  with  con- 
crete so  as  to  withstand  the  pressures  of  the  soil  deposited 
around  them.  Inspection  chambers  were  also  built  of  brick 
and  were  also  surrounded  with  concrete. 

(e)  carriage-ways: 
1.  Concrete: 

The  three  main  operations  in  the  pouring  of  the  concrete 
carriage-ways  consisted  of: — 

1.  Pouring  longitudinal  and  cross-beams,  including  stub 
piles. 

2.  Pouring  stabilizing  course. 

3.  Pouring  carriage-ways  proper. 

These  three  operations  were  carried  out  by  two  groups. 
The  leading  group  poured  the  beams  and  laid  the  forms 
on  the  beams  for  the  carriage-way,  and  the  second  group 
poured  the  stabilizing  course  and  the  carriage-way. 

The  first  operation  was  the  longest,  requiring  the  plac- 


Fig.  10 — Building  the  drainage  system. 

ing  of  forms  for  the  beams,  excavating  and  pouring  con- 
crete for  stub  piles,  removing  forms  after  two  days  setting 
period  and  placing  and  securing  forms  on  the  finished  lon- 
gitudinal beams;  all  this  work  had  to  be  carried  out  by 
hand. 

For  the  second  and  third  operations,  a  mechanical  con- 
crete distributor  and  two  vibrators  were  utilized,  reducing 
manual  labour  to  a  minimum  and  making  possible  a  fast 
rate  of  progress.  One  vibrator  had  a  vibrating  beam  10  ft. 
long,  the  other  vibrator  being  equipped  with  an  11  ft.  vi- 
brating beam.  This  necessitated  quite  a  bit  of  hand  finish- 
ing but  did  not  delay  operations.  This  special  equipment 
was  supplied  by  the  County  Council. 

The  concrete  was  mixed  at  a  central  mixing  plant  of  a 
capacity  of  two  cu.  yds.  per  batch.  The  water-cement  ra- 
tio, the  proportions,  grading,  volume  and  moisture  con- 
tent of  the  aggregates  were  under  constant  supervision. 

For  the  carriage-way,  and  beams,  the  water-cement  ra- 
tio was  kept  at  between  .44  and  .50  and  the  mix  aver- 
aged:— 

Cement    1  part 

Sand   2V2  parts 

Stone  (%"  max.)   5  parts 

(measured  by  weight  of  dry  aggregates). 

For  the  stabilizing  course,  water-cement  ratio  remain- 
ing as  above,  the  mix  averaged:  — 

Cement    1  part 

Sand    2tx/%  parts 

Stone    7  parts 


Fig.  11 — Inspection — showing  also  drainage  conduit. 


THE  ENGINEERING  JOURNAL     January,  1942 


19 


^CONTINUOUS      CONCRETE       BEAMS 

BRICK-HARDCORE        FOUNDATION' 

Fig.  12 — Cross-section  of  tar-macadam  carriage-way. 

Only  graded  aggregates  were  employed. 

The  mixtures  resulting  from  the  above  had  no  slump. 

The  average  rates  of  progress  were  as  follows: — 

1.  Beams  and  stub  piles,  200  lin.  ft.  per  day. 

2.  Stabilizing  course,  480  lin.  ft.  per  day  (10  ft.  wide). 

3.  Carriage-way — 320  lin.  ft.  (11  ft.  wide)  per  day. 

Note  that  5  days  of  operation  No.  1  (1,000  lin.  ft.) 
equals  2  days  of  operation  No.  2  plus  3  days  of  operation 
No.  3. 

The  average  compressive  strengths  of  concrete  were  as 
follows: — 

Stabilizing  course — 500  to  700  lb.  per  sq.  in. 
Carriage-ways — 4,000  lb.  per  sq.  in. 

2.  Tar-Macadam: 

As  mentioned  previously,  some  portions  of  the  road 
which  are  not  of  a  permanent  nature  were  built  of  tar- 
macadam  overlying  a  hardcore  base.  In  order  to  provide 
good  shoulders  against  which  to  rest  the  road  metal  and 
to  provide  a  base  for  curbs,  concrete  beams  14  in.  wide  and 
9  in.  deep  were  built  along  each  side  of  the  carriage-way. 

Hardcore  was  then  placed  between  these  beams  to  a 
depth  of  6  in.  and  rolled  with  a  seven-ton  road  roller  to 
provide  a  good  base. 

It  is  interesting  to  note  that  all  the  hardcore  employed 
consisted  of  brick,  concrete,  and  cut  stone  originating  from 
the  "  ruins  of  London  "  and  it  might  be  stated  here,  with- 
out idle  fancy,  that  many  a  relic  lies  buried  under  the  tar- 
macadam. 

The  tar-macadam  was  laid  in  two  courses;  the  base 
course,  three  in.  thick  was  made  with  graded  aggregates, 
mostly  limestone  slag,  of  a  maximum  size  of  two  in.,  while 
the  wearing  coat  %  in.  thick  is  made  with  graded  aggreg- 
ates up  to  %  in. 

The  tar-macadam  was  mixed  by  the  County  Council 
at  their  plant  and  a  few  experts  were  also  supplied  by  the 
County  Council  to  finish  the  tar-macadam  according  to 
specifications. 

3.  Curbs: — All  curbs  were  pre-cast  in  sections  30  in  long. 
Along  the  concrete  carriage-ways  they  were  set  upright 
on  the  projection  of  the  concrete  beams,  while  along  the 
tar-macadam  carriage-ways  they  were  laid  fiat  on  top  of 
the  beams  built  for  that  purpose.  In  all  cases,  curbs  were 
grouted  in  with  a  sand-cement  grout. 

4.  Farm  Entrances: — Accesses  to  a  few  farms  along  the 


Fig.  13 — Junction  with  existing  road. 

road  had  to  be  provided.  The  surfacing  of  these  farm  en- 
trances consists  of  what  is  called  locally  "  hogging  "  laid 
over  a  hardcore  base.  Hogging  is  a  type  of  soil  stabiliza- 
tion consisting  of  mixing  clay,  chalk  and  gravel  in  the 
right  proportions  and  with  the  right  amount  of  water  to 
reach  optimum  moisture.  This  mixture  is  spread  over  a 
prepared  base  and  smooth  rolled.  When  completed,  it  pre- 
sents a  hard  surface  not  unlike  the  better  type  of  Cana- 
dian consolidated  gravel  roads. 

Official  Opening  of  Road 

The  road  was  officially  opened  on  August  28th,  1941, 
by  the  Rt.  Hon.  William  Lyon  Mackenzie  King,  Prime 
Minister  of  Canada.  He  named  it  "  Young  Street  "  to 
commemorate  the  name  of  the  Officer  Commanding  the 
company  of  Royal  Canadian  Engineers  who  built  it,  and 
then,  (in  a  blinding  rain) ,  addressed  the  officers  and  men 
of  the  company.  In  his  address,  Mr.  Mackenzie  King 
brought  out  an  interesting  point,  to  wit:  "War  does  not 
consist  only  of  destruction  but  also  of  construction,  often 
of  a  permanent  nature  and  of  general  benefit  to  the  ad- 
vancement of  civilization." 

Acknowledgments 

This  paper  would  be  incomplete  without  the  following 
acknowledgments  ; 

To  (censored) Chief  Engineer 

Canadian  Corps  for  permitting  its  publication,  to  (censor- 
ed)   C.R.E.  Canadian  Corps 

Troops  Engineers  for  posting  the  writer  to  the  company 
of  engineers  employed  on  this  construction,  to  Major  E. 
J.  Young,  M.C.,  Officer  Commanding  the  company  of  en- 
gineers to  whom  the  task  was  allotted  and  to  whom  credit 
is  due  for  the  efficiency  of  the  company,  for  allowing  the 
writer  free  access  to  all  records  of  the  work  and  for  sup- 
plying some  of  the  photographs,  and  finally  to  the  officers 
and  men  of  the  company  for  the  efficient  and  exemplary 
way  in  which  they  carried  out  the  work,  and  for  the  ac- 
curate records  which  they  kept. 


20 


January,  1942     THE  ENGINEERING  JOURNAL 


THE  220,000 -VOLT  SYSTEM  OF  THE  HYDRO -ELECTRIC 
POWER  COMMISSION  OF  ONTARIO 

A.  H.  FRAMPTON  and  E.  M.  WOOD,  m.e.i.c. 
Respectively  Assistant  Electrical  Engineer  and  Planning  Engineer,  The  Hydro-Electric  Power  Commission  of  Ontario,  Toronto,  Ont. 

Paper  presented  originally  at  the  Summer  Convention  of  the  American  Institute  of  Electrical  Engineers  at  Toronto,  Ont., 

June  1941,  and  delivered  again  before  the  Hamilton  Branch  of  The  Engineering  Institute  of  Canada,  on 

October  2nd,  1941,  and  before  the  Peterborough  Branch,  on  November  6th,  1941. 


Introduction 

At  the  Summer  Convention  of  the  American  Institute 
of  Electrical  Engineers  in  1930,  Mr.  E.  T.  J.  Brandon 
presented  a  paper  under  this  same  title1,  describing  the 
design  of  the  initial  components  of  this  system,  which 
had  then  been  in  operation  approximately  one  and  one- 
half  years.  At  that  time,  one  and  one-half  circuits,  hav- 
ing a  combined  length  of  350  miles,  were  in  service, 
transmitting  approximately  110,000  k.w.  to  a  receiving 
terminal  station  in  the  Toronto  area  of  180,000  kva.  cap- 
acity. At  the  present  time,  the  Commission  is  operating 
a  total  of  1,000  miles  of  single-circuit  220,000-volt  con- 
struction, with  one  receiving  terminal  of  420,000  kva. 
rated  capacity  and  is  placing  into  service  immediately 
45  miles  of  double-circuit  construction  and  a  second  re- 
ceiving terminal  of  150,000  kva.  capacity. 

This  paper  presents  a  brief  history  of  the  development 
of  the  system  and  places  on  record  the  experience  gained 
in  8,400  circuit-mile-years  of  operation  of  the  transmis- 
sion circuits.  Data  are  presented  regarding  lightning  out- 
ages and  the  behaviour  of  the  circuits  under  sleet  and 
conductor  vibration. 

These  data  are  then  used  to  indicate  the  reasons  for 
certain  revisions  made  in  the  design  of  new  single-cir- 
cuit construction  carried  out  during  1940-41,  and  to  in- 
dicate the  factors  that  influenced  the  design  of  a  new  45- 
mile  double-circuit  extension.  The  paper  concludes  with 
a  discussion  of  the  relay  protection  system  and  the  im- 
provements now  being  incorporated  therein. 

General  System  Arrangement 

The  220,000-volt  system  under  discussion  forms  part 
of  the  Commission's  25-cycle  Niagara  System,  Figure  1, 
which  supplies  a  highly  developed  area  of  some  12,000  sq. 
mi.  in  the  peninsula  formed  by  Lakes  Huron,  Erie  and 
Ontario.  This  system  distributes  power  over  approxim- 
ately 1,350  mi.  of  110,000-volt  lines.  The  total  primary 
load,  which  equalled  710,000  kw.  in  December  1929, 
reached  nearly  1,125,000  kw.  in  December  1940. 

This  220-kv.  system  has  been  the  channel  over  which 


all  growth  of  load  in  the  Niagara  System  has  been  sup- 
plied since  1928,  from  generating  sources  largely  in  the 
neighbouring  province  of  Quebec.  An  initial  60,000  kw. 
was  transmitted  over  the  first  circuit  in  October  1928, 
increasing  to  515,000  kw.  transmitted  over  three  such 
circuits  in  December  1940. 

Until  this  summer,  this  supply  has  been  delivered  at 
the  Leaside  receiving  terminal,  adjacent  to  the  city  of 
Toronto,  which  it  will  be  noted  lies  at  the  easterly  ex- 
tremity of  the  main  110,000-volt  system.  This  fact  has 
in  itself  created  problems  of  distribution,  the  solution  of 
which  will  be  materially  aided  by  the  placing  in  service 
of  the  new  terminal  shown  at  Burlington. 

Development  of  220,000-Volt  System 
The  220,000-volt  system  was  initially  conceived  as  a 
two-circuit  system,  with  a  mid-point  interswitching  sta- 
tion, transmitting  some  200,000  kw.  purchased  under  con- 
tract from  the  Gatineau  Power  Company,  from  that  Com- 
pany's Paugan  development  some  230  miles  east  of  To- 
ronto. Later  contractual  undertakings  and  the  construc- 
tion of  the  Chats  Falls  development  on  the  Ottawa  Riv- 
er, brought  the  total  capacity,  available  from  eastern 
sources  to  approximately  615,000  kw. 

The  third  220-kv.  circuit  was  constructed  in  1931, 
when  the  Chats  Falls  development  was  first  brought  into 
service.  The  connection  shown  from  Beauharnois  to  Mac- 
Laren  to  Chats  Falls  was  built  during  the  depression  years, 
to  deliver  the  power  which  became  available  from  the 
former  sources  to  Chats  Falls  for  transmission  over  the 
three-circuit  system.  This  was  an  expedient,  adopted  as 
the  most  economical  means  of  effecting  this  delivery,  fol- 
lowing an  analysis  of  the  transmission  capacity  of  these 
three  circuits  in  the  light  of  the  then  existing  knowledge 
of  stability  problems.  This  analysis  indicated  that,  even 
without  a  mid-point  interswitching  station,  the  depend- 
able capacity  of  these  circuits,  given  proper  fault  clear- 
ance times,  could  be  increased  from  an  earlier  rating  of 
330,000  kw.  to  approximately  450,000  kw. 

The  terminal  capacity  at  Leaside  has  been  increased 
progressively,  by  the  addition  of  four  45,000-kva.  banks, 


Fig.  1 — The  Niagara  System  of  the  Hydro-Electric  Power  Commission  of  Ontario,  showing  major  generating  and 

transformer  stations  and  220-kv.  and  110-kv.  lines. 


THE  ENGINEERING  JOURNAL     January,  1942 


21 


duplicate  of  the  two  banks  originally  installed,  and  two 
75.000-kva.  banks,  making  a  total  installed  rating  of  420,- 
000  kva. 

Until  the  outbreak  of  hostilities  in  September  1939, 
it  was  planned  that  this  system  would  need  to  be  extend- 
ed for  service  in  the  fall  of  1942.  The  outbreak  of  hostil- 
ities, however,  brought  the  expectation  of  rapidly  accel- 
erated power  demands  and  the  construction  of  a  fourth 
circuit  from  the  Beauharnois  development  of  the  Beau- 
harnois  Light,  Heat  and  Power  Company,  in  the  Quebec 
section  of  the  St.  Lawrence  River,  was  immediately  un- 
dertaken. The  selection  of  a  westerly  terminus  for  that 
line  presented  a  problem  upon  which  considerable  time 
and  study  has  been  expended. 

The  Leaside  terminal,  being  located  in  the  metropoli- 
tan area  of  the  city  of  Toronto,  in  which  approximately 
40  per  cent  of  the  total  primary  demand  of  the  Niagara 
System  occurs,  provided  a  convenient  point  of  distribu- 
tion for  the  power  delivered  during  the  building-up  years. 
In  later  years,  however,  Leaside  has  been  expanded  be- 
yond the  capacity  originally  contemplated,  so  as  to  make 
the  most  efficient  use  of  the  transmission  system,  thereby 
creating  an  increasing  distribution  problem. 

Furthermore,  as  is  obviously  desirable,  the  power  trans- 
mitted over  this  system  was  purchased  under  contracts 
which  require  high  load-factor  deliveries,  much  higher, 
in  fact,  than  the  load  factor  of  the  demands  within  the 
immediate  vicinity  of  the  receiving  terminal. 

For  these  reasons  it  has  been  necessary  to  distribute 
from  Leaside,  to  gradually  increasing  distances,  power 
and  energy  delivered  in  excess  of  the  Toronto  area  de- 
mands. This  distribution  distance  increases  and  decreases 
daily,  with  the  variations  of  local  demand,  and  is  consid- 
erably greater  in  the  summer  than  in  the  winter.  During 
recent  summer  months  power  generated  250  miles  east 
of  Toronto  has  actually  been  delivered  to  the  immediate 
vicinity  of  Niagara  Falls. 

It  had  been  planned  that  the  second  220-kv.  terminal 
would  also  be  in  the  Toronto  area,  but  on  its  westerly 
outskirts.  Further  study,  in  the  light  of  the  increased  cap- 
acity of  Leaside,  has  resulted  in  the  new  terminal  being 
located  at  Burlington,  some  thirty  miles  west  of  Toronto. 
At  that  point  the  new  station  is  adjacent  to  the  rapidly 
expanding  load  area  of  the  city  of  Hamilton  and  also  is 
situated  where  a  number  of  existing  110-kv.  circuits  in- 
tersect. 

This  new  terminal  is  supplied  by  diverting  to  it  the 
shortest  of  the  existing  220-kv.  circuits,  namely,  one  orig- 
inating at  the  Chats  Falls  development,  thus  holding  the 


220Kv 


■•O-f-ir 


y\A   -j-      V;.-'-:    y      tyl    T 


t-t-tt 


P-u 


-CH-D-r-0-JL-0- 


JL     X 


IIOKv 


Fig.  2 — Burlington  220-kv.  receiving  terminal.  Proposed  ul- 
timate diagram  for  six-220-kv.  circuits  and  six-75,000-kva. 
transformer  hanks.   Initial    (1941)    installation   in    heavy   lines. 


«  W 

Fig.  3 — (a)  Outline  of  original  single-circuit  220-kv.  tower 

showing  major  dimensions  and  shielding  angles. 

(b)  Corresponding  outline  of  revised  1940  tower. 

longer  Beauharnois  circuit  to  its  minimum  length  by  ter- 
minating it  at  Leaside.  In  addition,  a  220-kv.  tie-circuit 
between  Burlington  and  Leaside  is  provided,  intercon- 
necting the  220-kv.  lines  so  that  they  operate  as  a  four- 
circuit  system.  These  two  circuits  are  carried  around  the 
metropolitan  area  of  Toronto  and  to  Burlington  on  dou- 
ble-circuit structures,  the  first  of  such  construction  adopt- 
ed by  the  Commission. 

The  Burlington  transformer  station  is  being  construct- 
ed on  a  sixty-acre  site,  designed  to  accommodate  ulti- 
mately six  banks  of  three-25,000-kva.,  single-phase,  220/ 
110/13.2-kv.,  forced-air-cooled  transformers.  Two  banks 
totalling  150,000  kva.  are  being  installed  initially.  A  sche- 
matic diagram  of  the  proposed  ultimate  station  is  shown 
in  Fig.  2,  on  which  the  initial  installation  is  indicated  in 
heavy  full  lines.  The  addition  of  a  third  bank  at  this  sta- 
tion will  complete  the  existing  phase  of  development, 
providing  for  the  delivery  of  some  675,000  kw.  over  the 
four  220-kv.  circuits.  Beyond  that  point  further  delivery 
at  Burlington  will  depend  upon  the  development  of  new 
power  resources,  as  for  example,  upon  the  Ottawa  or  St. 
Lawrence  Rivers. 

Summary  of  Operating  Experience 

The  first  of  these  220-kv.  circuits  was  placed  in  ser- 
vice on  October  1st,  1928,  since  when  a  total  of  560  cir- 
cuit-miles has  been  added,  making  a  total  of  790  circuit- 
miles  in  service  as  of  March  31st,  1941.  Of  this  mileage 
some  85  circuit-miles  are  not  actually  operated  by  the 
Commission,  being  located  in  the  province  of  Quebec,  but 
are  included  in  the  following  record.  The  whole  of  this 
construction  in  general  conforms  to  the  designs  described 
in  the  earlier  paper,  the  standard  suspension  tower  being 
shown  in  Fig.  3  (a). 

In  approximately  thirteen  years,  8,400  circuit-miles- 
years  of  operating  experience  has  been  secured  and  a  to- 
tal of  111  faults  due  to  all  causes  have  been  experienced. 
Of  these,  four  were  occasioned  by  various  construction 
hazards  in  the  early  years  and  eight  were  due  to  miscel- 
laneous causes,  chiefly  external  interference.  Each  of  these 
faults  involved  only  one  wire  and  ground  and,  except  in 
the  period  when  only  one  circuit  was  in  service,  created 
no  serious  disturbance.  It  is  of  interest  to  discuss  the 
salient  features  arising  out  of  the  remainder  of  this  ex- 
tensive operating  record. 

(a)  Lightning 

Of  the  remaining  99  faults  experienced  in  this  period, 
97  are  attributed  to  lightning,  equal  to  an  average  of  1.15 
lightning  outages  per  100-circuit-miles  per  year,  in  a  ter- 
ritory in  which  the  thunderstorm   frequency   is  between 


22 


January,  1942    THE  ENGINEERING  JOURNAL 


thirty-five  and  forty  storms  per  year.  The  classification 
of  these  lightning  faults  as  to  single-wire-to-ground,  two-, 
wire-to-ground  and  three-wire  and  as  to  those  involving 
one,  two  or  three  circuits  is  given  in  Table  I.  The  fre- 
quency of  occurrence  of  such  faults  has  varied  tremen- 
dously; for  example,  three  outages  have  been  experienced 
within  ten  minutes;  on  another  occasion,  four  within  an 
hour  and  again  five  in  one  day  and  yet  one  period  of 
eighteen  months  passed  without  a  single  outage. 

TABLE  I 

Lightning  Outage  Record 

Classified  according  to  the  type  of  fault. 

Involving  one  wire  and  ground 56  —  59% 

Involving  two  wires  and  ground 25  —  26% 

Involving  three  wires 14  —  15% 

Total  95  —100% 

Involving  one  circuit  only 95  —  98% 

Involving  two  circuits  simultaneously..       1  —     1% 
Involving  three  circuits  simultaneously       1  —     1% 


Total  outages  due  to  lightning. 


97  _100% 


These  averaged  data  do  not  give  a  complete  picture 
of  the  performance  of  these  circuits.  The  three  Chats 
Falls-Leaside  circuits  are  constructed  over  terrain  varying 
from  rich  farm  land  to  rocky  undeveloped  bush  country. 
The  latter  section,  which  extends  almost  continuously  for 
a  distance  of  about  90  miles,  is  characterized  by  surface 
rock  formations  with  pockets  of  muskeg  in  the  rock  de- 
pressions. Towers  are  frequently  erected  on  the  rock  out- 
crops. Low  footing  resistances  are,  therefore,  difficult  to 
obtain.  In  Fig.  4  an  approximate  footing-resistance  pro- 
file for  the  Chats  Falls-Leaside  section  is  given,  as  com- 
pared to  the  known  location  of  70  of  a  total  of  89  outages 
in  this  section  attributed  to  lightning.  It  will  be  seen  that 
some  90  per  cent  of  the  located  lightning  outages  occurred 
in  the  section  of  high  footing  resistance. 

In  Table  II  is  presented  an  attempt  to  co-relate  the 
lightning  outage  record  with  footing  resistance.  The  data 
are  presented  first  for  the  70  located  faults  in  the  Chats 
Falls-Leaside  section  and  then  for  all  97  faults,  based 
on  locations  for  those  not  traced,  as  estimated  from  re- 
lay target  and  oscillograph  records.  It  will  be  observed 
that,  in  the  territory  where  footing  resistances  are  con- 
sidered to  be  below  25  ohms,  the  actual  outage  record 
approximates  0.2  outages  per  100-circuit-miles  per  year. 

Reference  to  Fig.  3  (a)  shows  that  the  tower  design 
in  these  lines  provides  a  shielding  angle  of  42  degrees  and 
a  ratio  of  "  height  of  ground  wire  above  power  conductor 
to  total  height  of  ground  wire  "  of  0.182.  The  experi- 
mental results  of  Wagner,  McCann  and  MacLane2  and 
the  data  presented  by  Waldorf1  would  indicate  that  good 
lightning  performance  could  be  expected  and  the  record 


200 

i 

LEASiDl 


ISO        160        140        120        IOC         40         60  40 

Distance      From     Chats   Falls- Miles 


20         0 

i 

Chats  Falls 


•   Represents     One    Lightning     Fault      In  The    Respective 

Four     Mile    Section    (ï>  Towers   Peu  Circuit     Peu   Mile) 

Tower    Footing    Resistance     Figures    Are    Average   Values 

Fob.   The    60    Towtes   In    Each    Foua   Mile.     Section. 

Fig.  4 — Approximate  footing  resistance  profile  of  three-220-kv. 

circuits,  Chats  Falls  to  Leaside,  showing  grouping  of  70 

located  lightning  outages. 


proves  that,  given  low-footing  resistances,  such  has  been 
the  case. 

Some  crowfoot  counterpoise  work  was  done  in  the  rock 
section  along  these  three  circuits  during  1934-35.  Short 
sections  of  highest  footing  resistance  were  so  treated,  with 
some  success  in  lowering  the  measured  values,  but  pre- 
sumably the  distances  the  crowfoot  wires  were  carried 
to  reach  good  grounds  were  too  great  to  secure  any  con- 
siderable benefit. 

TABLE  II 

Lightning  Outage  Record 

Classified  according  to  tower  footing  resistance. 

(a)  For  70  located  faults  on  the  Leaside-Chats  Falls 
Circuits. 


Average  Tower            Number  of 
Footing  Resist-               Outages 
an  ce— Ohms 

Circuit-mile- 
Years  of 
Operation 

Outages  per 
100  Circuit - 
mile-years 

Under  25                3 

2,150 

0.14 

25-50                   6 

1,950 

0.31 

50-200                16 

2,000 

0.8 

Above  200             45 

1,100 

4.1 

70 

7,200 

0.97 

(b)  For  all  outages  due  to  lightning. 

Average  Tower            Number  of 
Footing  Resist-               Outages 
ance — Ohms 

Circuit-mile- 

Years  of 

Operation 

Outages  per 
100  Circuit- 
mile -years 

Under  25                 5 

2,600 

0.19 

25-50                    9 

2,200 

0.41 

50-200                27 

2,500 

1.08 

Over  200               56 

1,100 

5.1 

97 


8,400 


1.15 


(b)  Mechanical — Sleet  and  Wind 

In  the  southern  part  of  the  province  of  Ontario  sleet 
storms  of  varying  intensity  may  be  anticipated  both  in 
the  early  and  late  winter  seasons.  December  and  March 
are  the  two  worst  months,  though  infrequently  sleet  may 
occur  in  any  month  from  November  to  April.  Storms 
have  been  experienced  which  have  disrupted  communica- 
tion circuits  and  taken  down  wood  pole  construction.  The 
phenomenon  of  "  galloping  conductors  "  has  been  observ- 
ed, at  frequent  intervals,  on  various  sizes  and  spans  of 
conductors  up  to  605,000  cm.,  A.C.S.R.  at  a  span  of  880 
ft  Consideration  must  therefore  be  given  to  sleet  condi- 
tions for  all  lines  designed  or  constructed  in  this  ter- 
ritory. 

Two  outages  in  the  period  under  review  are  attributed 
directly  to  sleet,  and  these,  incidentally,  occurred  within 
a  few  minutes  of  one  another.  Heavy  sleet  had  formed 
on  both  power  conductors  and  ground  cables  on  certain 
hill  tops,  but  only  lightly  on  an  intervening  long  valley 
span.  As  a  result,  the  power  conductors  in  the  long  span 
were  pulled  up  by  the  unbalanced  loading  on  the  two 
sides  of  the  adjacent  suspension  insulation,  so  that  the 
ground  cables,  sagged  to  their  normal  loaded  positions, 
appeared  below  the  plane  of  the  power  conductors  at 
mid-span.  Two  flashovers  occurred,  the  second  of  which 
burned  down  a  ground  cable,  resulting,  on  account  of  in- 
accessibility, in  27-circuit-hours  of  outage.  In  two  other 
similar  cases,  a  condition  of  unbalanced  sleet  loading  was 
set-up,  greatly  increasing  the  sag  of  the  ground  cables 
without  compensating  sag  of  the  power  conductors,  re- 
sulting in  inadequate  clearances.  Fortunately,  in  these 
cases,  the  conductors  were  not  disturbed  by  wind. 

(c)  Mechanical — Vibration 

At  the  time  of  the  construction  of  the  first  of  these  cir- 
cuits (1927-28),  the  then  relatively  recent  adoption  ot 
much  longer  spans  and  higher  conductor  tensions  had 
brought  the  problem  of  conductor  vibration  strongly  to 


THE  ENGINEERING  JOURNAL     January,  1942 


23 


Fig.  5 — la)  Conductor  reinforcement  on  first  (1927-28) 

construction. 

(b)  Torsional-type  vibration  absorber  provided  on  one-half 

1940-41  single-circuit  construction;  Stockbridge  damper 

provided  on  remainder  of  such  construction. 
(c)  Ground  cable  festoon  used  on  1940-41  construction. 

the  attention  of  transmission  engineers.  Remedial  or  pal- 
liative measures  were  as  yet  under  investigation.  In  the 
original  design  this  problem  was  recognized  by  provid- 
ing, at  suspension  points,  a  reinforcement  consisting  of 
a  6-ft.  length  of  the  conductor  fastened  at  its  outer  ex- 
tremities and  supported  above  the  main  conductor  in  a 
double-seated  suspension  clamp.  Fig.  5(a),  In  the  second 
and  third  circuits  this  form  of  reinforcement  was  replaced 
by  the  standard  armour  rods. 

Each  of  these  circuits  was  designed  for  a  maximum 
conductor  tension,  at  %  in.  ice,  8-11).  wind  and  32  deg.  F., 
of  10,000  lb.,  conductors  being  705.000  m.c.m.,  A.C.S.R. 
having  an  ultimate  strength  of  28,500  lb.  This  represents 
a  maximum  tension  of  35  per  cent  of  ultimate  and  also 
represents  a  tension  at  60  deg.  F.  of  16  per  cent  of  ultim- 
ate. These  figures  will  be  recognized  as  indicating  a  de- 
sign in  which  conductor  fatigue  due  to  vibration  might 
be  anticipated. 

Actually  a  considerable  record  of  vibration  has  accu- 
mulated in  operation,  though  nothing  approaching  a  seri- 
ous condition  has  been  observed  to  date.  Quite  early  a 
loosening  of  tower  members  was  experienced,  but  this 
was  remedied  by  the  use  of  locknuts  or  their  equivalent 
at  all  one  and  two  bolt  positions.  Careful  periodic  exam- 
ination of  the  conductors  has  revealed  a  few  broken 
strands  though  such  damage  does  not  indicate  the  need 
for  any  further  palliative  measures  for  some  years. 

Revision  in  Design  Incorporated  in  the  1940-41 
Single-Circuit  Construction 

The  recent  extensive  additions  to  this  system  were  nat- 
urally not  undertaken  without  re-consideration  of  the  var- 
ious design  factors  in  the  light  of  the  experience  enumer- 
ated above.  It  is  of  interest  therefore  to  mention  the  re- 
visions that  were  made  and  to  discuss  the  reasons  asso- 
ciated therewith.  The  discussion  is  perhaps  best  arranged 
under  the  previous  headings,  though  it  is  difficult  to  sep- 
arate those  adopted  for  improved  lightning  design  from 
those  which  aimed  at  improvement  in  the  mechanical 
performance. 

(a)  Lightning 

The  record  indicates  that  good  lightning  performance 
can  be  expected  of  the  orignal  single-circuit  tower,  so  long 
as  footing  resistances  are  kept  sufficiently  low.  Perhaps, 
therefore,  no  change  would  have  been  made  in  the  tower 
design  were  this  the  only  factor,  but  as  it  was  decided 
to  raise  the  ground  cables  primarily  for  sleet  operation, 


this  revision  may  also  be  taken  as  improving  the  expec- 
tation of  good  lightning  performance. 

As  illustrated  in  Fig.  3(b),  the  two  ground  cables  were 
raised  eight  ft.  above  their  original  location,  to  a  point 
of  support  21  ft.  above  the  point  of  support  of  the  power 
conductor  in  the  suspension  tower.  This  has  had  the  re- 
sult of  decreasing  the  shielding  angle  to  29  deg.,  while 
increasing  the  ratio  of  "  height  of  ground  cable  above 
power  conductors  to  total  height  of  ground  cable  "  to 
0.263. 

Measurements  made  by  the  Meg-Earth  tester  shortly 
after  tower  erection  indicated  that,  in  the  earth  sections, 
after  consolidation  of  the  back-fill,  tower  footing  resist- 
ances generally  would  not  exceed  15  ohms.  In  these  sec- 
tions, no  treatment  beyond  the  occasional  crowfoot  is  con- 
templated. In  the  rock  section,  it  was  decided  to  lay  a 
continuous  counterpoise,  consisting  of  5/16  steel  conduc- 
tors available  in  salvage  stores.  These  cables  are  in  gen- 
eral buried  to  an  average  depth  of  18  in.  under  the  outer- 
phase  wires.  Occasionally,  however,  they  are  taken  around 
rock  outcrops,  when  by  so  doing  they  could  be  buried, 
and,  in  isolated  cases,  are  actually  carried  over  the  top 
of  the  rock.  The  performance  of  this  new  circuit  will  be 
carefully  compared  to  that  of  the  existing  circuits  as  such 
performance  will  largely  dictate  whether  counterpoise 
should  be  added  to  the  older  construction. 

(b)  Mechanical — Sleet  and  "Wind 

Our  experience  would  seem  to  indicate  that,  under  the 
operating  conditions  existing,  sleet  is  more  liable  to  form 
on  the  ground  cables  than  on  the  power  conductors,  and 
under  such  conditions  the  vertical  separation  provided 
between  ground  cables  and  power  conductors  has  proved 
insufficient.  Mr.  A.  E.  Davison,  Transmission  Engineer 
for  the  Commission,  has  actively  studied  this  problem 
of  conductor  clearances.  These  studies  are  based  on  Lissa- 
jous  figures4  and  the  locus  of  motion  of  the  conductor 
under  "  galloping  "  conditions  is  taken  as  the  criterion. 
The  axes  of  this  motion  have  been  determined  empirically 


5       Bi.  ,J,  ^4-  Jim- 

(o)  fb) 

Fig.  6 — (a)  Clearance  diagram  (Lissajous  figures)  for  1940-41 
single  circuit  construction.  Loci  based  on  half-loops,  i.e.,  move- 
ment of  quarter-point  in  suspension  span.  Note  also  mid-span 
positions  of  %  in.  ice-loaded  ground  cable  and  unloaded  phase 

conductor. 
(b)    Corresponding  diagram  for  1941  double-circuit  construc- 
tion. Note  full  loop  movement  of  ground  wires  assumed 
at  880  ft.  span. 


24 


January.  1942     THE  ENGINEERING  JOURNAL 


from  recorded  field  observations  and  from  analyses  of 
motion  picture  records  of  a  number  of  actual  occurrences. 
It  is  possible  to  at  least  approximately  delineate  the  vari- 
ous loci.  A  tower  design  in  which  these  approximate  loci 
indicate  adequate  clearance  between  all  conductors  is  con- 
sidered much  more  satisfactory  than  one  in  which  over- 
lapping loci  occur. 

However,  the  extent  to  which  this  method  should  be 
applied  to  heavy  conductor,  long-span  construction  is 
still  somewhat  of  an  open  question,  being  largely  based 
on  the  behaviour  of  smaller  conductors  and  shorter  span 
construction  than  is  involved  in  this  case.  No  conclusive 
data  are  available  indicating  that  795,000  cm.,  A.C.S.R. 
at  1,056  ft.  spans  will  "  gallop  "  at  all,  and,  even  if  it  does, 
whether  it  will  be  in  one  continuous  loop  between  the 
points  of  support  or  in  something  of  a  wave  motion  raising 
not  more  than  one-half  the  span  above  its  normal  posi- 
tion at  one  time  (that  is,  in  half-loops).  Messrs.  Oldacre 
and  Wollaston\  in  describing  the  Powerton-Crawford 
line,  illustrated  the  use  of  Lissajous  figures  and  assumed 
the  movement  of  the  conductor  in  one  loop. 

In  our  case,  however,  a  substantial  mileage  of  towers 
was  available  in  stock  and  much  quicker  deliveries  could 
be  obtained  if  the  basic  original  design  was  not  changed. 
This  design  was  based  on  a  longitudinal  loading  equival- 
ent to  %in.  ice  and  8-lb.  wind,  but  with  the  transverse 
loading  increased  to  s/i  in.  and  11-lb.  wind,  the  latter  in- 
crease an  added  factor  of  safety  since  considered  unne- 
cessary. It  was  decided  that  part  of  this  excess  strength 
could  be  utilized  to  provide  greater  vertical  separation 
between  ground  cables  and  power  conductors,  though  in 
designing  this  improvement  it  was  considered  sufficient 
to  assume  movement  of  the  conductors  in  half-loops  only. 
It  will  be  noted  in  Fig.  6(a)  that  the  re-design  has  re- 
moved the  loci  of  motion  of  the  ground  cables  from  those 
of  the  phase  conductors,  providing  adequate  clearances 
under  the  assumed  conditions.  The  ice-loaded  mid-span 
position  of  the  ground  cable  at  rest,  as  compared  to  the 
corresponding  position  of  the  unloaded  phase  conductor, 
is  also  shown,  indicating  the  maintenance  of  substantial 
clearances  even  with  a  %  in.  ice  differential. 

(c)  Mechanical — Vibration 

The  balance  of  the  excess  strength  in  the  original  tower 
design  has  been  utilized  to  increase  the  ruling  span  from 
1.056  ft.  to  1,150  ft.  In  order  to  maintain  the  same 
ground  clearance  at  this  longer  span,  the  higher  strength 
26x7  strand,  795,000  cm.,  A.C.S.R.  has  been  used,  strung 
to  a  maximum  designed  tension  of  12,000  lb.  Based  on 
an  ultimate  strength  of  30,900  lb.,  the'  designed  maximum 
and  "  60  degree  "  tensions  therefore  approximate  39  per 
cent  and  17.6  per  cent  of  ultimate  strength  respectively. 

The  lengthening  of  the  span  in  the  new  circuit  was 
based  partly  upon  the  vibration  record  of  the  existing 
circuits  and  partly  upon  the  favourable  results  obtained 
from  an  extensive  laboratory  and  field  investigation  of 
damper  design  and  performance8.  It  is  felt  that  the  de- 
velopment in  this  field  now  safely  permits  securing  the 
economy  inherent  in  longer  spans  and  higher  conductor 
tensions.  The  full  possibilities  in  this  connection  were  not 
realized  in  this  case,  due  to  the  decision  to  retain  the  basic 
original  tower  design,  but  had  a  completely  new  design 
been  permitted,  spans  as  great  as  those  encountered  in 
some  other  recent  construction  would  have  been  given 
serious  consideration. 

Associated  with  this  increased  span  length  the  applica- 
tion of  vibration  absorbers  was  decided  upon,  rather  than 
the  previously  used  armour  rods.  Approximately  one-half 
the  line  is  equipped  with  the  Stockbridge  damper  and 
one-half  with  the  torsional  damper,  Fig.  5(b),  developed 
in  the  Commissioer's  laboratory  and  described  in  a  com- 
panion paper  by  Mr.  G.  B.   Tebo0.    Both   dampers  are 


used  singly,  that  is,  two  per  span.  Vibration  of  the  ground 
wires  is  protected  against  by  the  use  of  festoons,  Fig. 
5  (c). 

Double  Circuit  Construction — Leaside  to  Burlington 

In  considering  the  two-circuit  extension  of  these  220- 
kv.  lines,  from  the  existing  terminal  at  Leaside  to  the 
new  terminal  at  Burlington,  a  number  of  factors  were 
brought  into  consideration.  Single-circuit  construction 
was  initially  considered,  the  Commisison  not  having  pre- 
viously operated  any  double-circuit  construction  at  220 
kv.  In  fact,  there  had  been  evident  in  the  Commission's 
engineering  a  tendency  to  avoid  such  construction  at  all 
voltages,  in  favour  of  various  single-circuit  configura- 
tions. However,  as  some  twenty  miles  of  the  Burlington 
extension  necessarily  encircled  the  metropolitan  area  of 
Toronto,  this  viewpoint  was  brought  sharply  into  conflict 
with  the  question  of  right-of-way  costs  .The  final  decision 
was  in  favour  of  the  double-circuit  construction,  though 
it  will  be  noted  that  a  relatively  conservative  design  has 
been  adopted. 

The  initial  decision  was  to  adopt  a  span  of  880  ft.,  util- 
izing 795,000  cm.,  A.C.S.R.  at  a  maximum  designed  ten- 
sion of  10.000  lb.  However,  a  change  in  this  decision  was 


Fig.  7 — Clearance  diagram  for  1920  type  110  kv.  double-circuit 

construction — one-half  loops   only.   Note   overlapping 

loci  indicating  anticipation  of  sleet  outages. 

brought  about  by  the  exigencies  of  the  present  situation 
and  the  line  is  actually  being  constructed  utilizing  the 
type  HH  segmental,  hollow-core,  copper  conductors,  500,- 
000  cm.,  1.02  in.  outside  diameter,  seven  segments,  hav- 
ing an  ultimate  strength  of  21,200  lb.  At  the  880  ft.  ruling 
span  the  maximum  designed  tension,  at  %  in.  ice,  8-lb. 
wind  and  32  deg.  F.,  is  9,500  lb.,  the  60  deg.  tension  being 
4,700  lb.,  equivalent  to  45  per  cent  and  22  per  cent  of 
ultimate  respectively. 

The  tower  design  adopted  is  shown  in  Fig.  6(b).  It  will 
be  noted  that  a  single  ground  cable  is  used,  located  at  the 
tower  peak,  30  ft.  above  the  point  of  support  of  the  up- 
per phase  conductor  in  the  suspension  position.  A  shield- 
ing angle  of  29  deg.  and  a  ratio  of  "  height  of  ground 
wire  above  power  conductors  to  total  height  of  ground 
wire  "  of  0.236  results.  Footing  resistance  data  on  this 
construction  are  not  yet  available,  but  the  line  being  all 
in  good  agricultural  land  it  is  not  anticipated  any  par- 
ticular treatment  of  the  footings  will  be  found  necessary. 


THE  ENGINEERING  JOURNAL     January,  1942 


25 


8(a) 


IS 


Fig.  8 — (a)  Suspension  clamp  adopted  for  type  HH  segmental 
copper  cable,  500,000  cm.,  1.02  in.  outside  diameter.  Span  880 
ft.  maximum  designed  tension  9,500  lb.  45  per  cent  of  ultimate 

strength. 

(b)  Jointing  and  dead-end  assemblies  for  type  HII  copper 

conductors. 

Again  in  the  new  double-circuit  construction  the  same 
principles  of  design  for  sleet  operation  were  used.  It  has 
been  found  more  difficult  to  provide  adequate  clearances 
economically  in  this  type  of  structure  than  in  the  single- 
circuit  design.  For  example,  in  an  earlier  110-kv.  design, 
utilizing. 605,000  cm.,  A.C.S.R.  conductors  at  880  ft.  spans 
and  providing  a  4-ft.  offset  of  the  centre  phase  wire,  Fig. 
7,  actual  outages  due  to  "  galloping  "  have  been  experi- 
enced. That  these  outages  might  be  anticipated,  however, 
is  indicated  when  the  design  is  analyzed  by  means  of  Lis- 
sajous  figures,  though  it  will  be  seen  that  rather  extensive 
revisions  will  be  needed  to  effect  full  clearances.  The 
clearance  diagram  for  the  220-kv.  design  finally  adopted 
is  shown  in  Fig.  6(b),  based  on  half-loop  movement  of 
heavy  copper  power  conductors  but  full  loop  movement 
of  the  relatively  light  ground  cable. 

No  special  precautions  are  being  taken  to  protect  this 
double-circuit  construction  against  conductor  vibration. 
The  extensive  studies  reported  by  other  authors  are  in- 
terpreted as  indicating  that,  except  perhaps  in  certain 
cases,  no  such  precautions  are  necessary.  Furthermore,  it 
was  decided  that  no  particularly  special  provisions  would 
be  made  in  the  suspension  clamp,  Fig.  8(a),  and  that  cop- 
per compression  joints,  Fig.  8(b),  would  be  used  for  both 
straight  joints  and  dead-end  assemblies.  Time  has  not 
permitted  complete  investigation  of  this  latter  practice, 
which  is  at  variance  with  the  practice  adopted  in  certain 
other  lines  utilizing  this  form  of  conductor7,  but,  as  the 
full  strength  of  the  conductor  is  developed  in  these  new 
joints  and  as  the  mass  of  all  parts  subject  to  possible  vi- 
bratory stresses  is  reduced  to  a  minimum,  no  objection- 
able operating  experience  is  anticipated. 

A  structural  revision  incorporated  in  the  double-circuit 
tower  consists  of  designing  the  lower  panel  so  that  all 
diagonal  connections  are  made  above  grade.  In  earlier 
designs,  including  the  single-circuit  220-kv.  construction, 
the  point  of  connection  of  the   lower  diagonals  and  the 


main  legs  is  located  below  ground  level.  In  this  climate 
and  particularly  in  clay  soils,  frost  heaving  has  been 
found  to  occur  which  reacts  against  this  below-grade 
diagonal;  causing  bending  and  in  some  cases  actual  fail- 
ure. 

Relay  Protection  and  System  Stability 

It  is  finally  of  interest  to  describe  briefly  the  relay  pro- 
tection provided  on  this  220-kv.  system  and  to  discuss  the 
improvements  being  made,  both  in  the  existing  protection 
and  in  the  protection  of  the  newer  construction,  associat- 
ing these  improvements  with  the  operating  record  and 
with  the  data  obtained  from  Network  Calculator  analy- 
sis of  the  system. 

For  "  phase  "  faults,  the  earlier  relaying  consists  of 
directional,  two-stage,  impedance  distance  type.  The  in- 
stantaneous range  of  such  relays  is  set  to  cover  85  to  90 
per  cent  of  the  line  length,  the  overlapping  second  range 
set  to  cover  the  remainder  of  the  line  and  being  given 
a  definite  time  delay  of  0.6  to  0.8  seconds.  This  protection 
effects  simultaneous  clearance  of  all  faults  in  the  mid- 
section of  any  line,  but  results  in  delayed  opening  of  the 
distant  breaker  for  end-zone  faults. 

For  "ground  "  faults,  similar  protection  is  used,  except 
that  the  relays  are  supplied  with  line  residual  current  and 
phase-to-ground  voltage  and  the  instantaneous  range  is 
set  to  cover  the  whole  length  of  the  line,  with  some  mar- 
gin if  the  remote  end  is  open.  This  results  in  simultane- 
ous clearance  of  mid-sections  faults,  though  it  also  effects 
sequential  clearance  of  faults  in  the  end  zones,  that  is, 
clearance  without  the  delay  associated  with  the  timed 
second  range. 

Certain  of  the  line  sections  terminate  in  breakers  of 
earlier  design,  which  originally  gave  a  clearance  time, 
with  instantaneous  tripping,  as  high  as  0.5  to  0.6  seconds. 
The  more  modern  equipment  clears  within  0.2  to  0.25  sec- 
onds.   Improvements  have  been  made  from  time  to  time, 


in 

z 
o 

I 


§    3 


< 
o 

h 
o 


IfeO 


z 

â 

< 

3 


-ee-120 

z 

Z   ÔO 


40 


HO  kv  System     &• 
Niagara    Generation 

t 

h  Beauhar.no  IS 
H  MacLaRen 

J  Chats  Falls 

L 

^AUCAN 

Le 

4SI  DE 

y 

B, „ 

</<• 

/ 

4— 

^ 

«3  o 

<?        O  0-2  0-4-  0-6  O-ô 

Time    From    Onset   Of   Fault  -  Seconds 

Fig.    9 — Stability    curves    for    three-circuit    220-kv.    system    at 
loadings  of  approximately  200,000  h.p.  per  circuit. 

(A)  Three-phase  fault  at  Chats  Falls,  cleared  sequentially  in 

0.2-0.5  seconds — unstable. 

(B)  Three-phase  fault  at  Chats  Falls,  cleared  simultaneously  in 

0.2  seconds — stable. 

(C)  Three-phase   fault    30   miles   west   of  Chats   Falls,   cleared 

simultaneously  in  0.25  seconds — stable. 

(D)  Two-wire-to-ground  fault  at  Chats  Falls,  cleared  sequen- 

tiallv  in  0.2-0.5  seconds — stable. 


26 


January,  1912     THE  ENGINEERING  JOURNAL 


in  the  original  relaying  and  in  the  older  circuit  breakers, 
so  that  total  clearance  times  now  vary  from  4.5  to  10 
cycles,  with  an  average  of  about  6  cycles  (based  on  25 
cycles)  for  all  faults  except  those  cleared  by  the  second 
ranges. 

This  protection,  though  admittedly  below  present-day 
standards,  has  nevertheless  given  adequate  service  dur- 
ing the  building-up  period  on  this  system.  Fortunately, 
all  but  a  very  few  of  the  39  multi-phase  faults  have  oc- 
curred in  the  high-footing-resistance  territory  in  the  mid- 
section of  the  Chats  Falls-Leaside  lines,  where  this  pro- 
tection effects  simultaneous  clearance. 

Improvement  necessary  in  the  protective  equipment, 
when  operating  at  the  higher  recent  loadings,  has  been 
the  subject  of  several  Network  Calculator  studies.  These 
studies  bring  out  quite  clearly  the  inherent  stability  of  a  25- 
cycle  system.  Assuming  simultaneous  clearance  times  of 
0.2  to  0.25  seconds,  as  would  be  obtained  with  standard 
modern  equipment,  it  is  found  that  the  three-phase  fault 
may  be  adopted  as  the  stability  criterion,  rather  than  the 
two-wire-to-ground  fault  usually  adopted  in  60-cycle  sys- 
tems. 

In  Fig.  9  is  presented  a  family  of  curves  obtained  in 
such  analysis,  which  indicate  the  relative  severity  of 
different  types  and  locations  of  faults.  At  a  loading  of 
approximately  150,000  kw.  per  circuit,  Curves  A  and  B 
indicate  that  three-phase  faults  near  the  generating  sour- 
ces must  be  cleared  simultaneously  in  approximately  0.2 
seconds,  if  stability  is  to  be  maintained.  If  such  faults 
occur  away  from  the  generating  sources,  Curve  C  indi- 
cates that  the  increased  loading  of  generators  thereby 
created  is  sufficient  to  maintain  stability  with  simultane- 
ous clearance  at  0.25  seconds.  Curve  D  shows  the  relat- 
ively lesser  severity  of  the  two-wire-to-ground  fault, 
which  does  not  disturb  the  system  stability  with  sequen- 
tial clearance  as  long  as  0.2  and  0.5  seconds.  These  re- 
sults are  taken  to  indicate  that,  with  protective  equip- 
ment effecting  simultaneous  clearance  of  all  faults  in  0.2 
to  0.25  seconds,  loss  of  system  stability  at  loadings  of 
150,000  kw.  to  170,000  kw.  per  circuit  need  not  be  antic- 
ipated. 

It  is  proposed  to  attain  this  aim  by  superimposing  car- 
rier pilot  control  on  existing  and  on  all  new  two-stage  im- 
pedance relaying.  With  the  exception  of  the  new  Leaside- 
Burlington  line,  where  standard  "  transfer-block  "  car- 
rier relaying  is  proposed,  a  system  of  transfer-trip  car- 
rier control  is  being  developed.  The  first  of  this  equip- 
ment is  being  installed  on  the  Beauharnois-MacLaren- 
Chats   Falls    connection   and   on   the   new   Beauharnois- 


Leaside  circuit.  It  consists  of  400-watt  carrier  communi- 
cation transmitters,  single-frequency  voice-actuated,  the 
speech  frequency  range  being  limited  to  a  band  of  200  to 
2,500  cycles.  Tone  generators  will  be  used  to  transmit  re- 
lay control  signals,  which  operate  to  remove  the  time-de- 
lay feature  of  the  distant-end  second-range  relays.  Thus 
simultaneous  clearance  is  obtained  over  the  full  line 
length,  the  speed  of  clearance  being  limited  to  that  of 
the  various  terminal  breaker  equipments.  This  protection 
is  as  yet  experimental  and  its  performance  in  service  will 
form  an  interesting  study. 

Conclusions 

1.  Operating  experience  with  some  8,400  circuit-mile-years  of  220-kv. 
single-circuit  overhead  line  construction  is  submitted,  which  to  a 
high  degree  confirms  conclusions  which  may  be  drawn  from  the 
application  to  designs  of  published  principles  derived  from  theor- 
etical and  experimental  analysis. 

2.  Changes  made  in  the  latest  designs  of  towers  to  provide  improved 
operation  under  sleet  conditions  also  provide  desirable  improve- 
ments in  design  against  lightning. 

3.  Counterpoise  on  towers  of  high-footing-resistance  which  has 
largely  been  omitted  on  earlier  construction  is  being  installed  on 
1940-41  lines. 

4.  Standard  two-stage  impedance  type  relay  protection  has  given 
good  satisfaction  on  these  lines.  To  provide  the  best  operation 
under  heavy  line  loadings,  carrier-current  features  are  being 
superimposed  on  both  new  and  old  relaying  to  extend  high-speed 
simultaneous  fault  clearance  to  cover  trie  full  length  of  each  line. 

References 

©  "The  220,000-Volt  System  of  the  Hydro-Electric  Power  Commis- 
sion of  Ontario,"  E.T.J.  Brandon;  A.I.E.E.  Transactions,  Vol.  49, 
October  1930,  pgs.  1400-1417. 

©  "Shielding  of  Transmission  Lines,"  Messrs.  Wagner,  McCann  and 
MacLaren,  Jr.;  A.I.E.E.  Technical  Paper  40-107,  presented  at  the 
Summer  Convention  1940. 

©  "Experience  with  Prevention  Lightning  Protection  on  Transmis- 
sion Lines,"  S.  K.  Waldorf;  A.I.E.E.  Technical  Paper  41-36, 
presented  at  the  Midwinter  Convention  1941. 

©  "Ice-Coated  Electrical  Conductors" — A.  E.  Davison;  Technical 
Report  No.  229,  at  the  Conférence  Internationale  des  Grands 
Réseaux  Electriques  à  Haute  Tension,  at  Paris,  France,  on  Julv 
1,  1939. 

Note:  This  paper  is  reprinted  in  the  Bulletin  of  the  Hydro-Elec. 
Power  Com.  of  Ont.,  Sept.  1939,  pgs.  271-80. 

©  "Powerton-Crawford  220-Kv.  Line  Design  and  Construction 
Features"— M.  S.  Oldacre  and  F.  O.  Wollaston;  A.I.E.E.  Tech- 
nical Paper  41-57,  presented  at  the  Midwinter  Convention  1941. 

©  "Measurement  and  Control  of  Conductor  Vibration,"  G.  B.  Tebo; 
Hydro-Elec.  Power  Com.  of  Ont.;  a  paper  submitted  for  presenta- 
tion at  the  A.I.E.E.  Summer  Convention  1941. 

©  "Engineering  Features  of  the  Boulder  Dam-Los  Angeles  Lines," 
E.  F.  Scattergood;  A.I.E.E.  Transactions,  Vol.  54,  1935,  pgs. 
494-512. 


THE  ENGINEERING  JOURNAL     January,  1942 


27 


AIR  RAID  PRECAUTIONS  AS  RELATED  TO  BUILDING  DESIGN 

S.  D.  LASH,  m.e.i.c. 
Lecturer,  Department  of  Civil  Engineering,  Queen's  University,  Kingston,  Ont. 


NOTE — This  article  %vas  prepared  at  the  request  of  the 
Publication  Committee  of  The  Institute.  It  gives  a  general 
outline  of  the  information  contained  in  one  piece  of  literature 
issued  by  the  British  authorities. 

Introduction 

Considerable  attention  has  been  given  in  recent  months 
to  the  problem  of  air  raid  precautions  in  Canada,  particu- 
larly from  the  point  of  view  of  civilian  defence  organiza- 
tion. At  the  same  time,  many  factory  buildings  have  been 
built  for  use  by  war  industries  and  it  appears  that,  in  its 
design  of  these,  little  or  no  thought  has  been  given  to  the 
possibility  that  in  the  event  of  air  raids  such  buildings 
will  form  important  military  targets.  It  is  suggested 
therefore,  that  architects  and  engineers  responsible  for  the 
design  of  buildings  for  defence  industries,  or 
other  vital  services,  should  consider  carefully  the  question 
of  passive  protection  against  air  attack. 

Although  much  is  yet  to  be  learned,  it  has  been  clearly 
established  that  certain  precautions  can  be  taken  which 
will  greatly  lessen  the  probable  damage  from  air  attack. 
Some  of  these  results  have  been  presented  in  the  Wartime 
Building  Bulletins  published  by  the  Department  of  Sci- 
entific and  Industrial  Research  in  Great  Britain.  Copies 
of  these  bulletins  are  on  file  in  The  Institute  library.  The 
following  suggestions  are  largely  based  upon  information 
contained  in  the  Wartime  Building  Bulletins,  particularly 
No.  10  "  General  Principles  of  Wartime  Building." 

Planning 

Certain  buildings  can  be  very  easily  detected  from  the 
air.  This  may  result  from  the  location  of  such  buildings 
or  from  their  design.  For  example,  buildings  should  not  be 
placed  in  close  proximity  to  well-defined  topographical 
features  such  as  lakes  or  the  junctions  of  railways  or 
main  roads.  The  film  ''Target  for  To-Night"  provided  an 
illustration  of  these  points.  The  layout  of  the  buildings 
and  site  should  be  such  that  a  regular  arrangement  of 
buildings  and  roads  is  avoided,  and  the  natural  surface 
of  the  ground  is  disturbed  as  little  as  possible.  Distinctive 
features  such  as  traffic  circles  should  also  be  avoided; 
road  surfaces  should  be  dark  in  colour;  and  it  is  desirable 
that  hedges  be  planted  alongside  roads.  The  best  orienta- 
tion for  buildings  is  with  the  longest  side  running  east 
and  west. 

High  buildings  are  more  easily  detected  from  the  air 
than  low  buildings,  and  any  buildings  having  inclined  roof 
glazing  are  particularly  difficult  to  camouflage.  Thus  the 
ordinary  saw-tooth  roof  building  should  be  avoided  and 
it  is  fortunate  that  this  type  has  never  been  as  popular 
in  Canada  as  elsewhere  owing  to  problems  resulting  from 
the  accumulation  of  snow  in  the  valleys.  On  the  other 
hand,  flat  roofs  should  have  a  sufficient  slope  to  ensure 
a  rapid  run-off  of  rain  water  so  as  to  avoid  reflections. 

Construction 

The  precautions  mentioned  in  the  preceding  paragraph 
are  aimed  at  preventing  the  detection  of  the  building  from 
the  air.  In  spite  of  all  precautions  a  factory  may  be  loc- 
ated by  the  enemy  and  bombs  dropped  in  its  vicinity.  Its 
vulnerability  will  then  depend  greatly  upon  the  construc- 
tion. 

Damage  from  bombs  may  result  from  a  direct  hit,  from 
blast,  or  indirectly  from  fire.  The  following  remarks  refer 
chiefly  to  the  effects  of  these  on  single  storey  factories. 

With  regard  to  direct  hits,  the  British  authorities  state  ■ 
that  "  it  is  possible  without  extravagance  to  design  a  sin- 


gle storey  factory  in  which  extensive  collapse  of  the  roof 
is  unlikely,  even  under  a  direct  hit  from  a  very  heavy 
bomb."  This  is  accomplished  by  building  the  structure 
with  a  considerable  degree  of  continuity.  Thus,  for  exam- 
ple, steel  roof  trusses  should  not  rest  on  masonry  bearing 
walls  but  should  be  strongly  connected  to  steel  columns 
so  as  to  produce  a  fully  framed  structure.  Other  things 
being  equal,  a  building  with  closely  spaced  columns  may 
be  more  vulnerable  than  one  in  which  the  columns  are 
further  apart  since  two  or  more  adjacent  columns  may 
be  destroyed  by  a  single  bomb.  Particular  care  should 
be  taken  to  prevent  the  collapse  of  a  whole  series  of  roof 
trusses  through  the  collapse  of  one.  This  can  be  accom- 
plished by  providing  suitable  continuous  beams  or  trusses 
at  right  angles  to  the  planes  containing  the  roof  trusses. 
In  general,  design  to  limit  damage  from  direct  hits  has 
many  things  in  common  with  the  design  of  earthquake 
resisting  structures. 

It  has  been  shown  quite  clearly  that  the  effect  of  blast 
is  greatly  increased  if  the  explosion  is  confined  in  a  small 
space.  Thus  when  a  bomb  explodes  in  a  building  there  is 
a  considerable  increase  in  pressure  for  a  very  short  period 
of  time  and  the  impulsive  forces  thus  created  will  shatter 
windows  and  possibly  push  out  the  walls  and  lift  the  roof. 

Inclined  roof  glazing  is  bad  from  the  point  of  view  of 
vulnerability,  as  well  as  detection,  since  when  the  glass 
is  shattered,  the  arrangement  of  temporary  protection 
against  weather  and  of  blackout  measures  may  be  a  mat- 
ter of  some  difficulty.  In  fact  it  will  be  considerably  more 
difficult  to  arrange  blackout  precautions  in  the  first  in- 
stance. On  the  other  hand  it  has  been  pointed  out  that 
vertical  glazing  in  walls,  if  close  to  the  ground,  is  par- 
ticularly liable  to  damage  from  near,  or  not  so  near, 
misses.  Thus  it  is  desirable  that  walls  should  have  no  win- 
dow openings  closer  than  say  five  or  six  feet  to  the  ground 
and  that  the  walls  up  to  this  height  should  be  of  sufficient 
thickness  to  provide  protection  against  splinters.  Such 
walls  should  not  be  anchored  to  the  columns  since  they 
can  then  be  blown  out  without  causing  collapse  of  the 
whole  structure.  On  the  other  hand,  the  roof  should  be 
securely  anchored  down.  The  necessity  for  adequate  roof 
anchorage  against  wind  loads  has  been  generally  recogniz- 
ed since  the  Florida  and  New  England  hurricanes  and 
the  use  of  such  anchorage  will  assist  greatly  in  preventing 
the  displacement  of  roofs  by  blast. 

The  British  authorities  state  that  the  need  for  fire  pro- 
tection has  been  clearly  shown.  It  is  stated  that  for  every 
ton  of  steel  rendered  unusable  by  the  direct  action  of 
bombs  ten  tons  have  been  destroyed  by  fire.  Consequent- 
ly it  is  strongly  recommended  that  all  steel  be  protected 
against  fire.  The  amount  of  protection  required  in  any 
particular  case  will  depend  upon  the  amount  of  combus- 
tible material  in  the  building.  In  a  great  many  instances, 
protection  sufficient  to  provide  a  fire  resistance  of  one 
hour,  as  determined  by  standard  test,  will  be  adequate. 
In  some  cases  even  one  half-hour  protection  may  be  suffi- 
cient to  prevent  collapse.  Many  modern  building  codes 
include  description  of  such  protections.  The  British  au- 
thorities refer  to  the  use  of  sprayed  asbestos  and  sprayed 
"  slag  wool"  (rock  wool  and  gypsum),  in  addition  to  the 
protections  more  commonly  used;  these  processes  would 
appear  to  be  worth  consideration  in  Canada. 

Limitation  of  damage  by  fire  is  not  merely  a  matter  of 
protection  of  structural  members,  though  such  protection 
will  go  far  in  preventing  structural  collapse;  all  fire  pre- 
vention   methods    which  have    proved   to  be  valuable    in 


28 


January,  1942     THE  ENGINEERING  JOURNAL 


the  past  should  be  carefully  considered.  Such  methods  in- 
clude the  provision  of  adequate  water  supplies  for  fire- 
fighting,  the  use  of  automatic  detecting  and  extinguish- 
ing systems,  and  the  use  of  self-closing  fire  doors  and 
other  barriers  to  the  spread  of  fire.  In  these  matters  the 
various  associations  of  insurance  underwriters  can  give 
expert  advice.  Occasionally  wartime  requirements  differ 
from  ordinary  fire  protection  measures.  Thus  it  has  al- 
ready been  pointed  out  that  the  subdivision  of  floor  space 
into  comparatively  small  areas  is  considered  undesirable, 
since  the  effect  of  blast  may  thereby  be  increased. 


The  protection  of  personnel  comes  under  the  general 
subject  of  civilian  defence  but  there  are  one  or  two  mat- 
ters to  which  the  attention  of  architects  and  engineers 
may  be  directed.  The  provision  of  proper  exit  facilities  is 
of  great  importance.  Since  the  primary  exit  may  be  block- 
ed it  is  particularly  important  that  a  second  exit  be  avail- 
able from  every  floor  area.  Low  walls  three  or  four  feet 
high,  subdividing  floor  areas,  are  a  useful  means  of  pro- 
tecting personnel  and  machinery  from  splinters  and  from 
the  effects  of  blast.  They  will  not  confine  the  blast  suffi- 
ciently to  increase  general  structural  damage. 


ANNUAL  REPORT  FOR  1941  TO  THE  ENGINEERS'  COUNCIL 
FOR  PROFESSIONAL  DEVELOPMENT 

ROBERT  E.  DOHERTY 
Chairman  of  the  Council 

Presented  at  the  Annual  Meeting  of  the  Engineers'  Council  for  Professional  Development, 
at  New  York,  U.S.A.,  on  October  30th,  1941. 


Before  reporting  specifically  regarding  the  work  of  the 
Council  I  wish  to  make  a  few  general  observations.  In 
the  first  place,  it  has  seemed  clear  that  before  E.C.P.D. 
could  accelerate  its  progress  toward  the  objectives  stated 
in  the  Charter  it  was  essential  that  not  only  the  officers 
and  boards  but  also  the  rank  and  file  of  the  constituent 
organizations  understand  much  more  fully  than  they  have 
in  the  past  what  these  objectives  are  and  the  importance 
of  their  achievement  to  the  welfare  of  the  country.  An 
astonishing  number  of  people,  including  some  comparat- 
ively close  to  the  work,  have  felt  that  the  most  important 
activity  and  the  only  significant  achievement  of  E.C.P.D. 
have  been  in  connection  with  the  accrediting  program. 
Yet  the  Charter  clearly  indicates  other  purposes  and  ac- 
tivities— relating  to  selection  and  guidance,  professional 
training,  professional  recognition — and  these  are  also  ac- 
tively pursued  by  standing  committees.  And  from  the 
point  of  view  of  further  advancement  of  the  profession, 
and  more  important  still,  the  welfare  of  the  country, 
these  other  purposes  and  activities  are,  in  the  long  run, 
unquestionably  of  equal  importance  with  accrediting. 
Good  students  are  not  less  essential  than  good  schools. 
Hence,  at  the  beginning  of  the  year  I  strongly  urged  an 
educational  campaign  among  the  constituent  organiza- 
tions as  one  of  the  most  important  projects  the  Council 
could  undertake.  And  I  am  confident  that  as  the  construc- 
tive purposes  and  results  of  the  Council's  work  become 
clear,  all  constituent  bodies  will  appraise  the  situation 
as  it  exists  today,  forget  misunderstandings  of  the  past, 
and  see  their  way  clear  to  support  the  Council's  work. 

The  chairman's  views  regarding  this  matter,  after  dis- 
cussion in  Executive  Committee  meetings,  were  presented 
in  a  report  to  the  several  boards  of  the  constituent 
groups  under  the  heading  "  E.C.P.D.  Should  Look 
Ahead."  This  report  has  been  made  available  to  the 
membership  of  several  of  the  constituent  organizations  by 
publication  in  their  respective  journals1.  It  urged  that, 
in  the  interest  of  national  welfare  as  well  as  professional 
development,  the  organizations  cultivate  more  effective 
methods  of  co-operation  than  they  have  had  in  the  past. 

The  machinery  for  the  cultivation  of  such  co-operation 
exists  in  E.C.P.D.  The  projects  represented  by  its  stand- 
ing committees  and  by  other  objectives  having  to  do  with 
professional  development  afford  a  basis  on  which  the  or- 
ganizations can  work  together.  But  the  effectiveness  of 
this  co-operation  will  depend,  in  my  opinion,  altogether 
upon  the  effectiveness  of  plans  devised  by  the  Council 
to  make  use  of  the  machinery  wisely  set  up  by  the  sever- 

1  The  Engineering  Journal,  September  1941,  p.  446. 


al  participating  bodies  when  the  Council  was  organized. 
These  plans  must,  it  seems  to  me,  include  a  more  active 
participation  than  in  the  past  by  the  representatives  of 
the  constituent  bodies;  and  to  accomplish  this,  there  nat- 
urally must  be  a  definite  and  a  constructive  program  in 
which  they  can  find  an  active  interest.  It  is  hardly  to  be 
expected  that  each  of  twenty-four  different  delegates  will, 
on  his  own  responsibility,  think  out  what  his  organization 
should  do  toward  E.C.P.D.  objectives  or  what  E.C.P.D. 
might  do  to  further  them.  Hence  the  officers  and  Commit- 
tee chairmen  of  the  Council  must  work  with  the  delegates 
to  formulate  plans  and  procedures.  Fostering  co-operative 
effort  has  thus  become  one  of  our  definite  plans. 

A.nd  finally,  I  would  say  a  general  word  regarding  fin- 
ancial responsibility  for  supporting  the  work  of  the  Com- 
mittee on  Engineering  Schools.  From  the  beginning  it 
has  been  the  policy,  and  still  is,  that  an  engineering 
school  should  pay  for  the  expense  of  the  initial  inspection 
to  determine  whether  a  curriculum  should  be  accredited. 
Although  all  of  the  colleges  have  accepted  this  policy 
(some,  however,  under  protest),  there  is  nevertheless  an- 
other side  of  the  inspection  plan  on  which  the  policy  has 
not  been  so  clear  or  so  widely  accepted.  This  relates  to 
the  question  who  should  pay  for  re-inspection  of  curricula 
that  have  already  been  added  to  the  accredited  list.  A 
number  of  the  colleges  are  unalterably  opposed  to  the 
principle  that  they  should  pay  this  re-inspection  fee,  and 
this  opposition  has  made  it  extremely  difficult  for  the 
officers  of  E.C.P.D.  who  administer  the  accrediting  pro- 
gram. Hence  this  became  a  major  question  of  policy.  On 
the  one  side,  such  engineering  colleges  take  the  position 
that  the  E.C.P.D.  and  other  accrediting  agencies  consti- 
tute an  intolerable  burden  and  nuisance  in  view  of  the 
combined  expense  in  money  and  time  of  staff  spent  in 
preparing  questionnaires  and  in  looking  after  visiting 
delegations  of  inspection;  that  they  were  not  responsible 
for  the  proposal  to  start  the  accrediting  program  in  the 
first  place,  but  rather  it  was  the  state  boards  and  profes- 
sional societies  that  wanted  it;  and  that  they  now  make 
sizeable  contributions  toward  the  program  through  the 
time  their  faculty  members  and  their  official  staff  take 
from  academic  work  in  order  to  carry  out  E.C.P.D.  com- 
mittee assignments  in  connection  with  inspection  pro- 
grams at  other  institutions  and  the  preparation  of  reports 
for  E.C.P.D.  On  the  other  hand,  the  argument  is  proposed 
by  some  representatives  of  the  constituent  organizations 
that  the  accrediting  program  is  valuable  to  the  colleges 
both  on  account  of  the  advice  and  counsel  that  may  come 
to  them  as  a  result  of  the  inspection  and  re-inspection  and 


THE  ENGINEERING  JOURNAL     January,  1942 


29 


through  having  their  names  appear  on  the  accredited  list. 
This  matter  was  a  question  of  extended  debate  at  two 
meetings  of  the  Executive  Committee,  since  a  decision  to 
remove  the  burden  of  re-inspection  fee  from  the  colleges 
would  make  an  additional  appropriation  necessary  from 
the  constituent  organizations.  As  indicated  in  detail  under 
finances,  the  decision  of  the  Committee  was  in  favor  of 
relieving  the  colleges  of  this  burden,  and  of  asking  the 
constituent  organizations  for  increased  appropriations. 

New  Charter  for  Engineering  Education 

Engineering  education  in  this  country  now  has  a  char- 
ter to  guide  its  development.  In  1939  a  special  committee 
of  the  Society  for  the  Promotion  of  Engineering  Educa- 
tion undertook  the  statement  of  an  educational  philoso- 
phy and  the  formulation  of  definite  objectives  that  might 
serve  as  the  basis  for  the  design  of  programs  in  engineer- 
ing education.  After  extended  work  by  the  committee, 
representing  a  wide  spread  of  points  of  view,  the  S.P.E.E. 
issued  the  report  "  Aims  and  Scope  of  Engineering  Cur- 
ricula." 

In  view  of  the  fact  that  the  recommendations  of  this 
report  naturally  had  definite  relationship  to  the  question 
of  accrediting,  the  report  was  submitted  to  the  Engineers' 
Council  for  Professional  Development  at  the  October, 
1940  meeting,  at  which  President  Donald  B.  Prentice  of 
the  S.P.E.E.  made  a  statement  regarding  this  relationship 
to  the  Council's  work.  The  Council  of  course  referred  the 
matter  to  the  Committee  on  Engineering  Schools,  and  I 
am  happy  to  note  in  the  report  of  Chairman  Potter  of 
this  Committee  that  the  provisions  in  the  S.P.E.E.  docu- 
ment have  been  endorsed  by  this  Committee. 

For  its  educational  leadership  and  the  contribution  thus 
made  toward  professional  development  by  the  Society  for 
the  Promotion  of  Engineering  Education,  the  E.C.P.D. 
should  be  most  grateful,  and  I  here  express  such  gratitude 
on  behalf  of  the  Council. 

E.C.P.D.  Activities 

The  work  of  the  several  Committees  is  fully  reported  by 
the  chairmen,  but  there  are  a  few  items  that  I  also  wish 
to  mention. 

In  connection  with  Selection  and  Guidance,  the  Council 
was  very  appreciative  of  the  proposal  made  by  President 
Cullimore  of  Newark  College  of  Engineering  and  spon- 
sored by  Dean  Sackett's  Committee.  It  related  to  a  joint 
study  of  the  E.C.P.D.  and  S.P.E.E.  on  "  Aptitude  Tests 
and  Selective  Devices  "  which  have  proved  to  be  most 
effective  in  the  selection  of  engineering  students.  The 
Council  enthusiastically  approved  the  project,  which  it 
was  estimated  would  cost  $4,500,  and  expressed  its  grati- 
tude to  President  Cullimore  for  his  interest  and  his  wil- 
lingness to  find  the  funds  to  finance  the  project. 

Another  item  is  the  pamphlet  "  Engineering  as  a  Ca- 
reer." After  protracted  study  and  repeated  revisions, 
Chairman  Sackett  of  the  Committee  on  Selection  and 
Guidance  presented  it  in  manuscript  to  the  Council  meet- 
ing in  October,  1940.  The  Council  expressed  its  gratitude 
to  Dean  Sackett  for  his  untiring  work  in  this  connection 
and  approved  the  manuscript  for  publication  provided 
funds  could  be  obtained  for  the  purpose,  and  subject  to 
review  and  approval  by  the  Committee  on  Information. 
There  was  available  from  the  sale  of  the  old  pamphlet  a 
balance  of  approximately  $2,000,  which  was  about  one- 
half  of  the  amount  required  for  publication  of  a  new 
pamphlet.  The  Chairman  of  E.C.P.D.  explored  without 
avail  every  possible  source  of  financial  assistance  that  had 
been  suggested.  Hence  the  only  recourse  seemed  to  be  a 
revision  of  the  pamphlet  which  would  reduce  its  volume 
and  expense  to  a  level  that  could  be  financed  by  the  funds 
that  were  available.  This  problem  was  reviewed  by  the 
Committee  on  Information,  and  its  proposal  to  undertake 
the  revision  was  later  reviewed  and  approved  by  the  Ex- 


ecutive Committee,  the  revised  manuscript  subject  to  ap- 
proval by  the  Executive  Committee.  The  revision  will  be 
ready  for  review  and  approval  at  the  October,  1941  meet- 
ing of  the  Executive  Committee.  It  is  to  be  hoped  that 
the  new  pamphlet  will  promptly  make  its  appearance  af- 
ter the  October  meeting,  because  there  is  great  demand — 
about  10,000  copies  per  year — and  the  stock  of  the  old 
pamphlet  is  exhausted. 

The  major  effort  of  the  Committee  on  Engineering 
Schools  has  of  course  been  in  connection  with  the  accred- 
iting program.  The  statesmanlike  manner  in  which  the 
numerous  difficult  problems  of  the  Committee  have  been 
handled  by  Dean  Potter  and  his  colleagues  has  greatly 
enhanced  the  prestige  of  E.C.P.D.  Dean  Potter's  second 
term  on  the  Committee  on  Engineering  Schools  expires 
this  year,  and  it  is  with  sincere  regret  that  the  Council 
will  lose  his  distinguished  leadership.  Needless  to  say, 
his  contributions  toward  the  work  of  E.C.P.D.  were  not 
confined  alone  to  the  activities  of  the  Committee  on  En- 
gineering Schools  but  spread  over  the  whole  program, 
including  an  extremely  important  role  in  connection  with 
the  financial  support  of  the  Council's  work.  And  for  all  of 
this,  I  speak  the  gratitude  of  his  colleagues  on  the  Coun- 
cil. 

The  Committee  on  Professional  Training  also  will  lose 
the  leadership  of  its  present  chairman.  Mr.  S.  D.  Kirk- 
patrick,  who  was  vice-chairman  during  1939-40  and 
chairman  during  the  current  year,  will  be  obliged  to  give 
up  the  chairmanship  next  year  on  account  of  his  accept- 
ing the  honor  and  new  responsibility  of  the  presidency  of 
the  American  Institute  of  Chemical  Engineers.  During 
his  first  term  as  a  member  and  later  as  vice-chairman  of 
the  Committee  on  Professional  Training,  he  had  made 
important  contributions  to  the  Council's  work,  and  in  his 
brief  term  as  chairman  of  the  Committee  he  has  carried 
forward  the  program  with  the  same  characteristic  thought 
and  vigor.  We  are  grateful  to  him  and  reluctantly  give 
him  up  to  the  leadership  of  his  own  profession. 

Of  all  the  problems  with  which  E.C.P.D.  has  dealt, 
professional  recognition  has  proved  the  most  perplexing. 
The  difficulty  lies  primarily  and  inherently  in  the  fact 
that  the  profession  of  engineering  is  itself  in  a  state  of 
evolution  and  hence  there  has  not  yet  been  evolved  a 
definite  concept  that  would  receive  general  acceptance 
as  to  what  constitutes  the  profession.  Without  this,  there 
is  little  promise  of  arriving  at  a  consensus  as  to  criteria  of 
professional  recognition.  The  persistent  and  unremitting 
work  of  Professor  C.  F.  Scott,  chairman  of  the  Committee 
on  Professional  Recognition,  is,  I  believe,  bringing  a  grad- 
ual clarification  of  the  elemental  considerations  that  must 
be  dealt  with  before  a  satisfactory  solution  of  the  problem 
can  be  achieved.  With  certain  de  facto  forms  of  recogni- 
tion in  different  areas  and  with  slowly  crystallizing  con- 
cepts of  what  the  profession  is,  Professor  Scott  and  his 
Committee  aim  first  to  secure  clarification  of  thought  and 
views,  recognizing  that  the  reconcilation  or  adjustment  of 
fundamentally  different  concepts  calls  not  for  precipitous 
action  but  for  continuing  long-range  study  and  pursuit. 
Following  E.C.P.D.  methods  it  begins  with  youth,  con- 
centrating on  the  engineering  student  by  aiming  to  arouse 
his  interest  in  understanding  the  engineering  profession 
and  "  Professional  Recognition  " — the  goal  he  seeks.  The 
Committee  observes  that  the  immediate  objective  of  E.C. 
P.D. — "  the  development  of  the  young  engineer  to  profes- 
sional standing" — concerns  the  individual;  but  its  cul- 
minating aim — "  greater  effectiveness  in  dealing  with 
technical,  social,  and  economic  problems  " — calls  for 
group  action,  a  profession.  The  young  engineer  is  but  par- 
tially developed  if  he  lacks  the  capability  and  the  attitude 
for  group  action  in  a  profession. 

The  work  of  the  Committee  on  Ethics  was  inherited 
from  the  American  Engineering  Council  when  the  latter 
dissolved.  At  its  meeting  in  January,  1941,  the  Executive 


30 


January,  1942     THE  ENGINEERING  JOURNAL 


Committee  voted  to  take  over  the  sponsorship  of  this 
work,  and  the  Committee  on  Ethics  under  the  chairman- 
ship of  Professor  D.  C.  Jackson,  and  with  a  few  additional 
members  appointed  by  the  Council,  has  continued  the 
study  and  preparation  of  a  code  of  ethics.  The  Committee 
has  made  a  progress  report  including  a  preliminary  ten- 
tative draft.  I  strongly  recommend  that  the  Council  re- 
quest the  Committee  to  continue  its  study  and  look  for- 
ward to  having  a  final  report  at  the  Annual  Meeting  in 
1942. 

The  educational  campaign,  to  which  I  have  already 
referred,  is  another  Council  activity  that  I  wish  to  touch 
more  specifically.  There  have  been  three  lines.  One  was 
the  Chairman's  report  to  the  Boards,  "  E.C.P.D.  Should 
Look  Ahead,"  which  gave  not  only  the  Chairman's  view 
as  to  the  opportunities  and  responsibilities  that  lie  before 
E.C.P.D.  but  also  a  brief  report  of  the  active  work  of  the 
several  committees.  The  second  was  the  plan  of  the  Com- 
mittee on  Information  to  prepare  for  the  press,  especially 
for  the  publications  reaching  members  of  the  engineering 
profession,  informative  releases  regarding  the  work  of  the 
Council.  And  finally  a  plan  was  made  to  encourage  ses- 
sions at  meetings  of  the  constituent  organizations  at 
which  the  work  of  E.C.P.D.  would  be  presented  and  dis- 
cussed. There  have  been  two  such  meetings  and  two  more 
are  scheduled,  as  reported  by  Professor  Scott,  chairman 
of  the  Committee  on  Professional  Recognition,  who  has 
taken  a  leading  interest  in  this  plan. 

In  this  latter  connection,  a  report  from  Mr.  J.  F.  Fair- 
man,  an  American  Institute  of  Electrical  Engineers  rep- 
resentative on  the  Council,  includes  an  idea  which  I  think 
is  highly  significant.  It  is  that  the  way  to  achieve  under- 
standing of  and  active  interest  in  the  purposes  of  E.C.P. 
D.  by  the  members  of  the  constituent  organizations  is  to 
have  the  local  chapters  take  an  active  hand;  and  that  the 
way  to  bring  this  about  is  to  have  the  whole  matter,  in- 
cluding a  plan,  discussed  at  the  regular  Session  of  Officers, 
Delegates,  and  Members  at  the  A.I.E.E.  annual  conven- 
tion. These  are  the  people  responsible  for  section  activi- 
ties, and  if  they  understand  the  plan  and  are  convinced, 
something  will  come  of  it  when  they  go  back  home.  It 
is  the  conclusion  of  Mr.  Fairman  and  his  associates  that 
the  most  likely  of  the  Council's  problems  about  which  the 
local  Sections  might  become  active  is  that  of  Selection  and 
Guidance.  Their  work  might  be  patterned  along  the  lines 
of  the  procedure  already  developed  in  certain  metropoli- 
tan areas  in  connection  with  the  work  of  the  Committee 
on  Selection  and  Guidance.  Once  this  was  under  way,  a 
second  step  taken  by  a  section  might  be  in  relation  to  the 
work  of  the  Committee  on  Professional  Training  in  help- 
ing young  graduates  to  become  appropriately  oriented 
and  active  in  their  own  professional  development.  And 
so  on.  This  general  point  of  view  and  plan  seem  to  me 
most  promising,  and  the  fact  that  the  A.I.E.E.,  through 
the  leadership  of  Mr.  Fairman  and  his  associates,  is  pro- 
ceeding along  these  lines  is  most  encouraging. 

Technical  Institutes 

The  relationship  of  technical  institutes  to  the  whole 
scheme  of  technological  education  in  this  country  has 
been  a  matter  of  continuing  concern  to  the  Council.  In 
his  annual  report  last  year  Chairman  Perry  outlined  the 
beginning  of  active  consideration  of  this  problem  under 
the  sponsorship  of  E.C.P.D.  President  Parke  Rexford 
Kolbe  of  Drexel  Institute  of  Technology  and  Dean  H.  P. 
Hammond  of  Pennsylvania  State  College  have  under- 
taken the  leadership  in  this  important  and  difficult  mat- 
ter. President  Kolbe  called  a  meeting  of  officers  of  a  num- 
ber of  technical  institutes,  and  as  a  result  a  petition  was 
submitted  to  E.C.P.D.  that  it  consider  the  problem  of  ac- 
crediting  of   technical   institutes.   This   was   referred   by 


Chairman  Perry  to  the  Committee  on  Engineering 
Schools,  but  after  consideration  it  became  clear  in  this 
Committee  that  the  question  was  too  involved  to  allow  a 
prompt  decision  to  be  reached;  it  was  then  recommended 
that  a  sub-committee  including  President  Kolbe  be  ap- 
pointed to  continue  study  of  the  problem,  and  this  was 
done. 

Constituent  Membership 

Since  the  organization  of  E.C.P.D.  the  question  has 
arisen  from  time  to  time  as  to  whether  the  constituent 
membership  should  be  increased.  As  reported  by  Chair- 
man Perry  last  year,  The  Engineering  Institute  of  Cana- 
da was  welcomed  as  a  new  member  of  the  Council,  and 
this  was  done  through  the  unanimous  decision  of  the  ex- 
isting member  organizations  to  recognize  the  common 
purposes  and  interests  of  engineers  of  the  two  great  coun- 
tries in  connection  with  professional  development.  The 
international  aspect  of  this  move  placed  it  in  an  altogeth- 
er special  category  as  regards  institutional  membership. 
There  have  been  other  problems  in  connection  with  engi- 
neering organizations  in  the  United  States,  but  the  Coun- 
cil has  not  yet  found  it  possible  to  dispose  finally  of  the 
question  of  general  policy  here  involved. 

Finances 

E.C.P.D.  is  solvent,  but  the  financial  situation  is  cer- 
tainly not  all  that  might  be  desired.  As  one  indication  of 
the  limitations  on  its  work  I  would  mention  that  the 
funds  available  to  the  standing  committees,  excepting  the 
Committee  on  Engineering  Schools,  for  the  important 
work  they  are  expected  to  pursue,  are  limited  in  each  case 
within  the  range  of  $300  to  $600.  One  of  the  immediate 
problems  before  the  Council  is  the  provision  of  something 
approaching  a  reasonable  appropriation  in  these  cases. 

The  financing  of  the  work  of  the  Committee  on  Engi- 
neering Schools  has  had  special  aspects,  as  I  have  indic- 
ated earlier  in  this  report.  The  problem  of  policy  as  to 
whether  engineering  schools  should  be  assessed  for  re-in- 
spection of  curricula  was  determined  by  the  Executive 
Committee  at  its  meeting  in  March:  the  schools  were  not 
to  be  assessed.  Accordingly,  constituent  bodies  were  ap- 
proached by  the  Chairman  with  the  request  that  they  in- 
crease their  appropriations  to  the  work  of  the  Council 
in  order  that  this  policy  might  be  carried  out.  I  am  grat- 
ified to  report  that  the  American  Institute  of  Electrical 
Engineers,  the  American  Society  of  Mechanical  Engineers, 
and  the  American  Institute  of  Chemical  Engineers  have 
doubled  their  appropriations,  and  that  the  American  So- 
ciety of  Civil  Engineers  will  act  upon  our  request  in  De- 
cember. Thus  it  seems  clear  that  we  shall  be  able  to  car- 
ry out  the  policy  adopted  by  the  Executive  Committee, 
and  I  express  the  Council's  gratitude  to  the  organizations 
that  are  making  this  possible. 

I  would  report  one  further  action  of  the  Executive 
Committee.  After  considerable  deliberation  as  to  respon- 
sibility for  the  securing  of  funds  for  the  Council's  work, 
the  Executive  Committee  decided  for  the  present  year  to 
expand  the  Ways  and  Means  Committee  to  include  one 
representative  from  each  of  the  constituent  groups.  In 
the  absence  of  any  action  by  the  Ways  and  Means  Com- 
mittee, the  Chairman  of  E.C.P.D.,  with  such  assistance 
as  he  could  find — and  he  found  good  assistance — has 
taken  the  initiative  in  raising  funds,  and  he  is  very  grate- 
ful to  Messrs.  Potter,  Seabury,  Fairman,  Davies,  Steven- 
son, Tyler,  and  Dodge. 

I  close  this  report  with  an  expression  of  my  great  ap- 
preciation of  the  co-operative  attitude  and  interest  of  the 
officers,  committees,  and  members  of  the  Council,  and  I 
feel  sure  that  their  work  during  the  year  has  given  new 
impetus  to  the  Council's  programs  at  a  time  when,  for 
the  welfare  of  the  country,  this  is  most  important. 


THE  ENGINEERING  JOURNAL     January,  1942 


31 


Abstracts  of  Current  Literature 


BRITAIN  SCRAPS  WHOLE  RAILWAY 

From  Robert  Williamson,  London,  Eng. 

Britain  is  throwing  a  whole  railway  into  the  mobiliza- 
tion of  iron  and  steel  for  the  war.  Although  it  is  an  old 
railway,  its  rails  alone  will  add  to  the  resources  of  Britain 
enough  steel  for  no  fewer  than  384,000  rifles. 

Until  1937  the  trains  of  the  Welsh  Highland  Railway 
chugged  over  some  of  the  loveliest  scenery  in  the  Princi- 
pality. But  in  that  year  it  ceased  to  function  and  the 
grass  began  to  grow  along  its  28  miles  of  permanent  way. 

Now  the  rails,  which  are  modern,  are  being  taken  up, 
1,200  tons  of  them.  They  will  be  relaid  elsewhere  on  sid- 
ings needed  for  the  war  effort,  so  setting  free  steel-making 
capacity  for  armament  manufacture. 

The  two  old  locomotives  are  for  the  dismantler's  yard 
and  metal  from  the  rolling  stock  is  for  the  same 
destination. 

The  railway  is  but  an  item  in  a  nation-wide  hunt  for 
metal  to  turn  into  rifles,  Tommy  guns  and  tanks,  into 
armour  plate  for  battleships  and  armoured  coastal  de- 
fences. 

A  Doomsday  Book  of  park,  street  and  house  railings, 
of  ancient  steam  rollers,  engines  and  boiler-house  plant  is 
being  prepared  and  already  on  walls  bills  have  been 
posted  proclaiming  the  Government's  requisitioning  of 
them.  Among  the  first  to  respond  has  been  the  King 
himself  with  many  tons  of  the  railings  of  Buckingham 
Palace  for  the  collection. 

ALUMINIUM  AFTER  THE  WAR 

From  Trade  &  Engineering  (London),  October,  1941. 

The  cessation  of  hostilities  will  release,  for  more 
peaceful  purposes,  vast  quantities  of  aluminium  and  its 
alloys.  Doubt  has  been  expressed  in  many  quarters  as  to 
whether  the  war-time  output  of  the  metal  can,  without 
artificial  stimulus,  be  absorbed  in  times  of  peace,  but  those 
familiar  with  the  trends  of  aluminium  consumption  before 
the  war  entertain  no  doubt  but  that  the  demand  for  light- 
weight products  will  be  sufficient  to  absorb  even  the  present 
large  output. 

In  one  field  in  particular,  that  of  architecture,  both 
structural  and  decorative,  there  will  undoubtedly  be  a 
considerable  increase  in  aluminium  consumption  over  that 
experienced  up  to  the  outbreak  of  war.  The  experience 
which  has  been  gained  in  forming  or  building  up  large 
components  for  the  great  aircraft  and  flying-boats  now 
in  use  will  be  of  direct  value  to  architects  and  construc- 
tional engineers.  Another  factor  which  will  contribute 
largely  to  the  use  of  aluminium  in  building  construction 
is  the  reduction  in  costs  of  handling  and  in  the  fatigue  of 
personnel  which  is  a  result  of  the  low  weight  of  the 
material. 

The  high  coefficient  of  thermal  expansion  of  the  metal 
has  on  occasion  been  advanced  as  an  argument  against  its 
employment  in  large  structures,  but  this  can  be  readily 
overcome,  as  it  has  been  in  the  past,  by  making  the  neces- 
sary provisions  for  expansion  and  contraction.  When  ex- 
truded sections  are  used  it  is  possible  to  accomplish  this 
by  means  of  slip  joints  at  junctions  of  the  members,  but 
where  solid  lengths  or  cast  aluminium  spandrels  are  placed 
between  masonry  jambs  plastic  caulking  material  will  be 
necessary  at  the  joints. 

Many  factors  are  likely  to  contribute  to  the  extended 
use  of  aluminium.  First  must  rank  the  fact  that  a  sub- 
stantial reduction  in  price  will  be  effected  immediately 


32 


Abstracts    of   articles    appearing    in 
the  current   technical  periodicals 


war-time  restrictions  regarding  price  control  are  removed. 
This  must  inevitably  follow  as  a  natural  consequence  of 
the  vast  expansion  of  aluminium  production  and  the 
rationalization  which  has  occurred  with  regard  to  the 
economic  use  of  the  large  supplies  of  high-quality  scrap 
now  available. 

Improvements  in  technique  resulting  from  the  war-time 
programme  of  aircraft  construction  will  also  be  potent 
factors  in  increasing  consumption  of  aluminium  for  archi- 
tectural purposes.  In  particular  the  advances  made  in  ex- 
trusion technique,  especially  with  regard  to  the  production 
of  bulky  sections  in  long  lengths,  will  prove  to  be  of  im- 
portance. Casting  techniques  have  also  been  improved, 
particularly  with  regard  to  the  production  of  gravity  and 
pressure  die  castings.  These  processes  are  naturally  of 
value  in  cases  where  large  quantity  production  is  contem- 
plated. The  machining  of  aluminium  alloys  has  also  been 
intensively  investigated,  particularly  in  connection  with 
the  use  of  recently  developed  hard  metal  and  diamond  tools. 

AMERICAN  WAR  INDUSTRY 

From  Civil  Engineering  and  Public  Works  Review  (London), 
November,  1941 

The  rapid  expansion  of  the  American  war  effort  in  the 
factories  is  being  reflected  in  the  vast  increase  of  the 
production  of  various  component  parts.  The  number  of 
factories  is  being  rapidly  increased  and  the  existing  ones 
are  being  extended  as  rapidly  as  human  ingenuity  and 
labour  can  devise. 

Few  branches  of  the  war  industry  have  shown  a  greater 
degree  of  expansion  than  the  manufacture  of  aeroplanes. 
This  is  well  seen  in  the  rapid  development  of  the  aluminium 
production  industry,  particularly  of  one  company,  the 
Aluminium  Company  of  America.  This  company  is  fast 
bringing  to  completion  the  expansions  of  its  plants  at  Los 
Angeles,  California,  and  at  Lafayette,  Indiana. 

In  1937,  in  order  to  serve  the  aeroplane  industry  more 
effectively,  the  company  bought  15  acres  of  land  in  Vernon, 
Los  Angeles,  and  erected  on  it  a  sand  and  permanent -mould 
foundry  and  forge  plant.  The  works  was  completed  early 
in  1938.  At  the  start  of  the  war,  the  Vernon  works  had  a 
capacity  of  100,000  lb.  of  aluminium  alloy  forgings,  and 
424,000  lb.  of  sand  and  permanent-mould  castings  a 
month. 

In  the  spring  of  1940,  an  expansion  of  the  facilities  in 
Vernon  was  announced.  This  expansion  included  the 
addition  of  an  extrusion  works  and  a  rivet  plant,  as  well  as 
additions  and  betterments  to  the  existing  aluminium 
foundry  and  forge  plant.  To  carry  on  this  expansion,  the 
company  acquired  an  adjacent  30  acres  of  land. 

The  buildings  necessary  to  house  the  additional  manufac- 
turing facilities  in  Los  Angeles  have  now  been  completed 
and  the  equipment  is  rapidly  being  installed  to  handle  the 
increased  production,  so  that  very  shortly  the  sand  and 
permanent-mould  casting  capacity  will  have  been  in- 
creased to  593,000  lb.  a  month  (an  increase  of  40  per  cent.), 
and  the  forging  capacity  to  450,000  lb.  a  month  (an  in- 
crease of  350  per  cent.)  ;  while  the  new  extrusion  plant  will 
be  turning  out  extruded  shapes  at  the  rate  of  1,019,000  lb. 
a  month  ;  and  the  new  rivet  plant, .  rivets  at  the  rate  of 
70,000  lb.  a  month.  By  March,  1942,  the  forging  capacity 
of  the  Vernon  works  will  have  been  increased  an  additional 
50,000  lb.  a  month. 

January,  1942     THE  ENGINEERING  JOURNAL 


STRONG  AS  CAST  IRON 

From  Robert  Williamson,  London,  Eng. 

After  two  years'  continuous  research,  Great  Britain  is 
today  able  to  introduce  pottery  into  many  new  fields  of 
British  industry  to  take  the  place  of  metals,  alloys,  glass, 
rubber  and  wood,  on  the  use  of  which  restrictions  have  in- 
evitably been  placed  in  war  time. 

High  grade  chemical  stoneware  comparable  with  grey 
cast  iron  in  mechanical  strength  can  now  be  used  in  place 
of  metal  for  pipe  lines  and  also  for  packing  purposes 
either  in  relatively  small  units  or  in  bulk. 

These  novel  ceramic  wares  have  certain  advantages 
over  the  materials  in  former  use.  They  resist  rust  and 
contamination;  they  can  be  turned  into  an  almost  unlim- 
ited number  of  shapes  and  sizes,  and  they  are  proof  against 
all  corrosive  chemicals  except  hydrofluoric  acid  and  hot, 
strong  caustic  alkalis. 

The  new  pottery  is,  moreover,  prepared  with  such  scien- 
tific thoroughness  and  fired  in  the  kilns  at  such  a  high 
temperature,  1250  deg.  C.  or  more,  that,  in  compression 
strength  it  resembles  metals  rather  than  the  fragile  china 
or  earthenware  ornaments  of  the  home. 

New  applications  of  ceramic  materials  have  also  been 
introduced  in  recent  months  to  textiles,  rayon,  paper- 
making,  printing,  soap,  perfumery,  cosmetics,  brewing  and 
food  manufacture  industries  and  to  many  branches  of  the 
chemical,  metallurgical  and  electrical  industries. 

THE  AUTOMATIC  DETECTION  OF 
INCENDIARY  BOMBS 

From  Engineering  (London),  September  5th,  1941 

A  brief  reference  was  made  in  the  issue  oV  Engineering 
for  June  6  of  this  year,  page  448,  to  the  employment  of 
the  light-sensitive  selenium  cell,  known  as  the  Radiovisor, 
in  the  detection  of  incendiary  bombs,  but  some  data  result- 
ing from  a  recent  investigation  are  sufficient  to  justify  a 
more  detailed  account.  The  investigation  was  made  to 
determine  to  what  extent  serious  fires  have  occurred  in 
factories  from  undetected  incendiary  bombs.  In  nearly  every 
case  the  fire-watching  organization  was  efficient  in  the  fac- 
tory concerned  and  was  able  to  get  every  bomb  in  sight 
under  control  without  difficulty,  it  being  the  undiscovered 
bombs  which  had  fallen  on  roofs  or  in  such  places  as  closed 
yards  which  were  responsible  for  the  subsequent  damage. 
It  is  stated  that  in  over  70  per  cent,  of  the  cases  investigated 
the  persons  responsible  for  the  safety  of  the  factory  stated 
that  their  organization  would  have  been  quite  capable  of 
getting  all  the  fires  under  control  had  they  known  their 
whereabouts  precisely.  This  does  not  imply  that  the  patrol- 
ling was  not  efficient;  the  obvious  reaction  to  an  incendiary 
bomb  attack  is  to  put  out  those  bombs,  or  the  fires  they 
may  be  starting,  which  are  in  the  immediate  vicinity  of  the 
patrols.  It  is  possible,  moreover,  that  some  of  these  bombs 
may  fall  in  positions  in  which  they  will  do  no  damage  and 
may  thus  be  left  for  later  attention  or  perhaps  even  left  to 
burn  themselves  out.  In  the  meantime  a  bomb  on,  say  a 
roof,  may  escape  notice  until  a  fire  difficult  to  control  has 
been  caused. 

The  primary  requirement  is,  clearly,  the  indication  of 
the  location  of  every  bomb  and  the  grouping  of  the  indi- 
cations in  a  central  position.  This  enables  the  persons  in 
charge  at  the  central  position  to  send  fire-fighting  squads 
to  the  exact  spot  at  which  the  bomb  has  fallen  and,  Û  the 
attack  is  heavy,  to  distribute  these  squads  to  the  positions 
involving  a  heavy  fire-risk;  first,  for  example,  to  paint  stores, 
pattern  shops  and  woodworking  shops,  that  is,  assuming 
the  personnel  is  not  sufficient  to  deal  with  all  the  fires  at 
once.  The  bombs  which  fall  in  localities  involving  little  fire 
risk,  such  as  yards,  brick  buildings  containing  stored  metal 
and  the  like,  should  there  be  a  shortage  of  personnel,  may 


be  dealt  with  subsequently.  The  locating  of  all  bomb  sites 
should  be  accompanied  by  means  for  discrimination,  should 
such  discrimination  be  necessary.  The  system  of  detection 
by  the  selenium  cell  referred  to  in  our  previous  note  would 
seem  to  meet  these  requirements.  It  has,  indeed,  proved 
effective  in  factories  in  which  it  has  already  been  installed. 
This  system  has  been  developed,  as  indicated  in  the  pre- 
vious note,  by  Messrs.  Mortimer,  Gall  and  Company, 
Limited,  115-117,  Cannon-street,  London,  E.C.4. 

In  practice,  the  selenium  detectors  are  installed  in  the 
works  in  positions  which  appear  to  be  most  suitable.  Each 
detector  will  cover  an  area  ranging  from  8,000  sq.  ft.  to 
10,000  sq.  ft.  of  open  workshop.  Usually  some  are  installed 
inside  and  some  outside.  A  common  and  effective  position 
for  the  outside  detectors  is  on  the  ridges  of  the  saw-tooth 
or  north-light  roof  often  adopted  for  shops  of  considerable 
area.  A  detector  is  not  needed  on  every  ridge,  but  on  alter- 
nate ones  only,  as  the  valleys  of  the  ridge  without  a  detector 
are  effectively  covered  by  the  detectors  on  the  ridges  on 
each  side  of  it.  The  valleys  of  such  roofs  are  particularly 
dangerous  spots,  since  the  roof  purlins,  when  of  wood,  are 
easily  ignited  from  bombs.  The  gutters  into  which  a  bomb 
might  roll  are  best  protected  by  a  covering  of  expanded 
metal.  The  detectors  are  easily  attached  and  on  some 
sites  on  roofs  are  protected  by  a  small  canopy  so  that 
they  will  not  respond  to,  say,  a  gunflash  and  so  give  a 
false  alarm. 

There  is  a  set  of  electrical  apparatus  for  each  selenium 
detector,  the  wiring  between  the  two  usually  carrying  cur- 
rent at  50  volts.  The  supply  to  the  apparatus  may  be  at 
100  volts,  200  volts,  or  250  volts,  and  may  be  either  alter- 
nating current  or  direct  current.  The  terminals  to  which 
the  detector  is  connected  are  seen  at  the  bottom  left-hand 
corner  of  the  case.  Above  them  is  a  sensitivity  control  knob, 
and  to  the  right  a  reset  switch.  The  other  terminals  are  for 
the  bell  and  indicator  leads.  An  earthing  terminal  is  pro- 
vided. The  electrical  apparatus  includes  transformers.  The 
current  for  the  detector  has  already  been  mentioned;  that 
for  the  bell  and  indicator  circuit  is  supplied  from  an  inde- 
pendent battery  and  varies  from  4  volts  to  24  volts,  accord- 
ing to  the  lay-out.  The  electrical  cases  can  be  arranged  in 
groups  of  three  or  four  in  any  convenient  place  in  the  shops. 
The  indicator  panel  and  alarm  bell  are  situated  in  the  room 
of  the  works  A.R.P.  controller.  Each  dial  of  the  indicator 
is  labelled  in  accordance  with  the  position  of  the  detector 
actuating  it,  and  the  panels  have  generally  a  much  larger 
number  of  windows  than  the  demonstration  set  shown. 

In  the  event  of  a  number  of  incendiary  bombs  falling  on 
a  works,  more  than  one  of  the  detectors  will  most  probably 
be  actuated,  when  the  warning  bell  will  ring  and  the  discs 
in  the  appropriate  windows  of  the  indicator  will  oscillate 
to  show  near  which  detector  stations  the  bombs  are  lying. 
The  vulnerability  of  the  sections  concerned  can  be  imme- 
diately assessed  and  the  fire-parties  allocated  accordingly. 
The  allocation  of  men  is,  of  course,  a  matter  for  the  works 
concerned,  but  it  may  be  of  interest  to  cite  an  example 
in  a  works  in  which  the  selenium-cell  detection  system  is 
fitted.  In  this  works  the  controller  is  provided  with  a  tabu- 
lated list  of  departments  showing  the  minimum  number  of 
men  that  should  be  dispatched  to  that  department  in  case 
an  incendiary  bomb  should  fall  in  it.  The  actual  list  is  in 
the  following  form:  pattern  shop,  3  men;  paint  shop,  4  men; 
office  block  (west),  6  men;  office  block  (east),  4  men;  load- 
ing bank,  1  man,  and  so  on.  The  problem  of  the  undiscov- 
ered delayed-action  incendiary  bomb  is  also  solved  by  the 
system  above  described. 

An  interesting  development  concerns  the  security  of 
special  offices  and  rooms  to  which  access  is  permissible  in 
cases  of  emergency  only.  This  consists  of  a  box  attached  to 
the  door  of  the  room  and  having  a  slot  into  which  the  door 
key  is  dropped  when  the  door  has  been  locked.  The  key 
remains  inaccessible,  but  when  normal  access  is  required  it 
can  be  caused  to  fall  out  into  a  tray  at  the  front  of  the  box 
by  the  operation  of  a  switch  on  the  control  room.  In  an 


THE  ENGINEERED  JOURNAL     January,  1942 


33 


emergency,  as  when  incendiary  bombs  fall,  it  is  delivered 
automatically,  since  the  actuating  mechanism  is  connected 
with  the  detector  system. 

GATEWAY  TO  MIDDLE  EAST 

From  Robert  Williamson,  London,  England 

The  Turkish  Government  have  given  London  engineers 
a  contract,  worth  some  £200,000,  to  reconstruct  habour 
works  at  Alexandretta,  consisting  of  a  jetty  with  screwed- 
cylinder  foundation,  sheds,  railway  lines  and  cranes. 

It  is  understood  that  a  similar  contract  is  pending  for 
the  port  of  Mersin  across  the  gulf,  the  base  of  a  Turkish 
army  corps.  Both  Alexandretta  and  Mersin  are  connected 
by  rail  with  Aleppo.  The  fact  that  they  are  so  near  this 
vital  railway  link  between  Turkey  and  Iraq,  dominating 
North  Persia  and  the  Middle  East,  gives  both  ports  con- 
siderable military  importance,  apart  from  their  value  at 
the  moment  for  trade  between  Turkey  and  Great  Britain. 

Alexandretta  has  8,000  sq.  metres  of  covered  warehouses, 
but  there  are  no  quays  or  dry  docks.  The  harbour  is  not 
protected  by  breakwaters,  although  it  is  sheltered  and  gives 
the  safest  anchorage  all  the  year  round  in  that  part  of  the 
world.  Ships  anchored  half  a  mile  from  the  shore  discharge 
their  cargoes  into  lighters  and  other  small  craft  for  which 
there  is  a  basin  80  ft.  long. 

THE  DESERT  AND  THE  SOWN 

From  Civil  Engineering  and  Public  Works  Revieiv  (London), 
November,  1941 

This  aspect  of  the  work  of  the  engineer  is  of  the  greatest 
political  and  economic  importance.  Over  vast  regions  of 
the  surface  of  the  globe  there  stretches  desert  conditions 
which  render  the  human  occupation  of  hundreds  of  thou- 
sands of  square  miles  quite  impossible.  A  glance  at  a  map 
of  the  world  shows  that  these  arid  places  tend  to  girdle  the 
earth  as  two  zones  lying  just  north  and  south  of  the  humid 
equatorial  regions.  To  the  north  and  to  the  south  lie  the 
temperate  zones  of  the  earth,  which  have  been  the  sites  of 
human  expansion  and  progress. 

As  the  growth  of  population  has  produced  an  expanding 
need  to  bring  fresh  land  under  cultivation  for  the  growth 
of  an  ever-increasing  demand  for  foodstuff,  there  has  been 
a  tendency  for  the  peoples  of  the  humid,  well-watered  areas 
to  spread  towards  the  less  well-watered  arid  regions.  The 
advance  into  these  areas  has  been  spasmodic  and  has 
fluctuated  according  to  the  needs  of  the  time. 

No  modern  country  illustrates  to  a  greater  degree  this 
tendency  than  the  United  States.  Every  year  sees  the 
completion  of  one  or  more  vast  schemes  for  bringing  the 
life-giving  water  to  some  arid  area  and  so  enabling  man  to 
encroach  more  and  more  into  what  would  otherwise  be 
inhospitable    and    uninhabitable    lands. 

This  modern  struggle  to  invade  and  occupy  the  desert 
fringes  is  no  new  phenomenon.  Each  year  brings  forth 
fresh  evidence  of  the  antiquity  of  this  struggle. 

Of  ancient  endeavours  in  this  direction  there  is  none 
more  fascinating  than  that  which  took  place  over  2,500 
years  ago  in  the  ancient  land  of  Sheba. 

To  the  layman  the  present-day  engineering  works  for 
the  conservation  of  water  and  its  distribution  to  the  desert 
lands  seems  a  modern  engineering  triumph.  Through  the 
ages  the  engineer  has  played  his  part  in  the  struggle  for 
human  expansion  and  betterment.  Few  sections  of  any 
community  have  made  so  great  a  contribution  to  human 
progress  as  the  civil  engineer. 

Recent  exploration  work  in  the  ancient  land  of  Sheba, 
the  modern  Yemen,  has  disclosed  the  great  part  played 
by  the  civil  engineer,  though  doubtless  he  was  not  known 
by  that  name  in  those  days,  in  the  development  of  the 
ancient  Sabaean  Kingdom  of  South- West  Arabia. 


For  long  it  has  been  a  matter  of  speculation  as  to  how  so 
virile  and  energetic  a  people  maintained  and  supported  life 
in  so  inhospitable  a  region. 

Najran,  Marib  and  Janf  were  the  most  important  centres 
of  ancient  Sabaean  culture.  Najran  has  been  described  as 
the  most  beautiful  oasis  of  Arabia,  situated  in  a  great 
valley  of  extensive  palm  groves.  Just  above  the  oasis  the 
valley  debouches  in  a  great  basin,  from  which  escape  its 
flood  waters  through  a  narrow  straits  between  sheer  walls 
barely  20  feet  wide.  Here  in  ancient  times  there  was  a  dam, 
the  marks  of  which  still  survive.  The  dam  was  apparently 
only  12  feet  high,  and  at  this  height  channels  were  cut  on 
either  side  to  take  the  impounded  water  when  it  rose  to 
that  level  at  the  dam.  The  dam  has  been  calculated  to  have 
had  a  capacity  of  100,000,000  gallons  of  water. 

Anything  above  this  amount  would  have  flowed  out  by 
the  side  canals.  In  the  dry  season  the  sluices  of  the  dam 
could  have  been  opened  to  allow  the  water  to  flow  into  the 
irrigation  channels. 

The  other  areas  of  irrigation  in  this  Sabaean  area  show 
remarkable  skill  in  the  conservation  and  distribution  of 
water  and  are  enduring  monuments  to  the  skill  of  these 
ancient  engineers. 

The  importance  of  these  ancient  works  is  shown  by  the 
interpretation  of  certain  inscriptions  dating  back  to  the 
7th  century  B.C.  These  relate  that  on  the  first  occasion 
when  the  great  dam  of  Marib  was  destroyed — whether  by 
seismic  disturbance  or  the  legendary  rat  which  is  supposed 
to  have  made  a  hole  through  it,  they  do  not  say — it  was 
repaired;  and  for  this  purpose  the  Sabaean  ruler  of  that 
date  mobilised  all  the  people  as  if  they  were  going  to  war 
and  by  their  united  effort  repaired  the  damage.  The 
inscription  records  some  interesting  details  with  regard  to 
the  number  of  oxen  and  the  number  of  loads  of  dates  and 
honey  consumed  on  that  occasion. 

Truly  man's  struggle  to  improve  his  lot  and  increase  his 
heritage  goes  far  back  into  ancient  history,  and  in  that 
struggle  the  engineer  and  his  skill  have  played  their  part. 

BLUEPRINTS  GO  WHITE 

From  our  London  Correspondent,  Robert  Williamson 

The  engineer's  prints  without  which  Britain  could  not 
produce  a  single  battleship,  tank,  or  aeroplane  or  even 
the  smallest  nut  or  bolt,  are  changing  their  colour.  The 
traditional  "  blueprint  "  is  gradually  being  replaced  by 
papers  giving  diagrams  in  black,  blue  or  brown  on  white 
instead  of  white  diagrams  on  blue. 

The  new  prints,  made  by  the  dyeline  process,  are  posi- 
tive instead  of  negative.  They  can  not  only  be  produced 
much  more  quickly  and  in  a  smaller  space  but  they  give 
a  clearer  background  and  a  stronger  line  less  subject  to 
fading,  so  helping  the  thousands  of  women  and  other  in- 
experienced recruits  in  war  production.  Moreover,  the  pa- 
per does  not  shrink,  as  does  the  "  blueprint  "  or  ferro  pa- 
per, and  the  designs  are  therefore  more  true  to  scale,  an- 
other advantage  to  the  semi-skilled.  A  valuable  feature 
is  that  the  surface  is  particularly  suitable  for  receiving 
ink  lines  or  colour  tints. 

Dyeline  prints  are  produced  by  two  processes.  In  one, 
the  dry  process,  the  developer  is  incorporated  in  the  pa- 
per itself,  and  when  this  is  run  over  a  light  with  the  orig- 
inal tracing  and  subjected  to  ammonia  gas,  the  drawings 
appear  on  the  blank  sheet  as  if  by  magic.  In  the  other, 
the  semi-dry  process,  a  special  solution  is  spread,  by 
means  of  a'  simple  machine,  over  the  surface  of  the  print. 
Here  again  development  is  instantaneous  and  the  prints 
dry  in  a  few  seconds. 

Dyeline  papers  have  been  manufactured  in  Britain  for 
some  years  past,  and  in  one  London  works  the  chemists 
have  been  experimenting  continuously  with  them  for  the 
past  fifteen  years. 


34 


January,  1942    THE  ENGINEERING  JOURNAL 


RUSSIA'S  AIR  FORCE 

From  Robert  Williamson,  London,  Eng. 

When  the  German  propaganda  spokesmen  loudly  as- 
serted at  the  start  of  the  Russian  campaign  that  the  war 
would  be  won  by  11th  August  on  the  Eastern  Front,  they 
gave  public  proof  that  they  were  guilty  of  several  major 
miscalculations.  And  chief  among  them  was  their  under- 
ration  of  Russia's  Air  Force. 

For  years,  the  belief  had  been  cleverly  fostered  abroad 
that  the  Soviet  warplanes  were,  at  best,  semi-obsolete  in 
type  and  poorly  manned.  But  behind  the  veil  of  secrecy 
flung  round  the  preparations  for  defence  against  the  pro- 
gram so  frankly  outlined  in  "  Mein  Kampf  "  Stalin  was 
building  up  an  air  force  that  gave  the  Luftwaffe  the 
greatest  shock  it  has  known  since  the  Battle  of  Britain. 

Russia's  fighters  include  six  different  types  in  her  first 
line  strength,  five  being  single-seat  and  one,  the  "  1  19 
(X)  ",  a  two-seater.  It  is  this  last-named  machine  which 
played  so  notable  a  part  in  maintaining  the  stubborn  re- 
sistance that  amazed  the  world,  for  not  only  has  the  "  1 
19  (X)  "  great  manoeuvrability  allied  to  high  speed,  it  is 
so  heavily  armed  that  the  second  member  of  the  crew 
acts  almost  solely  as  a  gun-loader. 

This  machine,  like  all  others  in  the  "  1  "  class,  is  of 
Russian  design  and  is  the  product  of  the  Soviets'  "  num- 
ber one  "  designer,  H.  N.  Polikarpoff.  With  a  ceiling  of 
approximately  40,000  ft.  and  a  reputed  top  speed  in  ex- 
cess of  400  m.p.h.,  it  is  one  of  the  finest  fighters  in  the 
world.  Indeed,  the  Russians  themselves  think  so  highly 
of  it  that  it  has  been  in  full  production  in  dozens  of  State 
aircraft  factories  for  over  a  year. 

A  newcomer  to  this  group  is  the  MI.G.3,  which  corre- 
sponds in  design  and  performance  with  Britain's  Hurri- 
canes and  Spitfires.  In  revealing  the  existence  of  this 
model,  previously  unknown  to  the  German  Air  Staff,  Lord 
Beaverbrook,  broadcasting  on  his  return  from  Moscow, 
has  characterised  it  as  more  than  a  match  for  the  Mes- 
serschmit. 

Bombers  Carry  4-Ton  Load  3,000  Miles 

Prominent  in  the  news  lately  is  a  new  Russian  bomber, 
unknown  to  the  world  until  mentioned  in  Lord  Beaver- 
brook's  broadcast.  This  is  the  Stormovik,  a  dive-bomber 
incorporating  features  of  the  Spitfire  and  ME109.  It 
has  proved  an  outstanding  success  in  attacking  troop  con- 
centrations and  breaking  up  enemy  formations. 

The  astute  policy  of  hiding  from  the  world  the  develop- 
ment of  the  Soviet  Air  Force  was  incidentally  assisted  by 
the  fact  that  Russia's  bombers  were  entirely  designed  by 
her  own  aeronautical  engineers.  In  fact,  of  the  ten  stan- 
dard bomber  and  two  dive-bomber  types  employed,  only 
two  have  been  at  all  influenced  constructionally  by  for- 
eign machines.  These  are  the  "  CKB  26,"  which  is  similar 
to  the  Martin,  and  the  "  TB3B  "  which  is  built  on  the 
principles  of  the  Junkers. 


Most  of  Russia's  bomber  types  are  designed  for  close 
co-operational  work  with  her  armies,  but  quite  early  on 
in  the  campaign  two  types  specifically  designed  for  long- 
range  strategical  bombing  did  much  valuable  work.  Two 
long-range  bombers  of  the  "  L  "  type  in  particular  are 
machines  of  outstanding  capabilities.  They  have  a  range 
of  as  many  as  3,000  miles  with  a  bomb  load  of  almost 
four  tons. 

No  nation  at  war  will  give  figures  of  its  first  line 
strength,  but  even  so,  it  is  possible  to  arrive  at  an  approx- 
imate figure  based  on  pre-war  reports. 

A  Russian  Air  Mission  official,  who  visited  England  in 
the  early  days  of  the  campaign,  stated  that  the  figure 
given  by  Marshal  Voroshilov  when  he  reported  to  the 
Central  Committee  of  the  U.S.S.R.  in  1939  on  Russia's 
first  line  strength,  had  been  more  than  doubled  since  the 
war  began.  In  his  report,  the  Marshal  stated  that  the  to- 
tal bomb  load  then  carried  on  one  flight  was  as  high  as 
6,000  tons. 

It  may,  therefore,  be  assumed  that  Russia  entered  the 
war  with  a  12,000-ton  bomb  load,  which,  allowing  an 
average  weight  of  two  tons  to  every  bomber,  gives  a  figure 
of  6,000  first  line  bombers.  Statistics  derived  from  the 
same  source  gave  Russia  some  three  thousand  first  line 
fighters  at  the  time  of  the  Nazi  invasion. 

Soviet's  1,100  Pilot  Schools 

Russia  is  fortunate  in  that  all  forms  of  raw  materials 
required  for  aircraft  construction  can  be  found  in  her 
own  country.  And  the  fact  that  all  her  main  aircraft  fac- 
tories were  established  beyond  the  range  of  Nazi  bombers 
enable  her  to  drive  forward  on  the  vital  task  of  produc- 
ing warplanes  unhindered  by  day  or  night  bombing. 

Her  aircraft  production  strength  at  the  start  of  the  war 
in  the  East  is  believed  to  have  been  actually  higher  than 
Germany's,  and  the  Russians  did  all  in  their  power  to 
safeguard  against  any  disruption.  Thus,  anti-aircraft 
units  and  day  and  night  fighters  were  allotted  the  task  of 
concentrating  on  the  defence  of  her  great  aircraft  fac- 
tories. 

Unlike  many  nations,  Russia  suffers  from  no  bottleneck 
in  the  vitally  important  matter  of  output  of  flying  per- 
sonnel. In  addition  to  her  Air  Force  training  schools, 
Russia  established  more  than  1,100  pilot  schools  which 
young  workers  were  encouraged  to  visit  for  free  instruc- 
tion. 

Here  they  received  a  training  equal  to  the  passing-out 
standard  of  Britain's  Royal  Air  Force  Elementary  Flying 
Training  Schools.  But  in  addition  to  these  clubs  there 
had  existed  for  some  time  before  the  war  a  civilian  train- 
ing body  known  as  Ossuviachim  numbering  more  than  fif- 
teen million  members. 

Indeed,  so  thorough  was  the  national  training  scheme 
that  eveiy  Russian  pilot  who  went  on  active  service  when 
war  started  had  done  two  hundred  and  fifty  hours'  flying. 


THE  ENGINEERING  JOURNAL     January,  1942 


35 


FIFTY-SIXTH  ANNUAL  GENERA] 


MONTREAL 


- 


THURSDAY  AND  FRIDAY 


R.  S.  EADIE 
Chairman    of  the  Papers 
and  Meetings  Committee 


GORDON  D.  HULME 

Chairman  of  the  Hotel  Arrangements 

and  the  Publicity  Committee 


PROGRAMME 

THURSDAY,  FEBRUARY  5th 
9.00  a.m. — Registration. 

10.00  a.m. — Annual  Meeting  and  Address  of 
Retiring  President  on  the  war  work 
of  the  National  Research  Council. 

12.30  p.m. — Luncheon — Speaker:  Hon.  C.  D. 
Howe,  Hon.  M.E.I.C.,  Minister  of 
Munitions  and  Supply. 

2.30  p.m. — Professional  Session. 

8.00  p.m. — Montreal  Branch  Annual  Smoker. 

FRIDAY,  FEBRUARY  6th 
9.30  a.m. — Professional  Sessions. 

12.30  p.m. — Luncheon — Speaker:  W.  L.  Batt, 
President,  SKF  Industries  Inc.,  Phila- 
delphia, Pa.,  and  Director  of  Mater- 
ials, Office  of  Production  Manage- 
ment, Washington,  D.C. 

2.30  p.m. — Professional  Sessions. 

7.30  p.m. — Annual  Banquet — Speaker:  Leonard 
W.  Brockington,  K.C. 

10.30  p.m. — Dance. 


WALTER  G.  HUNT 
General  Chairman 


LADIES'  PROGRAMME 

A  special  programme  of  entertain- 
ment for  the  ladies  is  being  arranged 
which  includes  a  tea  at  the  Montreal 
Badminton  and  Squash  Club  and  a 
Bridge  Party  at  the  Engineers'  Club. 
Visiting  ladies  will  be  the  guests  of 
the  Branch  at  both  luncheons. 


W.  McG.  GARDNER 
Chairman  of  the  Reception 
and  Registration  Committee 


K.  G.  CAMERON 

Chairman  of  the  Plant  Visits  and 

Transportation  Committee 


W.  W.  TTMMINS 
Chairman  of  the  Entertainment  Committee 


Special  return  tickets  will  be  supplied  by  the  railways  at  the  rate  of  one  and  a  third  of  the  regular  on 
36 


ND  PROFESSIONAL  MEETING 


WINDSOR  HOTEL 


BRUARY  5th  AND  6th,  1942 


RALPH  C.  FUTTON 

General  Vice-Chairman  and 
îairman  of  the  Programme  Committee 


VISITS 

Visits  to  war  plants  of  the  Mon- 
il  area  are  being  arranged. 


PAPERS 


The  Work  of  Research  Enterprises  Ltd.,  by  Colonel 
W.  E.  Phillips,  President,  Research  Enterprises 
Ltd.,  Toronto. 

Manufacture  of  25-Pounder  Guns  in  Canada,  by 
W.  F.  Drysdale,  M.E.I.C,  Director  General  of 
Industrial  Planning,  Department  of  Munitions 
and  Supply,  Ottawa. 

The  New  "Oildraulic"  Press  in  Munitions  Manu- 
facture, by  J.  H.  Maude,  M.E.I.C,  Chief 
Designer,  Mining,  Metals  and  Plastics  Machin- 
ery Division,  Dominion  Engineering  Co.,  Ltd., 
Montreal. 

Rational  Column  Analysis,  by  J.  A.  Van  den 
Broek,  Professor  of  Engineering  Mechanics, 
University  of  Michigan,  Ann  Arbor,  Mich. 

Accident  Prevention  Methods  and  Results,  by 
Wills  Maclachlan,  M.E.I.C,  Secretary-Treas- 
urer and  Engineer,  Electrical  Employers 
Association  of  Ontario,  Toronto. 

National  Service — A  Challenge  to  Engineers,  by 
E.  M.  Little,  Director,  Wartime  Bureau  of 
Technical  Personnel,  Ottawa. 

Some  of  the  Engineering  Implications  of  Civilian 
Defence,  by  Walter  D.  Binger,  Commissioner 
of  Borough  Works,  City  of  New  York,  and 
Chairman,  National  Technological  Civil  Pro- 
tection Committee  of  the  United  States. 


MRS.  F.  W.  TAYLOR-BAILEY 
Convenor  Ladies'  Committee 


A.  G.  MOORE 

Treasurer  and  Chairman  of 

Finance  Committee 


I.  S.  PATTERSON 
hairman  of  the  Special  Arrangements 
Committee 


L.  A.  DUCHASTEL 
Secretary 


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

37 


From  Month  to  Month 


PRESIDENT'S  MESSAGE 


A  feature  of  each  January  number  of  The  Journal  is  the 
New  Year  Message  from  the  President.  This  year  the 
message  is  more  than  usually  significant.  It  should  be 
read  carefully  by  every  engineer.  It  will  be  found  on 
page  three  of  this  number. 

NEW  BRUNSWICK  AGREEMENT 

The  December  Journal  reported  a  successful  ballot  on 
the  proposal  for  further  co-operation  between  the  Associa- 
tion of  Professional  Engineers  of  New  Brunswick  and  The 
Engineering  Institute  of  Canada.  Since  this,  arrangements 
have  been  made  for  the  ceremony  of  signing  the  agreement 
and  the  inauguration  of  its  benefits. 

The  ceremony  will  take  place  in  Saint  John  on  the 
evening  of  January  12th.  This  corresponds  with  the  annual 
meeting  of  the  Association,  and  the  combination  of  im- 
portant events  should  draw  an  unusually  large  attendance. 
It  is  planned  that  the  president  and  general  secretary  will 
sign  on  behalf  of  The  Institute,  and  that  other  officers 
from  Quebec  and  Ontario  will  also  be  present. 

This  becomes  the  fourth  province  in  which  the  provincial 
body  and  The  Institute  have  devised  a  working  arrangement 
whereby  the  benefits  of  each  will  become  more  readily 
available  to  the  other.  Not  only  are  the  privileges  increased, 
but  the  costs  are  decreased.  The  benefits  of  common 
membership  are  apparent  to  all,  and  beyond  a  doubt  the 
profession  of  engineering  has  taken  a  step  forward  in  New 
Brunswick  by  this  latest  decision. 

The  officers  of  The  Institute  look  forward  with  great 
pleasure  to  this  opportunity  of  working  in  close  harmony 
with  the  officers  and  members  of  the  Association,  and  see  in 
this  new  agreement  another  and  substantial  step  toward 
the  long  hoped-for  complete  co-operation  between  engineers 
throughout  Canada. 

GREETINGS  FROM  ENGLAND 

The  general  secretary,  under  instructions  of  Council, 
sent  the  following  messages  of  greetings  to  the  secretaries 
of  the  five  leading  British  engineering  institutions: 

"  The  President  and  Council  of  The  Engineering 
Institute  of  Canada  have  asked  me  to  present,  through 
you,  the  season's  greetings  to  the  President  and  other 
officers  of  your  Institution. 

"  We  appreciate  that  conditions  in  your  country  are 
far  from  ideal  for  the  celebration  of  the  holiday  season, 
but  are  confident  that  in  spite  of  them  you  will  derive 
a  good  measure  of  Christmas  cheer. 

"  It  is  our  wish  that  the  coming  year  will  bring  to 
the  members  of  your  great  society  strength  and  encour- 
agement to  fight  the  great  fight  and  that  at  an  early 
date  a  just  reward  may  be  yours.  Our  thoughts  and 
our  sympathies  are  with  you." 

Replies  have  been  received  in  which  all  members  of 
The  Institute  will  be  interested: 

"  The  President  and  Council  of  the  Institution  of 
Civil  Engineers  much  appreciate  Christmas  and  New 
Year  greetings  received  from  Engineering  Institute  of 
Canada  which  are  heartily  reciprocated.  Celebrations 
here  will  be  in  a  more  cheerful  atmosphere  than  last 
year  when  air  raids  were  a  nightly  feature.  Further- 
more present  news  instils  a  spirit  of  quiet  optimism. 
Warm  personal  greetings  to  you  from 

Graham  Clark,  Secretary, 
Institution  of  Civil  Engineers." 


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


"  Many  thanks  your  cable  conveying  season's  greet- 
ings to  myself,  the  members  of  council  and  the 
Institution.  Generally  we  much  appreciate  your  kindly 
thought  and  heartily  reciprocate  your  good  wishes. 
With  you  we  all  hope  that  New  Year  will  bring  with 
it  that  reward  of  just  peace  for  which  all  members  of 
British  Commonwealth  and  indeed  all  free  peoples  are 
working. 

W.  A.  Stadier,  President, 
Institution  of  Mechanical  Engineers." 

"  President  and  Council  much  appreciate  your  kind 
and  encouraging  message.  They  heartily  reciprocate 
your  sentiments  and  pray  that  your  Institute  may  grow 
from  strength  to  strength. 

W.  K.  Brasher,  Secretary, 
Institution  of  Electrical  Engineers." 

"  President  and  Council  of  Royal  Aeronautical 
Society  wish  me  to  thank  you  for  your  seasons  greetings 
and  to  reciprocate  them  to  all  the  officers  and  members 
of  The  Institute.  They  are  acutely  conscious  of  the  great 
part  Canada  and  Canadian  engineers  are  playing  to 
bring  about  a  world  peace.  They  wish  me  to  add  how 
much  they  appreciate  the  close  friendship  between  the 
two  engineering  institutions  and  to  hope  that  the  time  is 
not  far  distant  when  normal  contacts  can  be  resumed. 

J.  L.  Pritchard,  Secretary, 
The  Royal  Aeronautical  Society." 

"  The  President  and  Council  of  the  Institution  of 
Structural  Engineers  desire  me  to  express  through  you 
their  very  grateful  thanks  to  your  President  and  all 
officers  of  your  institution  for  the  kindly  thought  which 
prompted  the  despatch  of  Christmas  greetings  and 
wishes  of  good  cheer.  We  are  immeasurably  strengthened 
by  the  message  of  sympathy  and  support  which  you 
send.  My  President  and  Council  transmit  to  you  all 
their  greetings  for  1942  with  the  hope  that  the  relations 
of  the  two  institutions  may  be  further  cemented  and 
that  they  may  be  found  working  side  by  side  for  the 
benefit  of  all  free  peoples  during  the  period  of 
reconstruction. 

R.  F.  Maitland,  Secretary, 
Institution  of  Structural  Engineers." 

TO  AVOID  CONFUSION 

In  the  December  Journal  attention  was  called  to  an 
organization  operating  under  the  name  "  Canadian  In- 
stitute of  Engineering  Technology,"  pointing  out  that  this 
was  a  "  spurious  "  organization. 

A  letter  has  been  received  at  Headquarters  from  the 
Canadian  Institute  of  Science  and  Technology  Limited, 
calling  our  attention  to  the  similarity  of  names  and 
requesting  that  we  draw  our  readers'  attention  to  the  fact 
that  they  are  in  no  way  associated  with  the  other 
organization.  This  we  are  glad  to  do.  The  Canadian  In- 
stitute of  Science  and  Technology  Limited  is  a  well 
established  business  operating  as  the  Canadian  Branch  of 
the  British  Institute  of  Engineering  Technology  Limited. 
We  hope  that  they  do  not  suffer  from  the  publicity  which 
was  necessarily  given  to  the  spurious  outfit. 


38 


January,  1942     THE  ENGINEERING  JOURNAL 


REGISTRATION  AT  UNIVERSITIES 

Herewith  is  shown  the  registration  in  engineering  at  all 
Canadian  universities.  This  tabulation  has  been  an 
interesting  feature  of  the  Journal  for  several  years.  The 
1941  figures  are  somewhat  different  than  previous  years, 
but  the  variations  do  not  seem  to  establish  any  particular 
trend. 

At  British  Columbia,  Toronto,  Queen's  and  Ecole 
Polytechnique,  the  freshman  registration  is  substantially 
increased,  but  at  the  other  universities  it  is  smaller.  On 
the  whole  the  total  is  151  more  than  last  year.  There  has 
been  little  change  in  the  order  of  specialization.  Chemical 
engineering  continues  to  be  the  best  patronized  course 
but  mechanical  has  gained  substantially  on  it,  and 
probably  will  continue  to  do  so  from  now  on. 


University 

si 

O 
QD 

3 
O 

0 

"3 

u 
a) 
a 

O 

o 

< 

3 

a 

£ 

< 

S 

S 
O 

et 

C   to 

21 

Si! 
S° 

o  ■ 

> 
O 

a 
o 

m 

"3 

Xl 

S 

0 
u 

o 

s 

u 

09 
5 

o 
hi 

is 

>»2 

O   C 

o 

"5 
'2 

JS 
o 
9 

S 

J 

c 
S 

S 

3 
a 
W 

_u 
'55 
>. 

o 

Nova  Scotia 

Technical . . . 

College 

1st 
2nd 
3rd 
4th 

4 

5 

9 

10 

7 

17 

16 
11 

27 

6 
6 

36 
23* 

Total 

59 

New- 
Brunswick 

Total 

1st 
2nd 
3rd 
4th 

4 
4 



— 

— 

— 

14 

7 
11 
6 

38 

22 
24 
13 
16 

75 

1(1 
15 
12 
12 

49 

— 

— 

— 

— 

50 
46 
36 
34* 

166 

Ecole  Poly- 
technique 
de  Mont- 
real 

Total 

1st 
2nd 
3rd 
4th 
5th 

121 

74 
48 

44 

287 

_H 



„ 

6 
6 

'7 
7 

!__ 

22 
22 

121 
74 
48 
35 
44* 

322 

McGill 
Total 

1st 
2nd 
3rd 
4th 
5th 

141 

73 

214 

9 

11 

3 
3 
1 

27 

18 
26 
21 

65 

11 
8 

19 

i7 

21 
38 

45 
28 

73 

10 

7 
9 

26 

12 
14 

26 

150 
112 
121 
104* 
1* 

488 

Queens 
Total    . 

1st 
2nd 
3rd 
4th 

200 
137 

337 

26 
26 

52 

16 
8 

24 

23 
13 

36 

1 

1 

2 

30 
26 

56 

14 
17 

31 

15 

17 

32 

3 

1 

4 

200 
137 
128 
109* 

574 

Toronto 
Total 

1st 
2nd 
3rd 
4th 
5th 

8 
7 
9 
8 
2 

34 

14 
3 
2 
2 

21 

101 
67 
53 
39 

260 

87 
36 
26 
19 

168 

73 
37 
47 
21 

178 

3 

1 
5 
4 

13 

97 
60 
44 
39 

240 

27 
13 
16 
21 

77 

24 
15 
21 
17 

77 

36 

22 

12 

9 

79 

470 
261 
235 
179* 
2* 

1147 

Manitoba 
Total 

1st 
2nd 
3rd 
4th 

80 
53 

133 

18 
16 

34 

25 
15 

40 

2 
2 

80 
53 
43 
33* 

209 

Saskatche- 
wan 

Total 

1st 
2nd 
3rd 
4th 

166 
111 

277 

4 

7 

11 

3 

2 

5 

11 
15 

26 

14 
13 

27 

è 

3 

9 

40 
36 

76 

6 

1 

7 

166 
111 

84 

77* 

438 

Alberta 
Total 

1st 
2nd 
3rd 
4th 

107 
107 

35 
21 
15 

71 

14 
16 
14 

44 

30 
18 
5 

53 

13 
6 
10 

29 

i 

4 

5 

107 
92 
62 
48* 

309 

British 
Columbia 

Total 

2nd 
3rd 
4th 
5th 

190 
99 

289 

29 
24 

53 

4 
6 

10 

21 
12 

33 

4 
13 

17 

6 
11 

17 

30 
13 

43 

4 
3 

7 

6 
10 

16 

190 

99 
104 

92* 

485 

Grand  Total 

1648 

11 

61 

26 

533 

380 

470 

22 

66 

43 

515 

141 

186 

95 

4197 

BRANCH  CONTRIBUTIONS  TO 
BUILDING  FUND 

It  is  with  a  great  deal  of  satisfaction  that  the 
following  statement  of  contributions  is  distributed  to  the 
membership.  When  President  Hogg  and  President-Elect 
Mackenzie  first  requested  the  assistance  of  the  branches 
in  meeting  the  costs  of  repairs  to  the  Headquarters  build- 
ing it  was  not  thought  that  so  substantial  a  sum  would 
be  realized. 

All  branches  have  done  exceedingly  well;  but  the  work 
of  the  Montreal  Branch  committee  has  been  particularly 
productive.  The  chairman,  R.  E.  Heartz,  and  his  committee 
set  a  high  objective  and  they  ran  well  beyond  it.  It  is 
gratifying  to  know  that  the  members  were  willing  to 
support  the  cause  to  the  extent  of  an  average  of  $5.00 
per  member,  or  a  total  of  $6,000.00. 

A  special  message  of  appreciation  is  going  from  the 
president  to  each  branch.  It  is  hoped  that  every  member 
will  see  this  statement  and  realize  the  strength  that  lies 
in  a  group  of  the  type  of  those  who  make  up  The  Institute 
membership. 

Border  Cities  Branch $      62.00 

Calgary 125.00 

Cape  Breton 25.00 

Edmonton 52.00 

Halifax   96.00 

Hamilton    147.00 

Kingston 70.00 

Lakehead    49.00 

Lethbridge    26.00 

London    75.00 

Moncton   31.00 

Montreal 6,000.00 

Niagara  Peninsula   48.00 

Ottawa    394.00 

Peterborough    75.00 

Quebec    75.00 

Saguenay    61.00 

Saint  John  41.85 

St.  Maurice  Vallev 30.00 

Sault  Ste.  Marie  100.00 

Toronto 201.25 

Vancouver    101.00 

Victoria 60.00 

Winnipeg    64.00 


$8,009.10 


'Indicates  those  graduating  in  the  spring  of  1942 — Total  746. 

THE  ENGINEERING  JOURNAL     January,  1942 


DEAN  BROWN  RECEIVES  HONORARY  DEGREE 

Ernest  Brown,  m.e.i.c,  dean  of  engineering  at  McGill 
University,  was  given  an  honorary  degree  of  Doctor  of 
Engineering  by  the  University  of  Toronto  at  a  special 
convocation  held  in  Convocation  Hall,  December  15th, 
1941.  Herewith  is  the  citation  read  by  Dr.  Cody,  president 
of  the  university,  and  Dean  Brown's  response: 

President  Cody's  Citation 

Engineers  have  largely  helped  in  the  material  develop- 
ment of  Canada.  They  are  of  vital  importance  in  the 
creation,  adaptation  and  growth  of  our  industries  in  the 
mechanized  war  of  to-day.  They  are  among  the  most 
constructive  and  useful  of  our  citizens.  The  universities 
do  well  to  recognize  their  services  and  to  honour  them  for 
their  amazing  achievements.  If  engineers  are  to  be  praised, 
how  much  more  the  men  who  teach  and  train  them! 

In  the  field  of  engineering  education  in  Canada,  McGill 
University  has  for  many  years  played  a  distinguished 
role.  The  University  of  Toronto  with  pleasure  and  high 
satisfaction  wishes  to-night  to  recognize  this  service  of  a 
great  sister-institution,  and  at  the  same  time  to  honour 
for  his  own  sake,  the  Dean  of  its  Faculty  of  Engineering. 


39 


' 


Ernest  Brown,  who  in  his  time  was  an  1851  Exhibition 
Scholar,  graduated  from  University  College,  Liverpool, 
with  the  degrees  of  Master  of  Science  and  Master  of 
Engineering.  Following  some  years  of  service  as  a 
Lecturer  in  Engineering  at  Liverpool,  he  came  to  Canada 
in  1905,  to  become  Assistant  and  then  Associate  Professor 
in  Applied  Mechanics  at  McGill  University.  In  1911,  he 
became  Professor  of  Applied  Mechanics  and  Hydraulics, 
a  chair  he  still  retains. 

Succeeding  the  late  Dean  H.  M.  MacKay,  in  1931,  Dean 
Brown  has  guided  with  distinction  the  fortunes  of  his 
Faculty  in  times  that  have  often  been  difficult  both  for 
the  engineer  and  for  higher  education.  While  carrying  a 
heavy  load  of  teaching  and  administration,  he  has  con- 
tributed much  to  engineering  knowledge.    His  investiga- 


Dean  Ernest  Brown,  M.E.I.C. 

tions  in  the  field  of  reinforced  concrete  are  classic.  He 
had  an  important  share  in  the  difficult  special  studies 
carried  out  in  connection  with  the  design  of  the  Quebec 
bridge,  and  his  experiments  and  researches  on  the  strength 
of  ice  have  added  greatly  to  the  knowledge  of  the  engineer 
concerning  the  action  of  this  troublesome  substance  on 
his  structures  and  machines.  Of  notable  importance  have 
been  his  studies,  pursued  over  many  years,  on  model 
turbine  runners.  Through  these  and  related  engineering 
investigations,  he  has  made  an  outstanding  contribution 
to  the  economical  development  of  the  hydraulic  resources 
of  the  Dominion. 

By  his  old  students,  Dean  Brown  has  long  been 
acclaimed  as  a  clear  and  forceful  teacher.  It  is  a  McGill 
tradition  that  those  who  had  the  privilege  of  sitting  under 
him  very  soon  came  to  regard  that  period  of  instruction 
and  personal  contact  as  one  of  the  most  fruitful  experiences 
of  their  lives. 

I  have  the  honour  to  present  to  you,  Mr.  Chancellor, 
for  the  degree  of  Doctor  of  Engineering,  honoris  causa, 
Ernest  Brown,  Dean  of  the  Faculty  of  Engineering  of 
McGill  University. 

Dean  Brown's  Response 

Your  Honour,  Mr.  Chancellor,  President  Cody,  Members 
of  Convocation,  Ladies  and  Gentlemen: 

An  old  friend  of  mine,  a  distinguished  graduate  of  this 
University,  in  referring  to  the  lack  of  the  gift  of  oratory 
characteristic  of  my  tribe,  used  to  say  that  the  language 
of  the  engineer  is  a  blueprint  and  a  grunt.  A  lecturer  on 
public  speaking,  seeking  to  engage  the  interest  of  a  group 
of  students  in  engineering,  is  reported  to  have  begun  his 
first  talk  as  follows:  "  Some  day,  speaking  as  a  contractor, 
you  will  want  to  give  hell  to  a  city  council,  and  to  do  it 
in  the  nice  way."  To-night  my  fear  is  that  my  grunt  of 
appreciation  of  the  great  honour  you  have  paid  me  will 


fall  far  short  of  what  it  is  in  my  heart  to  convey.  I  had 
never  thought  to  exchange  my  humble  overalls  for  the 
brilliant  garb  of  an  honorary  graduate.  I  wish  to  thank 
you,  Dr.  Cody,  for  the  gracious,  but  over-generous  terms 
in  which  you  set  forth  the  reasons  for  the  granting  of  this 
degree,  and  to  express  my  deep  sense  of  the  great  honour 
conferred  upon  me.  It  is  a  form  of  recognition  which,  to 
me,  outweighs  all  others.  I  regard  it  not  only  as  a  tribute 
to  whatever  I  may  have  been  able  to  accomplish  person- 
ally in  the  field  of  engineering  education  and  in  various 
professional  activities,  but  also  as  an  expression  of  good- 
will towards  an  important  faculty  in  a  sister-university. 
All  engineering  activity  is  a  co-operative  undertaking. 
Without  the  devotion  and  support  of  my  colleagues  I 
could  have  accomplished  little,  and  I  feel  that  much  credit 
is  due  to  them  for  the  great  honour  you  have  paid  me. 
It  has  also  been  my  privilege  for  over  30  years  to  number 
among  my  good  friends  many  members  of  this  University, 
and  to  be  associated  with  them  not  only  in  academic  and 
professional  affairs,  but  in  fostering  and  controlling 
intercollegiate  sport  and  competition.  These  happy  mem- 
ories add  greatly  to  my  pleasure  in  receiving  the  degree 
which  has  been  conferred  on  me.  It  has  not  escaped  my 
notice  that  you  have  chosen  a  time  when  intercollegiate 
competition  is  suspended  to  make  me  one  of  your  own, 
by  admitting  me  into  the  select  company  of  your  honorary 
graduates.  I  am  thus  relieved  of  the  severe  strain  which 
feelings  of  divided  loyalty  might  otherwise  have  imposed 
on  me.  This  I  regard  as  showing  really  great  consideration. 
I  am  profoundly  conscious  of  the  value  of  all  good  clean 
sport,  and  of  the  loyalties  and  abiding  friendships  which 
it  fosters.  Nowhere  is  the  saying  that  all  work  and  no 
play  makes  Jack  a  dull  boy  more  true  than  in  the  univer- 
sities. Some  clever  modern  cynic  defined  education  as 
"  the  inculcation  of  the  incomprehensible  into  the  minds 
of  the  ignorant  by  the  incompetent."  While  this  is  clever, 
it  is  not  profound.  Aristotle  knew  better  when  he  said: 
"  The  purpose  of  education  is  to  enable  us  to  enjoy  leisure 
beautifully."  To-day  fife  is  stern  and  hard,  but  it  may 
be  good  for  us  even  during  our  greatest  trials,  to  reflect 
a  little  on  the  benefits  of  properly  applied  leisure. 
We  exist — one  cannot  call  it  living  in  the  true  sense — 
amid  a  medley  of  restraints  and  controls,  under  ceilings, 
and  in  basements,  and  many  of  the  worth-while  things 
of  life  seem  far  away.  They  will,  I  hope,  be  recaptured 
when,  after  many  grim  trials,  our  hard  discipline  has 
brought  us  out  of  the  deep  shadows  of  the  valleys  into 
the  pure  sunlight  of  the  uplands.  And  so,  even  in  these 
hectic  days,  I  like  to  reflect  on  the  lasting  joy  and  satis- 
faction derived  from  the  many  hours  of  freedom  afforded 
by  academic  life,  and  to  hope  that  in  a  re-constructed 
world  the  advantages  of  leisure  as  a  factor  in  the  art  of 
living  may  be  realized  for  all  people. 

Stevenson  in  one  of  his  essays — "An  Apology  for 
Idlers  " — reminds  us  that  idleness,  so-called,  does  not 
consist  in  doing  nothing,  but  in  doing  a  great  deal  not 
recognized  in  the  dogmatic  formularies  of  a  ruling  class, 
and  that  it  has  as  good  a  right  to  state  its  position  as 
industry  itself.  "  It  is  surely  beyond  a  doubt,"  he  says, 
"  that  people  should  be  a  good  deal  idle  in  youth.  For 
though  here  and  there  a  Lord  Macaulay  may  escape  from 
school  honours  with  all  his  wits  about  him,  most  boys 
pay  so  dear  for  their  medals  that  they  never  afterwards 
have  a  shot  in  their  locker,  and  begin  the  world  bankrupt. 
And  the  same  holds  true  during  all  the  time  a  lad  is 
educating  himself,  or  suffering  others  to  educate  him." 
And  again  he  says:  "  Extreme  busyness,  whether  at  school 
or  college,  kirk  or  market,  is  a  symptom  of  deficient 
vitality;  and  a  faculty  for  idleness  implies  a  catholic 
appetite  and  a  strong  sense  of  personal  identity.  There  is 
a  sort  of  dead-alive,  hackneyed  people  about,  who  are 
scarcely  conscious  of  living  except  in  the  exercise  of  some 


40 


January,  1942     THE  ENGINEERING  JOURNAL 


conventional  occupation.  Bring  these  fellows  into  the 
country  or  set  them  aboard  ship,  and  you  will  see  how 
they  pine  for  their  desk  or  their  study.  They  have  no 
curiosity;  they  cannot  give  themselves  over  to  random 
provocations;  they  do  not  take  pleasure  in  the  exercise 
of  their  faculties  for  its  own  sake;  and  unless  Necessity 
lays  about  them  with  a  stick,  they  will  even  stand  still. 
It  is  no  good  speaking  to  such  folk:  they  cannot  be  idle, 
their  nature  is  not  generous  enough;  and  they  pass  those 
hours  in  a  sort  of  coma,  which  are  not  dedicated  to  furious 
moiling  in  the  gold-mill."  This  is  part  of  Stevenson's 
plea  for  a  well  ordered  leisure,  for  relief  from  the  rush  and 
turmoil  of  mere  existence. 

In  looking  back  over  our  experiences,  few  of  us  older 
folk  regret  the  full  satisfaction  of  the  hours  of  truantry. 
Unhappily  to-day,  people  in  every  walk  of  life  must  give 
up  leisure  and  regiment  their  lives,  devoting  all  their  time 
and  thought  to  the  overthrow  of  those  whose  principles 
would  otherwise  enslave  them.  May  it  not  be  good  for  us, 
even  though  we  can  now  look  forward  but  dimly, — some- 
times hardly  daring  to  hope, — may  it  not  be  good  for  us 
to  dream  of  happier  days  when  as  part  of  the  reward 
of  labour  all  men  may  enjoy  leisure  beautifully.  The 
truant,  says  Stevenson,  need  not  be  always  in  the  streets 
"  for  if  he  prefers  he  may  go  out  by  the  gardened  suburbs 
into  the  country.  He  may  pitch  on  some  tuft  of  lilies  over 
a  burn,  and  smoke  innumerable  pipes  to  the  tune  of  the 
water  on  the  stones.  A  bird  will  sing  in  the  thicket.  And 
there  he  may  fall  into  a  vein  of  kindly  thought,  and  see 
things  in  a  new  perspective.  Why,  if  this  be  not  education, 
what  is?  " 

This  brings  me  to  the  end  of  the  engineer's  "  grunt  " 
to  which  I  referred  a  few  minutes  ago.  There  is  no  blue- 
print to  accompany  it.  The  dream  I  have  spoken  of  can 
only  come  true  in  the  hearts  and  minds  of  men.  I  wish 
to  thank  you,  Mr.  Chancellor,  and  Dr.  Cody,  for  giving 
me  this  opportunity  to  say  a  few  words  at  this  Convoca- 
tion. Let  me  renew  my  most  grateful  thanks  for  the  high 
honour  vou  have  conferred  on  me. 


WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Monthly  Bulletin 

The  demand  for  engineers  continues.  The  need  for 
chemists  is  increasing.  The  intensive  study  of  the  Bureau 
records  is  disclosing  a  greater  number  of  such  persons  who 
are  not  occupied  wholly  in  war  work.  The  Bureau  is  now 
closely  engaged  in  endeavours  to  transfer  such  persons  to 
new  work  where  their  services  may  be  used  to  greater 
advantage. 

Such  negotiations  cannot  be  concluded  quickly.  It  is 
necessary  to  consult  the  wishes  of  the  individual,  and  to 
give  proper  consideration  to  the  needs  of  the  present 
employer.  There  is  no  form  of  legal  compulsion  that  can  be 
used,  and  consequently  each  case  becomes  a  special  affair  in 
which  the  needs  of  the  country  are  not  always  the  only 
consideration.  In  most  cases  highly  specialized  persons  are 
involved,  and  positions  of  considerable  importance  are  at 

issue. 

***** 

The  Bureau  has  just  completed  a  special  assignment.  The 
British  Ministry  of  Aircraft  Production  (M.A.P.)  urgently 
needed  twenty-five  or  more  civil  engineers  and  draughtsmen 
for  civilian  emergency  work  in  England.  A  trans- Atlantic 
telephone  call  placed  the  inquiry  with  the  Bureau,  and 
after  hurried  consultations  with  government  officials  in 
Ottawa  to  get  authorization  for  the  "export"  of  these  men, 
the  work  was  taken  in  hand. 

Advertisements  were  run  in  ten  newspapers  covering 
Toronto,  Ottawa  and  Montreal,  and  other  names  were 
selected  from  the  Bureau  records.  Representatives  of  the 
Bureau  interviewed  all  applicants  whose  written  records 


indicated  some  degree  of  suitability.  These  interviews  were 
held  in  Toronto,  Ottawa  and  Montreal. 

Eventually  about  thirty-five  men  were  selected  from  the 
one  hundred  and  forty  applicants.  A  representative  of 
M.A.P.  came  to  Canada  to  make  the  final  selection  in 
company  of  a  representative  of  the  Bureau,  and  accepted 
every  individual  previously  selected  by  the  Bureau. 

Some  of  the  conditions  laid  down  by  M.A.P.,  involving 
income  tax  and  the  portion  of  salary  that  could  be  returned 
to  Canada,  reduced  the  number  of  applicants,  but  event- 
ually the  required  number  were  signed  up  and  arrange- 
ments made  for  their  transportation. 

It  is  likely  that  the  changes  in  the  international  situation 
will  delay  the  departure  of  some  of  these  men,  but  the  need 
for  them  in  the  Old  Country  will  become  more  urgent  than 
ever.  It  is  hoped  that  the  original  plans  will  not  be  delayed 
seriously. 

$  %  :fc  $  jjc 

The  Bureau  proposes  to  have  a  representative  at  the 
annual  meetings  of  those  organizations  whose  membership 
includes  technical  personnel.  It  will  be  the  representative's 
mission  to  explain  the  purposes  and  methods  of  the  Bureau 
and  to  answer  questions.  A  supply  of  questionnaires  will 
also  be  on  hand  in  case  anyone  who  has  been  missed  pre- 
viously desires  to  record  his  qualifications  with  the  other 
members  of  his  profession. 

Doubtless  there  will  be  other  matters  that  can  be  at- 
tended to  at  the  same  time,  all  having  a  bearing  on  the 
Bureau's  policy  of  giving  service  to  the  engineer  and  the 
employer,  to  the  end  that  Canada's  war  effort  may  be 
increased. 

MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  The  Institute  was  held  at 
Headquarters  on  Saturday,  December  13th,  1941,  at  ten 
thirty  a.m. 

Present:  Vice-President  deGaspé  Beaubien  in  the 
chair;  Past  President  J.  B.  Challies;  Vice-President  K. 
M.  Cameron;  Councillors  J.  H.  Fregeau,  W.  G.  Hunt,  A. 
Larivière,  H.  Massue,  C.  K.  McLeod  and  G.  M.  Pitts; 
Secretary  Emeritus  R.  J.  Durley,  General  Secretary  L. 
Austin  Wright  and  Assistant  General  Secretary  Louis 
Trudel. 

The  president-elect,  Dean  C.  R.  Young,  was  also  pres- 
ent and  Mr.  Beaubien  extended  to  him,  and  to  Mr.  Hunt, 
the  newly  appointed  councillor  for  the  Montreal  Branch, 
a  very  cordial  welcome  to  the  meeting. 

It  was  noted  that  since  the  last  meeting  contributions 
had  been  received  from  six  more  branches,  bringing  the 
total  up  to  $7,324.60.  Reporting  for  the  Quebec  Branch, 
Mr.  Larivière  advised  that  they  had  a  certain  amount 
collected,  but  had  delayed  sending  it  in  as  they  had 
hoped  to  be  able  to  send  at  least  $100.00  as  their  contribu- 
tion. He  undertook  to  ask  the  branch  to  send  in  the  am- 
ount already  collected  so  that  the  books  could  be  closed 
at  the  end  of  the  year. 

Mr.  Beaubien  stated  that  the  Finance  Committee  par- 
ticularly appreciated  the  co-operation  of  the  branches  in 
this  matter,  and  the  secretary  was  directed  to  thank 
them  all  for  the  splendid  effort  which  has  been  made  on 
behalf  of  the  building  fund. 

At  the  last  meeting  of  Council  it  had  been  decided  to 
take  advantage  of  certain  opportunities  made  available 
through  the  National  Research  Council  and  the  Depart- 
ment of  Public  Works  whereby  a  member  of  The  Insti- 
tute could  be  sent  to  England  to  secure  information  re- 
garding the  protection  and  repair  of  public  buildings  and 
utilities  subject  to  attack  by  bombing  or  gun  fire. 

The  general  secretary  reported  that  he  had  recently 
been  in  touch  with  the  president  who,  in  view  of  the 
changed  international  situation,  felt  that  it  would  be  un- 
wise to  send  a  man  to  England  at  the  present  time.    He 


THE  ENGINEERING  JOURNAL     January,  1942 


41 


pointed  out  that  in  the  library  at  the  Research  Council 
here  are  copies  of  practically  everything  that  has  been 
written  on  this  subject,  all  of  which  could  be  made  avail- 
able to  The  Institute,  and  in  view  of  the  added  risk,  and 
uncertainty  regarding;  transportation,  he  doubted  whether 
The  Institute  would  be  justified  in  sending  a  representa- 
tive for  such  an  investigation  at  this  time.  He  recom- 
mended that  the  idea  be  postponed  indefinitely. 

While  realising  the  advantage  of  having  some  person 
go  over  and  bring  back  first-hand  information,  Mr.  Cam- 
eron doubted  whether  the  desired  results  would  be  ob- 
tained under  present  circumstances.  Mr.  Doncaster,  who 
had  been  selected  to  go  over,  would  be  willing  to  take  the 
risk,  but  he  might  be  stranded  in  England  and  be  unable 
to  return  with  the  desired  information  in  time  for  the 
Annual  Meeting  as  planned. 

Mr.  Wright  stated  that  the  president  has  agreed  to 
have  the  member  of  his  staff  who  is  reading  all  the  litera- 
ture on  this  subject,  prepare  a  paper  for  the  Annual  Meet- 
ing. It  was  also  hoped  that  it  would  be  possible  to  get 
Mr.  W.  D.  Binger,  Borough  Engineer  of  New  York,  to 
come  to  the  meeting  and  tell  about  his  recent  visit  to 
England.  Mr.  Binger  headed  a  mission  sent  over  by  the 
United  States  to  obtain  similar  information. 

Mr.  Pitts  thought  that  some  paid  official  should  be 
made  technically  responsible  for  centralizing  the  work  of 
various  organizations  making  investigations  along  this 
line.  Mr.  Beaubien  suggested  that  since  Mr.  Doncaster's 
services  had  been  made  available  by  the  Government,  it 
might  be  possible  to  put  him  on  this  work. 

After  further  discussion  it  was  agreed  that  Mr.  Don- 
caster's  visit  to  England  should  be  postponed  for  the 
time  being,  and  that  the  matter  be  left  in  the  hands  of 
the  president  and  Vice-President  Cameron  for  further  ac- 
tion. 

Mr.  Wright  gave  a  brief  description  of  the  various  pa- 
pers to  be  presented  to  the  annual  meeting,  the  general 
theme  of  which  will  be  along  the  line  of  Canada's  war 
effort,  with  particular  reference  to  the  work  of  the  engi- 
neer and  scientist.  Plans  were  also  progressing  for  an  ex- 
hibit of  war  materials. 

Mr.  Hunt,  chairman  of  the  Annual  Meeting  Committee, 
reported  briefly  on  the  general  programme.  All  com- 
mittees are  now  organized  and  are  working  out  the  vari- 
ous detailed  arrangements.  For  those  members  who  are 
interested,  it  is  hoped  to  arrange  visits  to  certain  plants 
on  the  Saturday  morning. 

The  report  of  the  scrutineers  appointed  to  open  the  bal- 
lots on  the  New  Brunswick  agreement  was  presented. 

The  general  secretary  reported  that  the  results  of  the 
ballot  of  members  of  the  Association  of  Professional  En- 
gineers of  New  Brunswick  showed  that  eighty  members 
had  voted  in  favour  of  the  agreement  and  seven  against. 
Seventy-eight  members  had  indicated  their  willingness  to 
take  advantage  of  joint  membership  under  the  terms  of 
the  agreement. 

These  results  were  noted  with  considerable  satisfaction, 
and  on  the  motion  of  Mr.  Massue,  seconded  by  Mr.  Mc- 
Leod,  it  was  unanimously  resolved  that  the  president,  or 
an  alternate  appointed  by  him,  and  the  general  secretary 
be  duly  authorized  to  sign  the  agreement  between  The  En- 
gineering Institute  of  Canada  and  the  Association  of  Pro- 
fessional Engineers  of  the  Province  of  New  Brunswick. 
It  was  also  unanimously  resolved  that  the  agreement  be 
put  into  effect  as  soon  as  it  is  signed. 

The  general  secretary  was  directed  to  write  to  the  pre- 
sident of  the  Association  expressing  Council's  pleasure  at 
the  results  and  their  appreciation  of  the  splendid  work 
which  had  been  done  by  the  engineers  in  New  Brunswick 
in  negotiating  this  agreement.  It  was  left  with  the  gen- 
eral secretary  to  make  the  necessary  arrangements  for 
the  signing  ceremony,  which  would  probably  be  held  early 
in  January. 


Mr.  Beaubien  reported  that  the  financial  statement  to 
the  end  of  November  had  been  examined  and  found  in  a 
very  satisfactory  condition.  Expenses  are  a  little  under 
and  revenue  is  considerably  over  the  budget. 

The  recommendation  of  the  Finance  Committee  that 
The  Engineering  Journal  be  sent  complimentary  for  the 
year  1942  to  the  engineers  from  other  countries  now  in 
Canada  on  war  work  was  unanimously  approved. 

Dean  Young  was  particularly  pleased  with  this  deci- 
sion. He  stated  that  there  are  about  twenty  Polish  en- 
gineers in  Toronto  who  are  very  much  interested  in  In- 
stitute affairs,  and  they  will  greatly  appreciate  this  ges- 
ture on  the  part  of  Council. 

Mr.  Beaubien  reported  that  as  a  result  of  correspon- 
dence with  the  Director  of  the  Wartime  Bureau  of  Tech- 
nical Personnel  it  had  been  arranged  that  the  Bureau 
would  reimburse  The  Institute  to  the  extent  of  $150.00  a 
month  to  cover  part  of  the  additional  costs  to  which  The 
Institute  was  subjected  due  to  the  absence  of  the  general 
secretary  in  Ottawa,  and  activities  which  were  under- 
taken on  behalf  of  the  Bureau.  This  was  a  great  help  to 
the  Finance  Committee,  and  Mr.  Beaubien  felt  that  The 
Institute  should  express  its  appreciation  to  the  Bureau. 

The  secretary  presented  a  revised  version  of  the  by- 
laws of  the  Calgary  Branch,  which  had  been  examined 
and  found  to  be  in  agreement  with  The  Institute  by-laws. 
On  the  motion  of  Mr.  Challies,  seconded  by  Mr.  Massue, 
it  was  unanimously  resolved  that  the  by-laws  as  submit- 
ted be  approved. 

The  general  secretary  read  two  letters  from  a  member, 
of  Hamilton,  Ontario,  regarding  the  interpretation  of  the 
by-laws  governing  the  qualifications  for  membership  in 
The  Institute,  with  particular  reference  to  the  requirement 
for  full  membership  of  two  years  of  professional  respon- 
sibility in  charge  of  work  as  principal  or  assistant.  There 
seemed  to  be  some  diversity  of  opinion  among  members 
of  The  Institute  with  whom  he  had  come  in  contact  as  to 
just  how  this  particular  qualification  is  to  be  interpreted. 
He  suggested  that  immediate  steps  be  taken  to  advise 
the  members,  and  particularly  branch  executives,  regard- 
ing their  responsibility  in  making  recommendations  for 
membership,  pointing  out  particularly  the  difference  be- 
tween executive  responsibility  not  involving  engineering 
work,  and  engineering  or  professional  responsibility. 

A  full  discussion  followed,  during  which  it  was  suggest- 
ed that  the  branches  might  be  advised  that  representa- 
tions had  been  made  to  Council  indicating  that  in  some 
instances  enough  consideration  had  not  been  given  to  the 
question  of  professional  responsibility. 

Mr.  Cameron  suggested  that  it  should  be  made  clear 
to  the  author  of  the  letters  that  each  application  for 
membership  receives  individual  consideration  by  Council, 
and  that  very  frequently  certain  cases  are  referred  back 
to  the  branch  executive  for  further  consideration  and  in- 
quiry. 

Further  discussion  took  place,  and  it  was  decided  to 
leave  the  matter  in  the  hands  of  the  general  secretary  to 
take  whatever  action  seemed  advisable  in  order  to  keep 
branch  executives  fully  informed. 

The  general  secretary  read  a  letter  from  the  secretary 
of  the  Hamilton  Branch,  pointing  out  the  desirability  of 
giving  students,  as  they  join  The  Institute,  full  informa- 
tion about  the  advantages  of  membership  in  The  Institute 
and  the  requirements  for  their  eventual  transfer  to  a 
higher  class  of  membership. 

Mr.  Challies  thought  this  was  a  very  important  ques- 
tion. In  his  opinion,  every  student,  upon  entering  The  In- 
stitute should  be  given  some  sort  of  a  brochure  indicating 
just  what  The  Institute  stands  for.  This  was  a  matter 
which  might  very  well  be  referred  to  Mr.  Bennett's  Com- 
mittee on  the  Young  Engineer. 

Mr.  Cameron  suggested  that  the  general  secretary, 
when  notifying  Students  of  their  admission,  should  write 


42 


January,  1942     THE  ENGINEERING  JOURNAL 


a  letter  to  each  one  encouraging  them  to  continue  their 
membership,  sending  a  copy  of  the  letter  to  the  branch 
executive.  Mr.  Pitts  thought  a  brochure  such  as  had  been 
suggested  by  Mr.  Challies  would  be  more  helpful. 

Mr.  Massue  thought  it  should  be  the  responsibility  of 
branch  membership  committees  to  keep  in  touch  with  the 
Students  and  encourage  them  to  transfer  as  soon  as  they 
are  eligible,  instead  of  dropping  out  as  a  great  many  do, 
apparently  from  lack  of  knowledge  of  the  advantages  of 
Institute  membership. 

Dean  Young  also  believed  that  the  branches  should  be 
encouraged  to  follow  up  on  all  Student  members.  A  gen- 
eral follow-up  under  the  direction  of  Mr.  Bennett's  com- 
mittee, perhaps  through  the  branches,  would  be  very  ben- 
eficial. 

It  was  unanimously  agreed  that  special  contact  should 
be  maintained  with  Student  members  to  the  end  that  they 
will  transfer  to  a  higher  class  of  membership.  It  was  left 
with  the  general  secretary  to  discuss  this  with  Mr.  Ben- 
nett and  see  what  could  be  done  in  addition  to  the  policy 
already  being  followed. 

A  number  of  applications  were  considered  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admission 

Members    8 

Juniors    4 

Students    24 

Affiliate    1 

Transfers 

Junior  to  Member   3 

Student  to  Junior    2 

Student  to  Member    1 

Mr.  Challies  drew  attention  to  the  fact  that  Miss  Car- 
oline Haslett,  President  of  the  Women's  Engineering  So- 
ciety of  Great  Britain,  had  been  visiting  the  United 
States,  and  was  spending  two  days  in  Canada.  He  felt 
that  lier  visit  should  be  recognized  in  some  way  by  The 
Institute,  and  it  was  left  with  the  general  secretary  to  see 
what  could  be  done. 

Mr.  Challies  reported  that  a  meeting  of  the  executive 
of  the  Engineers'  Council  for  Professional  Development 
was  being  held  in  New  York  on  December  18th.  It  would 
be  impossible  for  him  to  attend,  and  as  neither  Dr.  Fair- 
bairn  nor  Dr.  Surveyer  could  go,  he  suggested  that  Coun- 
cil authorize  the  general  secretary  to  attend  and  repre- 
sent The  Institute  at  that  meeting.  This  was  unanimously 
approved. 

Council  noted  with  sincere  regret  the  death  of  Mr.  J. 
B.  Hunter,  Deputy  Minister  of  the  Department  of  Public 
Works,  Ottawa,  and  it  was  unanimously  resolved  that  the 
following  resolution  be  recorded  in  the  minutes  and  that 
a  copy  be  sent  to  Mrs.  Hunter  and  to  the  Department. 
"  The  Council  of  The  Engineering  Institute  has  been 
greatly  shocked  to  hear  of  the  death  of  Mr.  J.  B.  Hun- 
ter,  Deputy   Minister    of   the    Department    of   Public 
Works  at  Ottawa,  and  desires  to  express  to  Mrs.  Hun- 
ter some  measure  of  the  sympathy  which  they  feel  at 
her  loss. 

"  The  Engineering  Institute  has   had  very  pleasant 
relations  with  Mr.  Hunter  throughout  the  entire  period 
of  his  office,  and  has  received  frequent  and  important 
favours  from  him.  Among  the  government  officials  not 
many  have  shown   a  greater  sympathy   for  the  work 
and  the  needs  of  the  engineer,  and  his  loss  will  be  felt 
by  members  of  the  profession  in  all  parts  of  Canada." 
Mr.  Challies  commented  on  the  large  number  of  stu- 
dents from  the  Ecole  Polytechnique  who  were  joining  The 
Institute,  for  which  a  great  deal  of  credit  was  no  doubt 
due  to  Mr.  Trudel. 


It  was  left  with  the  president  and  the  general  secre- 
tary to  decide  upon  the  date  for  the  January  meeting  of 
Council. 

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

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  December  13th,  1941,  the  follow- 
ing elections  and  transfers  were  effected  : 

Members 

Brekke,  Hans  Krishan  Andreas,  Civil  Engr.,  (Prague  Univ.),  hy- 
draulic engr.,  City  of  Winnipeg  Hydro  Electric  System,  Winnipeg, 
Man. 

Duncan,  John  Martin,  b.a.sc.  (Univ.  of  Toronto),  plant  mgr., 
Canadian  Liquid  Air  Co.  Ltd.,  Hamilton,  Ont. 

Howse,  George  Wesley,  district  inspector,  Hydro-electric  Power 
Commission  of  Ontario,  Hamilton,  Ont. 

McNeil,  John  Newson,  b.sc.(c.e.),  (Univ.  of  Man.),  engr.  i/c  field 
constrn.,  C.  D.  Howe  Co.  Ltd.,  Port  Arthur,  Ont. 

Stark,  John  Edward,  constrn.  supt.,  Hydro-Electric  Power  Commis- 
sion of  Ontario,  Toronto,  Ont. 

Westman,  LeRoy  Egerton,  b.a.,  m.a.  (Univ.  of  Toronto),  president, 
Westman  Publications  Limited,  Toronto,  Ont. 

Wingfield,  Harold  Ernest,  b.a.sc.  (Univ.  of  Toronto),  director  of 
sales,  advertising  &  purchasing,  Imperial  Rattan  Co.  Ltd.,  Strat- 
ford, Ont. 

Wood,  Wells  Arthur,  b.a.sc.  (Univ.  of  B.C.),  design  engr.,  Harrington 
Tool  &  Die  Company,  Lachine,  Que. 

Juniors 

Davis,  Frederick  Allan,  b.sc.  (Chem.),  (Queen's  Univ.),  asst.  refinery 

engr.,  British  American  Oil  Co.  Ltd.,  Montreal  East,  Que. 
Kennedy,  Samuel  McNee,  b.a.sc.  (Univ.  of  Toronto),  engrg.  dept., 

Defence  Industries  Ltd.,  Montreal,  Que. 
Mann,  Neville  Whitney  Davis,  b.sc.  (ce.),  (Univ.  of  N.B.),  junior 

engr.,  Atlas  Construction  Co.  Ltd.,  Gander,  Nfld. 
Teskey,  Arthur  G.,  b.sc.  (e.e.),  (Univ.  of  Man.),  sales  engr.,  Canadian 

Westinghouse  Co.  Ltd.,  Winnipeg,  Man. 

Affiliate 

Jones,  Douglas,  (McGill  Univ.),  secretary-engineer,  technical  section, 
Canadian  Pulp  &  Paper  Association,  Montreal,  Que. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Nathanson,  Max,  b.sc.  (McGill  Univ.),  owner  and  engr.,  Canadian 

Armature  Works,  Montreal,  Que. 
Pope,   Joseph   Morley,    b.sc.    (McGill  Univ.),  Flt.-Lieut.,  R.C.A.F. 

(A.M.A.E.  Divn.),  Ottawa,  Ont. 
Tuck,  Joseph  Howard,   b.sc.    (Queen's  Univ.).  supt.,  monel  dept., 

International  Nickel  Company,  Port  Colborne,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Baggs,  William  Clyde,  b.eng.  (McGill  Univ.),  asst.  to  the  mgr., 
Bathurst  Power  &  Paper  Co.  Ltd.,  Bathurst,  N.B. 

Transfe?  red  from  the  class  of  Student  to  that  of  Junior 

Laird,  Alan  Douglas  Kenneth,  b.a.sc.  (Univ.  of  B.C.),  material  engr., 
Fraser  Brace  Engineering  Co.  Ltd.,  Winnipeg,  Man. 

Thompson,  Arthur  McCall,  b.sc.  (Univ.  of  Alta.),  apparatus  sales 
engr.,  Canadian  General  Electric  Co.  Ltd.,  Winnipeg,  Man. 

Students  Admitted 

Bell,  Frederick  Arthur,  (Univ.  of  Toronto),  91  St.  George  St.,  Toronto, 

Ont. 
Bradley,  Whitney  Lloyd,  (Univ.  of  Toronto),  31  Welland  St.,  Thorold, 

Ont. 
Carrothers,  Percival  John  Godber,  (Univ.  of  B.C.),  1549  Western 

Crescent,  Vancouver,  B.C. 
Chinn,  Norman  William,  (McGill  Univ.),  4639  Melrose  Ave.,  Mont- 
real, Que. 
Cohen,  Peter  Zelig,  (McGill  Univ.),  20  Laviolette  Ave.,  Outremont, 

Que. 
Cross,  Ivor  Frederick,  (Univ.  of  Man.),  82  Rosseau  Ave.  W.,  Trans- 

cona,  Man. 
Diamond,  George  Bernard,  (McGill  Univ.),  48  Joyce  Ave.,  Outre- 

mont,  Que. 
Galii,  Joseph  Nicholas,  (Univ.  of  Man.),  749  Ross  Ave.,  Winnipeg, 

Man. 
Grimble,  Wilf  George,  (Univ.  of  B.C.),  3806  West  35th  Ave.,  Van- 

couver,  B.C. 
Hartwig,  Elmer  Herman  William,   11  Barons  Ave.  So.,  Hamilton, 

Ont. 
Iliil».  Imk.  Walter  (McGill  Univ.),  3  Popliger  Ave.,  Montreal,  Que. 
Joy,  Richard  Joseph,  (McGill  Univ.),  341  Metcalfe  Ave.,  Westmount, 

Que. 
Keay,  William  Logan,  (Univ.  of  Man.),  464  Bowman  Ave.,  Winnipeg, 

Man. 


THE  ENGINEERING  JOURNAL     January,  1942 


43 


Luscombe,  William  Charles  Murray,  b.sc.  (Queen's  Univ.),  126  Fen- 

timan  Ave.,  Ottawa,  Ont. 
Lefebvre,    Marcel,    (Ecole    Polytechnique),    5025    St.    Urbain    St., 

Montreal,  Que. 
Morris,  Wallace  Victor,  (Univ.  of  Man.),  688  Jubilee  Ave.,  Winnipeg, 

Man. 
Milot,  Raymond,  (McGill  Univ.),  3539  St.  Famille  St.,  Montreal, 

Que. 
McDermott,  Arthur  G.,  (Univ.  of  N.B.),  242  Charlotte  St.,  Saint 

John,  N.B. 
McLaughlin,  Robert  Hugh  Benson,  (Univ.  of  N.B.),  Beaverbrook 

Residence,  Fredericton,  N.B. 
McNiven,  Hugh  Donald,  (Univ.  of  Toronto),  Islington,  Ont. 
OrlofF,  Irving,  (Univ.  of  Man.),  302  Redwood  Ave.,  Winnipeg,  Man. 
Pichette,  Jacques,  (McGill  Univ.),  3539  St.  Famille  St.,  Montreal, 

Que. 
Prideaux,  Norman  Llewellyn,  (Univ.  of  Toronto),  33  Monarch  Park 

Ave.,  Toronto,  Ont. 
Rossetti,  Anthony  Bruce,  (N.S.  Tech.  Coll.),  33  Cherry  St.,  Halifax, 

N.S. 


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. 

Canadian  Electrical  Association,  Inc. — Ninth  Annual 
Winter  Conference,  Mount  Royal  Hotel,  Montreal,  Que., 
January  19th  and  20th,  1942.  B.  C.  Fairchild,  Secretary, 
Room  804,  Tramways  Building,  Montreal,  Que. 

The  Engineering  Institute  of  Canada — Fixty-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 


Léo  Brossard,  m.e.i.c,  has  entered  private  practice  in 
Montreal  as  a  consulting  engineer  and  land  surveyor.  He 
graduated  from  the  Ecole  Polytechnique  in  civil  engineering 
in  1936  and  after  post  graduate  work  obtained  a  degree  of 
Master  of  Science  in  geology  from  McGill  University  in 
1940. 

He  has  spent  some  time  in  the  northern  mining  district 
of  Quebec  as  a  geologist  with  the  Cournor  Mining  Company 
and  has  also  done  some  work  for  the  Department  of  Mines 
of  the  Province  of  Quebec.  Lately  he  has  been  connected 
with  dredging  work  for  drainage  purposes  in  the  Napier- 
ville  district  in  Quebec.  Mr.  Brossard  is  a  member  of  the 
Corporation  of  Land  Surveyors  of  the  Province  of 
Quebec. 

Pilot  Officer  L.  M.  Clarke,  m.e.i.c,  has  recently  com- 
pleted a  course  at  the  School  of  Aeronautical  Engineering 
of  the  Royal  Canadian  Air  Force  at  Montreal  and  has  been 
posted  at  R.C.A.F.  Headquarters,  Ottawa. 

Pilot  Officer  S.  V.  Antenbring,  jr.E.i.c,  was  also  in  the 
class  who  completed  their  course  at  the  School  of  Areo- 
nautical  Engineering  of  the  Royal  Canadian  Air  Force  in 
Montreal,  and  has  been  posted  to  R.C.A.F.  Headquarters 
in  Ottawa. 

I.  D.  Mackenzie,  jr.E.i.c,  has  been  transferred  from 
Shawinigan  Falls  to  the  Montreal  office  of  Shawinigan 
Engineering  Company.  He  graduated  from  Queen's  Univer- 
sity in  1940. 

R.  C.  Robson,  Jr.E.i.c,  has  recently  accepted  a  position 
with  Bloedel,  Stewart  and  Welch  Limited  of  Vancouver 
as  engineer.  He  was  previously  connected  with  the  Con- 
solidated Mining  and  Smelting  Company  at  Trail,  B.C. 

G.  O.  Sanders,  Jr.E.i.c,  is  at  present  stationed  at  Provi- 
dence, R.I.,  U.S.A.,  as  assistant  inspector  of  Naval  Ordnance 
for  the  British  Admiralty.  He  graduated  from  Queen's 
University  in  1937  and  up  until  recently  was  on  the  staff 
of  Howard  Smith  Paper  Mills  Limited  at  Cornwall,  Ont., 
as  maintenance  engineer. 

W.  C.  Weir,  jr.E.i.c,  is  now  stationed  at  Brantford,  Ont., 
as  engineer  officer  with  the  Royal  Canadian  Air  Force.  He 
graduated  from  the  University  of  Saskatchewan  in  1936 
and  for  some  time  was  connected  with  the  Hudson  Bay 
Mining  and  Smelting  Company  at  Flin  Flon,  Man. 

Pierre  A.  Duchastel,  Jr.E.i.c,  has  recently  accepted  an 
appointment  with  the  physics  and  electrical  engineering 


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


department  of  the  National  Research  Council  at  Ottawa. 
He  graduated  in  electrical  engineering  from  McGill  Univer- 
sity in  1938,  and  since  graduation  has  been  connected  with 
the  Ferranti  Electric  Limited,  Montreal. 

Squadron  Leader  Baxter  Richer,  s.e.i.c,  has  recently 
been  appointed  to  command  a  squadron  at  No.  13  Service 
Flying  Training  School  of  the  Royal  Canadian  Air  Force 
at  St.  Hubert,  Que.  Squadron-Leader  Richer  graduated 
from  the  Ecole  Polytechnique  in  1937  and  enlisted  in  the 
service  of  the  R.C.A.F.  in  the  same  year.  In  December, 
1938,  he  was  promoted  to  the  rank  of  Flying  Officer  and 
was  made  a  Flight  Lieutenant  in  May,  1940.  Lately  he 
had  been  stationed  at  McLeod,  Alta.,  and  previously  at 
Regina,  Sask. 

Pilot  Officer  R.  J.  Doehler,  s.e.i.c,  has  recently  com- 
pleted a  course  at  the  School  of  Aeronautical  Engineering 
of  the  Royal  Canadian  Air  Force  at  Montreal  and  has 
been  posted  at  Summerside  airport,  P.E.I. 

W.  H.  MacGowan,  s.e.i.c,  has  accepted  a  commission 
in  the  Royal  Canadian  Air  Force  and  is  at  present  posted 
at  No.  3  Wireless  School,  Winnipeg,  Man.  He  graduated 
from  McGill  University  in  1929. 

Pilot  Officer  Marcel  Papineau,  s.e.i.c,  has  recently 
completed  his  course  at  the  School  of  Aeronautical  Engi- 
neering of  the  Royal  Canadian  Air  Force,  Montreal,  and 
has  been  posted  at  No.  6  Repair  Depot,  Trenton,  Ont.  He 
graduated  from  the  Ecole  Polytechnique  in  1940  and  was 
was  on  the  staff  of  the  Noranda  Mines  Limited  at  Noranda 
until  he  joined  the  air  force  a  few  months  ago. 

R.  M.  Morris,  s.e.i.c,  has  joined  the  staff  of  the  National 
Research  Council  in  the  Department  of  Physics  and  Elec- 
trical Engineering  at  Ottawa.  He  was  previously  on  the 
staff  of  the  Shawinigan  Engineering  Company  at  Montreal. 
He  graduated  from  Nova  Scotia  Technical  College  in 
1940. 

Pilot  Officer  Bernard  Lavigueur,  s.e.i.c,  has  completed 
his  course  at  the  School  of  Aeronautical  Engineering  of 
the  Royal  Canadian  Air  Force.  Montreal,  and  has  been 
posted  at  No.  11  Technical  Detachment,  R.C.A.F.,  at 
Montreal.  He  graduated  from  the  Ecole  Polytechnique  in 
1941. 


44 


January,  1942     THE  ENGINEERING  JOURNAL 


Richard  Noonan,  S.E.I.C.,  has  joined  the  staff  of  the 
English  Electric  Company,  transformer  department,  at 
St.  Catharines,  Ont.  He  was  formerly  connected  with  the 
electrical  department  of  the  Canadian  National  Railways 
at  Montreal. 

Georges  Archambault,  s.e.i.c,  has  joined  the  staff  of 
the  Aluminum  Company  of  Canada  Limited  at  Arvida, 
Que.  He  graduated  in  mechanical  engineering  from  McGill 
in  1939  and  joined  the  staff  of  Minneapolis  Honeywell 
Regulator  Company  at  Montreal.  Lately  he  had  been  con- 
nected with  Peacock  Bros.  Limited,  at  Montreal. 

J.  A.  Lalonde,  m.e.i.c,  was  elected  this  month  chairman 
of  the  Montreal  Branch  of  The  Institute.  He  was  born  at 
Au  Sable,  Mich.,  U.S.A.,  in  1891  and  was  educated  at  the 
Ecole  Polytechnique  of  Montreal,  where  he  graduated  in 
1912. 

Upon  graduation  he  spent  a  few  months  on  railway  work 
with  the  North  Railway  Company  at  Hudson  Bay.  In  1913 
he  joined  the  staff  of  the  City  of  Outremont  as  assistant 


Mr.  Scott  became  connected  with  J.  W.  Thompson  and 
Company  of  Vancouver,  and  in  1924  he  entered  the  employ 
of  the  City  of  Vancouver  as  assistant  in  the  water  works 
survey,  later  becoming  smoke  inspector.  In  1926  he  went 
with  Scott  Foster  and  Company  as  mechanical  engineer 
and  later  was  on  the  staff  of  Canadian  Utilities  Limited 
at  Calgary,  Alta.  He  is  at  present  assistant  plant  super- 
intendent of  the  Dominion  Bridge  Company  at  Vancouver, 
a  firm  with  which  he  became  connected  in  1933. 

John  M.  Evans,  m.e.i.c,  has  been  appointed  chairman 
of  the  newly  created  Export  Control  Committee  of  the 
Federal  Government  at  Ottawa.  Mr.  Evans'  duties  will 
be  to  administer  control  of  Canada's  export  trade  in  order 
to  protect  the  Canadian  public  and  manufacturers  against 
serious  loss  of  export  markets  and  to  insure  that  no  mater- 
ials or  commodities  essential  to  the  Dominion's  war  effort 
are  manufactured  or  processed  for  export  trade  until  the 
full  requirements  of  the  country  for  war  purposes  have 
been  filled.  The  membership  will  include  representatives 
from  the  various  wartime  boards. 


J.  A.  Lalonde,  M.E.I.C. 

engineer.  In  1920  he  went  with  the  City  of  Montreal  as 
assistant  superintendent  of  streets,  a  position  which  he  left 
in  1924  to  join  the  staff  of  Quinlan,  Robertson  and  Janin, 
Montreal,  as  manager  of  the  paving  department.  In  addition 
to  these  duties  he  was  chief  engineer  of  A.  Janin  and  Com- 
pany from  1930  to  1939.  At  that  time  he  became  manager 
and  chief  engineer  of  the  Quebec  Paving  Company,  Mont- 
real, and  associated  companies,  a  position  which  he  holds 
at  present. 

Mr.  Lalonde  has  been  Professor  in  Municipal  Engineer- 
ing at  Ecole  Polytechnique  since  1926. 

Colonel  H.  G.  Thompson,  d.f.c,  m.e.i.c,  is  among  teh 
three  Canadian  officers  who  were  recently  despatched  to 
the  middle  East  as  observers  with  the  British  8th  and  9th 
Armies.  Col.  Thompson  is  well  known  to  members  of  The 
Institute,  having  held  for  over  two  years  the  position 
of  editors  of  indices  of  The  Engineering  Catalogue  at  Head- 
quarters. Since  his  graduation  from  the  University  of 
Toronto  in  1922,  he  has  been  engaged  in  mechanical  sales 
engineering  with  various  firms.  In  1934  he  joined  the  staff 
of  Canadian  Vickers  Limited  and  in  1935  he  was  appointed 
manager  of  the  Toronto  office  of  the  Company. 

In  1940  he  was  in  England  as  officer  commanding  No.  2 
Army  Field  Workshop,  R.C.O.C.  Upon  his  return  to  Canada 
last  year,  he  was  appointed  chief  ordnance  mechanical  en- 
gineer, Department  of  National  Defence,  at  Ottawa. 

W.  O.  Scott,  m.e.i.c,  is  the  newly  elected  chairman  of  the 
Vancouver  Branch  of  The  Institute.  He  graduated  from 
the  University  of  British  Columbia  with  the  degree  of 
Master  of  Applied  Science  in  1923.  Following  graduation, 


John  M.  Evans,  M.E.I.C. 

Mr.  Evans  was  born  in  England  in  1905.  He  was  edu- 
cated in  public  and  commercial  and  technical  high  schools 
in  Montreal  and  graduated  from  McGill  University  in  May, 
1929,  with  a  degree  of  B.Eng.,  in  electrical  engineering.  He 
joined  the  Shawinigan  Water  &  Power  Company  June  1st, 
1929,  and  after  spending  two  years  on  system  planning, 
design  of  pole  lines,  transformers,  and  other  equipment,  he 
transferred  to  the  department  of  development  and  devoted 
his  attention  to  industrial  location  studies  and  the  develop- 
ment of  new  loads.  He  is  at  present  assistant  manager  of 
the  department  of  development  of  the  Company. 

E.  M.  Proctor,  m.e.i.c,  is  at  present  located  at  Wash- 
ington, D.C.,  where  he  is  representing  the  Canadian  Gov- 
ernment on  the  Bureau  of  Industrial  Conservation,  which 
is  a  branch  of  the  Office  of  Production  Management  of 
the  United  States.  Mr.  Proctor  is  president  of  James, 
Proctor  and  Redfern  Limited,  Toronto. 

Sub-Lieutenant  C.  K.  Hurst,  m.e.i.c,  has  been  posted 
to  the  Naval  College  at  Halifax  for  training.  Previous  to 
his  enlistment  he  was  on  the  hydraulic  staff  of  the  canals 
branch  of  the  Department  of  Transport,  Ottawa. 

Jean  P.  Carrière,  m.e.i.c,  whose  paper  on  "Construction 
of  a  By-Pass  Highway  in  England  by  Royal  Canadian 
Engineers"  is  printed  in  this  issue  of  the  Journal,  is  at 
present  serving  as  a  captain  with  the  Royal  Canadian 
Engineers  in  England.  In  civil  life,  Mr.  Carrière  is  senior 
assistant  engineer  in  the  Montreal  office  of  the  Department 
of  Public  Works  of  Canada  and  previous  to  his  enlistment 
he  had  been  for  some  time  attached  to  the  London,  Ont., 
district  office. 


THE  ENGINEERING  JOURNAL     January,  1942 


45 


H.  A.  Gibeau,  m.e.i.c,  has  been  appointed  director  of 
the  Department  of  Public  Works  of  the  city  of  Montreal 
to  succeed  the  late  J.  E.  Blanchard,  m.e.i.c.  Mr.  Gibeau, 
who  has  held  the  office  of  assistant  director  for  the  past 
year,  was  born  in  Montreal.  He  took  a  science  course  at 
the  Renselaer  Polytechnic  Institute  in  Troy,  N.Y.,  where 
his  brilliant  studies  won  him  the  chair  of  applied  mechanics 
at  the  Villa  Nova  Institute  in  Philadelphia. 


H.  A.  Gibeau,  M.E.I.C. 

After  teaching  for  five  years  in  the  Philadelphia  institute 
he  returned  to  Canada  and  was  appointed  chief  examiner 
of  the  Montreal  Municipal  Service  Commission,  in  1920. 
Two  years  later  he  joined  the  Public  Works  Department, 
and  in  1937  he  was  appointed  assistant  chief  engineer  of 
the  city. 

C.  Neufeld,  m.e.i.c,  has  been  transferred  to  the  staff  of 
the  Dominion  Bridge  Company  at  Calgary  as  designing 
engineer.  He  was  previously  connected  with  the  Sault 
Structural  Steel  Company  at  Sault  Ste.  Marie.  Mr.  Neufeld, 
who  graduated  from  the  University  of  Saskatchewan  in 
the  class  of  1935,  was  the  winner  of  the  H.  N.  Ruttan  prize 
of  The  Institute  in  1938. 

Flying  Officer  W.  Shuttleworth,  m.e.i.c,  has  joined  the 
works  and  buildings  branch  of  the  Royal  Canadian  Air 
Force  and  is  at  present  stationed  at  Newfoundland. 


Americans  Honour  Canadian  Engineer 

At  the  Annual  Meeting  of  the  American  Society  of  Mechanical 
Engineers  in  New  York,  the  Hon.  C.  D.  Howe,  M.E.I.C,  was 
given  an  Honorary  Membership  in  the  Society.  Here  he  is 
shown  between  two  other  distinguished  gentlemen  who  re- 
ceived a  similar  honour  on  the  same  occasion.  On  the  left  is 
Major  General  Charles  Macon  Wesson,  Chief  of  Ordnance  of 
the  United  States  Army,  and  on  the  right  is  Rear  Admiral 
Samuel  Murray  Robinson,  Chief  of  the  Bureau  of  Ships. 


W.  F.  Drysdale  Participates  in  Quiz 
At  the  Annual  Meeting  of  the  American  Society  of  Mechanical 
Engineers  held  in  New  York,  a  special  feature  was  a  "clinic" 
devoted  to  questions  and  answers  on  Conservation  and  Recla- 
mation of  Materials  in  Industry.  On  the  board  of  experts  was 
W.  F.  Drysdale,  a  Member  of  The  Institute.  The  above  photo- 
graph shows  other  experts  who  also  assisted  in  answering  the 

many  questions. 
Back  Row:  left  to  right,  D.  R.  Kellogg,  Assistant  to  Manager, 
Engineering  Laboratories  and  Standards,  Westinghouse  Elec- 
tric; W.  W.  Finlay,  Manager,  Cincinnati  Div'n.,  Wright  Aero- 
nautical Corp'n. 
Front  Row:  W.  F.  Drysdale,  M.E.I.C,  Director-General  of 
Industrial  Planning  and  Engineering,  Ottawa;  John  C  Parker, 
President  A.S.M.E.,  Vice-President  Consolidated  Edison  Co.; 
C  E.  Smith,  Vice-President  N.Y.,  N.H.  &  H.  Railroad. 


VISITORS  TO  HEADQUARTERS 

Lieut. -Colonel  G.  E.  Cole,  m.e.i.c,  Wartime  Bureau  of 
Technical  Personnel,  Ottawa,  Ont.,  on  November  27th. 
R.  I.  McCabe,  m.e.i.c,  office  manager,  Sherbrooke  Machin- 
eries Limited,  Sherbrooke,  Que.,  on  November  27th. 
G.  St.  Jacques,  m.e.i.c,  engineer,  Public  Service  Board, 
Quebec,  Que.,  on  November  28th. 

A.  C.  R.  Yuille,  m.e.i.c,  consulting  engineer,  Vancouver, 
B.C.,  on  November  28th. 

T.  S.  McMillan,  jr.E.i.c,  maintenance  engineer,  Plastic 
Division,  Canadian  Industries  Limited,  Brownsburg,  Que., 
on  December  3rd. 

E.  M.  Nason,  jr.E.i.c,  No.  3  Training  Command,  R.C.A.F., 
Moncton,  N.B.,  on  December  4th. 

B.  Gray,  m.e.i.c,  mechanical  and  resident  engineer,  Can- 
adian International  Paper  Company,  Temiskaming,  Que., 
on  December  6th. 

R.  H.  Findlater,  m.e.i.c,  Inspection  Board  of  the  United 
Kingdom  and  Canada,  Ottawa,  Ont.,  on  December  6th. 
M.  G.  Saunders,  m.e.i.c,  Councillor  of  The  Institute, 
mechanical  superintendent,  Aluminum  Company  of  Canada 
Limited,  Arvida,  Que.,  on  December  9th. 
Roger  Lord,  s.e.i.c,  Beauharnois  Light,  Heat  &  Power 
Company,  Beauharnois,  Que.,  on  December  11th. 

Major  C.  B.  Bate,  r.c.e.,  m.e.i.c,  St.  Johns,  Newfound- 
land, on  December  18th. 

Sergeant  Eric  Grant,  m.e.i.c,  Department  of  Works  and 
Buildings,  R.C.A.F.  Headquarters,  Eastern  Command, 
Halifax,  N.S.,  on  December  22nd. 

Professor  R.  F.  Legget,  m.e.i.c,  Department  of  Civil 
Engineering,  University  of  Toronto,  Toronto,  Ont.,  on 
December  24th. 

T.    M.   Moran,   m.e.i.c,   Vice-President,   Stevenson   and 
Kellogg  Limited,  Toronto,  Ont.,  on  December  29th. 
J.  H.  Bradley,  m.e.i.c,  engineer  with  Holcroft  and  Com- 
pany, Detroit,  Mich.,  on  December  31st. 
Geoffrey  Stead,  m.e.i.c,  Saint  John,  N.B.,  on  January  2nd. 


46 


January,  1942     THE  ENGINEERING  JOURNAL 


Obituaries 


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

Joseph  Elie  Blanchard,  M.E.I.C,  died  in  the  hospital  at 
Montreal  on  December  12,  1941.  He  was  born  at  Montreal 
on  August  3rd,  1881.  He  received  his  early  education  at 
the  Plateau  Academy  and  his  engineering  training  at  the 


J.  Elie  Blanchard,  M.E.I.C. 

Ecole  Polytechnique  of  Montreal,  where  he  graduated 
in  1902.  He  worked  for  some  time  with  F.  C.  Laberge, 
consulting  engineer  of  Montreal,  and  in  1904  he  was  engineer 
in  charge  of  the  construction  of  the  waterworks  at  St. 


Boniface,  Man.  In  1905  he  became  chief  engineer  of  the 
City  of  St.  Henry  and  when  this  latter  was  annexed  to 
Montreal,  he  remained  on  the  public  works  personnel.  In 
1915  he  was  appointed  in  charge  of  the  roads  and  sewers 
division  of  the  City  of  Montreal.  In  1918  he  was  made 
engineering  superintendent  of  the  roads  department  of  the 
city,  a  position  which  he  occupied  until  1930  when  he  be- 
came director  of  the  Department  of  Public  Works  of 
Montreal.  The  department  underwent  marked  improve- 
ments under  the  direction  of  Mr.  Blanchard  and  the  recent 
reorganization  had  been  carried  out  under  his  supervision 
and  that  of  the  Quebec  Municipal  Commission. 

Mr.  Blanchard  joined  The  Institute  as  a  member  in  1920. 

George  Prince  Hawley,  m.e.i.c,  died  at  Santa  Monica, 
Cal.,  on  November  26th,  1941.  He  was  born  at  Niagara 
Falls,  N.Y.,  on  August  22nd,  1872,  and  was  educated  at 
the  University  of  Wisconsin.  After  spending  a  few  years  in 
municipal  and  railroad  work,  he  joined  the  staff  of  Wallace 
C.  Johnson  at  Niagara  Falls  in  1900  and  was  engaged  on 
the  design  and  construction  of  hydro-electric  power  plants, 
particularly  at  Shawinigan  Falls,  Que.  From  1905  to  1911 
he  was  city  engineer  at  Depere,  Wis.  He  returned  to  Canada 
in  1911  with  the  Shawinigan  Water  and  Power  Company 
and  in  1912  he  joined  the  staff  of  the  Montreal  Light,  Heat 
and  Power  Consolidated  as  resident  engineer  in  charge  of 
the  construction  of  the  Cedar  Rapids  plant  on  the  St.  Law- 
rence river  near  Montreal.  Later  he  was  engaged  on  the 
construction  of  the  Rivière-des-Prairies  plant  of  the  Mont- 
real Island  Power  Company,  a  subsidiary  of  the  Montreal 
Light,  Heat  and  Power  Consolidated.  He  remained  at  this 
plant  as  resident  engineer  until  four  years  ago  when  he 
retired.  He  had  since  visited  Florida  and  many  other  states, 
finally  establishing  his  home  at  Santa  Monica,  Cal. 
Mr.  Hawley  joined  The  Institute  as  a  member  in  1920. 


INews  of  Other  Societies 


BRANTFORD  GROUP 


Vice-President  K.  M.  Cameron  of  The  Institute  visited 
the  Brantford  group  of  engineers  on  Saturday,  November 
22nd.  He  was  the  guest  speaker  at  the  monthly  dinner 
and  told  an  interesting  story  of  the  work  done  in  and 
around  Brantford  by  the  Department  of  Public  Works. 
His  knowledge  of  the  history  and  geography  of  the  locality 
doubtless  was  a  surprise  to  many,  and  indicated  that  civil 
engineering  is  a  broad  calling  by  which  one  learns  much 
about  the  country  in  which  he  works.  As  chief  engineer 
of  his  Department,  Mr.  Cameron  is  never  in  a  strange 
land  in  any  part  of  Canada. 

Many    questions    were    asked    which,    along    with    the 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


K.  M.  Cameron  speaks  to  the  Brantford  Group  of  Engineers. 

On  the  left  is  Chairman  W.  A.  T.  Gilmour  of  the  Hamilton 

Branch  of  The  Institute  and  on  the  right  is  President  Frank 

Westaway  of  the  Group. 


informal  friendly  style  of  the  talk,  made  the  whole 
evening  a  delightful  affair.  The  president  of  the  group, 
Frank  Westaway,  was  in  the  chair,  and  had  as  other  head 
table  guests,  W.  A.  T.  Gilmour,  chairman  of  the  Hamilton 
Branch  of  The  Institute,  General  Secretary  L.  Austin 
Wright,  and  a  past-president  of  the  group,  E.  T.  Sterne, 
now  of  Montreal.  Mr.  Wright  spoke  briefly  on  the  work 
of  the  Wartime  Bureau  of  Technical  Personnel. 

James  A.  Vance  was  present  to  represent  the  London 
Branch  of  The  Institute,  and  besides  the  chairman,  the 
Hamilton  Branch  was  represented  by  the  chairman-elect, 
Stanley  Shupe,  of  Kitchener,  and  the  secretary-treasurer, 
A.  R.  Hannaford. 

PROFESSIONAL  ENGINEERS  OF  ONTARIO 

The  Association  of  Professional  Engineers  of  Ontario 
have  announced  that  Flt.-Lieut.  Henry  Cotton,  Padre  of 
the  Technical  Training  Centre,  R.C.A.F.,  St.  Thomas,  will 
be  the  guest  speaker  at  the  dinner  of  the  Association 
which  is  being  held  in  the  Royal  York  Hotel,  Toronto 
on  January  17th.  He  will  speak  on  the  subject,  "  The 
Battle  of  Brains." 

Flt.-Lieut.  Cotton  who  was  attending  McGill  University 
when  the  last  war  broke  out,  enlisted  as  a  Private  and 
finished  as  Captain  in  the  old  Royal  Flying  Corps.  He 
was  in  dog-fights  with  Richthofen  and  Voss,  the  cele- 
brated German  war  aces.  Shot  down  on  his  fortieth  flight 
to  Germany,  he  was  for  two  years  a  prisoner  of  war.  He 
was  cited  in  the  London  Gazette  "  for  gallant  and  dis- 
tinguished service,"  his  copy  being  signed  on  the  King's 
behalf    by   Winston   Churchill,   then   Secretary    of   State 

lor  Air.  (News  of  Other  Societies  continued  on  page  57) 


THE  ENGINEERING  JOURNAL     January,  1942 


47 


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  November  meeting  of  the  Border  Cities  Branch  was 
held  on  Friday,  November  14th,  at  the  Prince  Edward 
Hotel,  Windsor.  In  the  absence  of  the  branch  chairman, 
G.  M.  Medlar,  the  Branch  was  honoured  by  having  Coun- 
cillor E.  M.  Krebser  in  the  chair.  After  dinner,  the  speaker, 
Mr.  Donald  Ramseyer,  was  introduced  by  Mr.  J.  Blowey. 

Mr.  Ramseyer  is  superintendent  of  the  soy  bean  plant 
of  the  Ford  Motor  Company  at  Dearborn,  Mich.  He  has 
been  associated  with  soy  bean  work  at  the  Ford  Motor 
Company  since  its  inception  in  1930.  The  subject  of  his 
talk  was  Soy  Beans  in  Industry. 

In  order  to  introduce  his  subject,  Mr.  Ramseyer  first 
showed  a  slide  film  entitled  Farms  of  the  Future.  It  has 
long  been  one  of  Mr.  Henry  Ford's  principles  that  there 
must  be  the  utmost  co-operation  between  the  American 
farmer  and  industry  before  we  can  obtain  true  prosperity 
on  this  continent.  Industry  must  absorb  the  products  of  the 
farmer  in  order  that  the  farmer  may  absorb  the  products  of 
industry. 

With  this  in  mind,  Mr.  Ford  started  research  to  find  pro- 
ducts of  the  farm  most  useful  to  industry.  Many  products 
were  experimented  with — corn  stalks,  wheat  straw,  veget- 
ables, sunflower  seeds,  weeds  and  many  others.  Finally  the 
soy  bean  was  chosen  as  having  the  greatest  possibilities. 
This  is  because  of  the  high  protein  content. 

The  soy  bean  was  introduced  into  America  about  1800, 
but  very  little  was  done  with  it  until  about  1914.  Its  chief 
uses  were  as  a  silage  crop  and  the  oil  was  used  as  a  substitute 
for  cotton  seed  oil. 

One  of  the  difficulties  with  early  methods  for  utilization 
of  soy  beans  was  that  all  the  oil  could  not  be  removed  from 
the  meal  and  this  was  the  first  problem  attacked  by  Mr. 
Ford's  research  laboratory.  They  developed  a  method  by 
which  100  per  cent  of  the  oil  can  be  absorbed  from  the 
crushed  beans  leaving  a  meal  not  unlike  some  prepared 
breakfast  foods.  The  soy  bean  oil  can  then  be  recovered 
from  the  solvent  and  the  solvent  used  over  and  over  again. 
The  meal  can  be  dried  and  converted  into  many  different 
products. 

The  oil  is  now  used  in  the  enamels  for  the  Ford  car.  The 
enamels  now  contain  up  to  50  per  cent  of  soy  bean  oil. 

A  new  process  has  been  the  hydrogénation  of  the  oil  to 
produce  glycerine  and  stearic  acid,  both  very  necessary 
for  war-time  production. 

The  original  product  developed  by  Ford  research  labora- 
tory was  the  combination  of  the  meal  and  bakélite  to 
mould  the  gear  shifter  knob.  Practically  all  the  buttons, 
handles  and  ignition  parts  are  now  being  moulded  from 
this  material. 

Soy  bean  water  paint  has  been  developed  from  the  meal. 
This  is  a  very  cheap  paint  for  factory  work,  excellent  for 
stonework  and  cement,  retaining  its  whiteness  longer  than 
other  paints.  It  can  be  washed  but  is  rather  porous  and 
therefore  is  not  suitable  for  painting  steel.  It  can  be  mixed 
with  pigment  to  give  different  colours. 

The  Ford  research  laboratory  is  also  experimenting  with 
gaskets  made  of  fabric  impregnated  with  the  soy  bean 
protein.  This  is  a  very  severe  application  and  large  scale 
tests  are  now  under  way.  The  tests  look  very  promising 
but  it  has  not  yet  been  applied  commercially. 

The  soy  bean  meal  is  also  used  in  the  Ford  steel  mill  as  a 
substitute  for  corn  flower  as  a  core  binder.  Replaceable  hot 
pops  for  steel  ingot  casting  is  another  use. 

One  of  the  most  amazing  of  the  Ford  developments  is 
protein  wool  made  from  the  soy  meal.  This  wool  has  a 
texture  and  quality  very  similar  to  sheep's  wool.  It  is  equal 
in  strength  when  dry  to  80  per  cent  of  strength  when  wet, 


and  has  20  per  cent  more  stretch.  As  a  comparison  it 
requires  two  acres  of  land  per  sheep  to  produce  12  lb.  of 
wool,  whereas  two  acres  of  land  will  produce  200  lb.  of  soy 
bean  wool.  This  material  has  been  used  to  make  automobile 
upholstery  of  30  per  cent  soy  bean  fibre  and  70  per  cent 
sheep's  wool.  It  has  been  used  very  satisfactorily.  Even 
suits  have  been  made  and  felt  for  hats,  successfully.  Mr. 
Ford  is  now  building  a  plant  to  produce  this  wool. 

Mr.  Ramseyer  was  asked  whether  plastics  would  greatly 
affect  the  production  of  aeroplanes  and  other  articles  during 
the  war-time  rush.  He  stated  that  at  the  present  time  there 
were  not  nearly  enough  soy  beans  grown  to  meet  the  de- 
mand. This  year  production  was  about'  110,000,000  bushels 
of  beans  and  next  year  it  is  expected  to  reach  125,000,000 
bushels.  Even  this  would  not  meet  the  demand.  However, 
after  the  war,  he  predicted,  there  would  be  huge  develop- 
ments along  this  line. 


w  w 


The  Border  Cities  group  at  the  dinner  held  in  honour 
of  the  president. 

One  other  great  advantage  of  soy  beans  is  that  the  plant 
adds  great  quantities  of  nitrogen  to  the  soil  and  is  therefore 
of  great  benefit  to  the  soil. 

A  special  meeting  of  the  Border  Cities  Branch  was  held 
on  Wednesday,  November  26,  at  the  Prince  Edward 
Hotel,  Windsor.  The  occasion  was  the  visit  to  the  branch  of 
the  present,  Dean  C.  J.  Mackenzie,  accompanied  by  Vice- 
President  K.  M.  Cameron  from  Ottawa.  The  president  was 
also  accompanied  by  Mr.  J.  A.  Vance  and  Mr.  H.  F. 
Bennett  of  the  London  Branch. 

A  dinner  meeting  was  held  with  Mr.  George  E.  Medlar 
in  the  chair.  After  the  dinner,  the  chairman  welcomed  the 
president  and  his  party  on  behalf  of  the  branch,  and  turned 
the  meeting  over  to  Vice-President  J.  Clark  Keith.  Mr. 
Keith  gave  a  brief  review  of  President  Mackenzie's  career 
leading  up  to  his  present  work  as  acting  president  of  the 
National  Research  Council  and  chairman  of  the  Federal 
Board  of  Inventions. 

President  Mackenzie  spoke  of  his  visits  to  the  various 
branches  throughout  Canada,  and  his  appreciation  of  the 
opportunity  to  be  president.  He  spoke  of  the  prominent 
part  being  played  by  engineers  in  Canada  to-day,  especially 
in  the  Department  of  Munitions  and  Supply,  and  the 
increasing  importance  of  engineering  as  a  profession. 

President  Mackenzie  then  reviewed  the  work  of  the 
Research  Council.  The  work  to-day  is  probably  more 
development  engineering  than  long  term  research  but  the 
work  requires  the  same  type  of  mind  and  in  either  case 
extensive  training  for  the  job. 

As  an  outstanding  example  of  the  value  of  research,  it 
may  be  said  that  scientific  research  saved  Britain  in  1940 
as  it  gave  them  the  Spitfire  and  Hurricane  aeroplanes  and 
their  equipment.  The  air  force  was  quite  small  but  superbly 
trained  and  with  superior  equipment  they  saved  Britain. 


48 


January,  1942     THE  ENGINEERING  JOURNAL 


President's  visit  to  Windsor.  From  left  to  right:  J.  A.  Vance, 

J.    Clark   Keith,   President   Mackenzie,    K.    M.    Cameron   and 

H.  F.  Bennett. 

Without  this  equipment  in  the  air  and  on  the  sea  nothing 
else  could  have  stopped  the  Germans. 

The  war  will  not  be  won  by  any  spectacular  or  new 
weapons  but  will  be  won  by  careful,  consistent  and  con- 
tinual attention  to  detail  and  constant  attention  to  research 
and  development  of  men  and  equipment. 

After  President  Mackenzie's  address,  Chairman  George 
Medlar  asked  Councillor  E.  M.  Krebser  to  introduce  Vice- 
President  K.  M.  Cameron. 

Mr.  Cameron  paid  tribute  to  the  speaker  of  the  evening 
and  said  that  it  was  exceedingly  fortunate  that  Canada  was 
able  to  call  on  a  man  of  President  Mackenzie's  calibre  to 
take  over  the  duties  at  the  National  Research  Council. 

Mr.  Cameron  then  discussed  several  Institute  affairs  of 
great  interest  to  the  members,  particularly  the  papers  pre- 
sented for  the  John  Galbraith  prize.  One  of  our  members, 
Mr.  A.  H.  Pask,  has  presented  a  paper  for  this  prize. 

Councillor  J.  A.  Vance  then  spoke  briefly  and  praised  the 
work  of  President  Mackenzie  and  past  presidents  in  visiting 
the  different  branches  and  bringing  them  more  closely 
together. 

Mr.  H.  F.  Bennett  of  London  spoke  briefly  on  the  work 
of  the  Committee  on  the  Welfare  of  the  Young  Engineer 
and  spoke  of  the  booklet  which  is  being  prepared  for  early 
distribution  to  Canadian  high  schools  giving  information 
regarding  the  engineering  profession. 

At  the  close  of  the  meeting,  Mr.  T.  H.  Jenkins,  on  behalf 
of  all  the  members,  moved  a  hearty  vote  of  thanks  to  our 
president  for  his  visit  and  extremely  interesting  address. 
Mr.  J.  F.  Bridge  seconded  this  motion. 

EDMONTON  BRANCH 


F.  R.  BURFIELD,  M.E.I.C. 

L.  A.  Thorssen,  Jr. E. I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  second  general  meeting  for  the  year  of  the  Edmonton 
Branch  was  held  in  the  Electrical  Engineering  Laboratories 
of  the  University  of  Alberta,  on  November  18th.  A  paper 
was  given  in  connection  with  a  visit  to  the  new  Broadcast- 
ing Station,  CKUA,  of  the  University  of  Alberta  by  Mr. 
J.  W.  Porteous,  of  the  department  of  electrical  engineering, 
who  was  chief  engineer  and  designer  of  the  new  installation. 

Prior  to  the  visit  Mr.  Porteous  outlined  the  problems  con- 
fronting the  designer  of  a  broadcasting  station  and  very 
clearly  showed  the  various  steps  from  the  source  of  sounds 
to  the  antenna  into  the  air  and  finally  to  the  radio  receiver. 
These  various  steps  were  illustrated  by  a  laboratory  set-up 
in  which  he  explained  the  transfer  of  sound  into  electric 
currents  by  the  microphone,  how  these  currents  were 
stepped-up  by  radio  tubes,  then  showing  the  combination 
of  these  currents  and  voltages,  known  as  audio  frequencies, 
with  the  radio  frequency  wave,  in  order  to  produce  a  wave 
that  can  travel  out  from  the  antenna  for  great  distances. 
With  the  laboratory  set-up,  Mr.  Porteous  actually  broad- 


cast various  sounds  showing  the  combination  of  the  audio 
and  radio  frequencies  by  the  use  of  an  oscillograph.  These 
sounds  were  picked  up  by  an  ordinary  radio  receiving  set 
in  the  far  end  of  the  laboratory. 

After  the  paper,  Mr.  Porteous  conducted  the  members 
around  the  transmitter  and  antenna  tower  of  the  new 
station,  pointing  out  the  various  steps  described  in  his 
paper. 

With  an  excellent  turn-out  of  members  and  guests,  it 
was  a  very  interesting  and  enjoyable  evening. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c. 
G.  V.  Ross,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


Mr.  M.  Walsh,  chief  engineer  of  the  Gunite  and  Water- 
proofing Co.  Ltd.,  was  speaker  at  the  November  27th 
dinner  meeting  of  the  Branch.  Seventy-seven  members  and 
guests  were  present. 

Mr.  Walsh  described  the  Pre-stressed  Concrete 
process  used  by  his  company  in  the  construction  of  water 
and  oil  tanks,  a  topic  of  special  interest  here  as  several 
tanks  of  this  type  are  soon  to  be  built  in  the  vicinity  of 
Halifax.  Mr.  Walsh  spoke  of  the  causes  of  failure  due  to 
cracking  and  separation  of  concrete  from  steel  in  tanks  of 
conventional  design.  He  then  dealt  with  the  pre-loaded 
concrete  design,  which  overcomes  these  causes  of  failure, 
and  explained  the  method  of  placing  and  pre-stressing  the 
reinforcing  steel,  and  illustrated  his  talk  with  a  motion 
picture  of  tanks  under  construction. 

Mr.  R.  L.  Dunsmore,  of  the  Imperial  Oil  Company, 
extended  an  invitation  to  the  Branch  members  to  visit  the 
site  when  construction  gets  under  way. 

The  tanks  to  be  erected  are  130  ft.  in  diameter,  42  ft. 
wall  height  with  domes  bringing  the  total  height  to  58  ft. 
and  with  a  capacity  of  100,000  barrels. 

S.  L.  Fultz  was  chairman  of  the  meeting. 

HAMILTON  BRANCH 


A.  R.  Hannaford,  m.e.i.c. 
W.  E.  Brown,  Ji-.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  December  meeting  of  the  Branch  was  held  at 
McMaster  University  on  the  16th,  with  an  attendance  of 
40.  Since  the  meeting  was  to  be  one  on  tool  steels,  a  Tool 
Steel  Quiz  was  held  prior  to  the  meeting.  This  proved  very 
interesting  and  the  prize  was  won  by  a  visitor,  Mr.  Trane. 

T.  S.  Glover  introduced  the  speaker,  Mr.  H.  B.  Cham- 
bers, metallurgist  of  Atlas  Steels  Limited,  of  Welland,  Ont. 

Mr.  Chambers,  in  speaking  on  Tool  Steels  for  Engineers 
explained  that  generally  the  engineer  had  a  very  poor  con- 
ception of  tool  steels  and  their  proper  application. 

Basically  tool  steel  is  a  mixture  of  iron,  carbon  varying 
from  0.7  to  V/i  per  cent,  silicon  34  per  cent  for  soundness  of 
steel,  and  manganese  }/i  per  cent  for  workability.  These  are 
water-hardening  steels  and  can  be  divided  into  four  group- 
ings, according  to  a  20  point  carbon  range,  as  follows: 
1.30  to  1.50  carbon 
1.10  to  1.30  carbon 
0.90  to  1.10  carbon 
0.70  to  0.90  carbon 
The  higher  carbon  steels  have  a  maximum  of  wear  resist- 
ance and  the  lower  carbon  steels  a  maximum  of  toughness 
or  resistance  to  shock  load.  It  must  always  be  remembered 
that  as  the  resistance  to  wear  is  increased,  the  toughness 
of  the  steel  must  be  sacrificed  and  vice-versa.  The  inter- 
mediate groups  give  a  combination  of  these  two  properties. 

But  it  is  necessary  to  have  tool  steels  which  can  be 
hardened  without  any  appreciable  change  in  section. 
Therefore,  by  the  addition  of  chromium,  molybdenum  and 
in  some  cases  manganese,  the  oil-hardening  steels  are 
obtained  but  still  with  same  carbon  range  and  groupings, 
so  that  the  oil-hardening  steels  add  four  more  groups. 

But  in  applications  such  as  forging  or  high  speed  lathe 
work  the  die  or  tool  must  resist  heat.  Therefore,  there 


THE  ENGINEERING  JOURNAL     January,  1942 


49 


arises  the  need  for  high  speed  tool  steels  or  in  other  words, 
heat-resisting  tool  steels  and  these  are  obtained  by  the 
addition  of  tungsten  and  in  some  cases  additional  molyb- 
denum. The  same  carbon  range  is  maintained  and  thus 
four  more  main  groups  of  tool  steels  are  added  to  the 
available  tool  steels. 

To  recapitulate,  we  have: 

Water-hardening  steels — 4  groups. 
Oil-hardening  steels — 4  groups. 
Heat-resisting  steels — 4  groups. 

It  should  be  remembered  that  each  of  these  three  clas- 
sifications maintains  the  range  from  maximum  wear 
resistance  to  maximum  toughness.  Thus  the  whole  tool 
steel  picture  can  be  given  in  12  groups. 

Mr.  Chambers  also  pointed  out  the  dangers  of  poor  die 
design,  showing  how  the  use  of  fillets  and  an  attempt  to 
keep  dies  of  irregular  cross-section  to  a  balanced  cross- 
section  will  avoid  the  strains  and  resultant  cracks  sometimes 
experienced  in  the  heat-treating  of  dies. 

Mr.  Chambers  went  on  to  deal  with  some  specific  applica- 
tions of  tool  steels  and  also  answered  many  questions. 

E.  M.  Coles  moved  the  vote  of  thanks,  expressing  the 
appreciation  of  the  meeting  for  the  very  clear  picture  of  tool 
steels  presented  by  the  speaker. 

The  meeting  adjourned  for  the  usual  refreshments. 

LAKEHEAD  BRANCH 


W.  C.  Byers,  m.e.i.c. 
A.  L.  Pierce,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  regular  monthly  meeting  of  the  Lakehead  Branch 
was  held  on  Wednesday,  November  19th,  at  8  p.m.  The 
members  gathered  at  the  new  Shell  Plant  at  Fort  William 
for  an  inspection  trip. 

Later  in  the  evening  the  members  re-assembled  at  the 
New  York  Lunch  in  Fort  William,  where  a  short  general 
meeting  was  held  and  lunch  was  served.  The  scheduled 
speaker  of  the  evening,  Mr.  J.  M.  Paton,  general  manager 
of  the  Shell  plant  was  unable  to  be  present.  In  his  absence, 
Mr.  J.  Heald,  production  manager  of  the  plant,  spoke  a  few 
words  of  welcome. 

Mr.  Krzywoblocki,  a  Polish  engineer  now  resident  at  the 
Lakehead,  attended  the  meeting  and  was  warmly  welcomed 
and  invited  to  attend  all  future  meetings  of  the  Branch. 

A  short  discussion  took  place  during  which  some  of  the 
members  expressed  their  pleasure  upon  having  been  given 
the  opportunity  of  visiting  the  Shell  plant.  A  vote  of  thanks 
from  the  membership  was  extended  to  Mr.  J.  M.  Paton, 
who  had  made  the  visit  possible. 

The  Lakehead  Branch  held  its  monthly  meeting  on 
December  3rd  at  the  New  York  Lunch  in  Fort  William. 
Following  dinner,  the  members  were  shown  two  moving 
pictures.  The  first  of  these  was  the  Tacoma  Narrows 
Bridge.  Mr.  P.  E.  Doncaster,  who  had  previously  seen  the 
film,  then  gave  a  few  statistics  regarding  the  structure  and  a 
lively  discussion  followed.  A  film  called  Photo-elastic 
Stress  Analysis,  filmed  at  the  University  of  Manitoba, 
was  next  shown  and  was  followed  with  a  great  deal  of 
interest  by  the  members.  Mr.  J.  M.  Fleming  led  the  discus- 
sion which  followed. 

Both  pictures  were  thoroughly  enjoyed  by  the  members 
and  guests.  Mr.  G.  R.  Duncan  was  tendered  an  expression 
of  thanks  by  the  chairman  for  the  use  of  his  projector. 

B.  A.  Culpeper,  the  chairman,  presided.  Thirty-nine 
members  and  guests  were  present. 

LONDON  BRANCH 


H.  A.  Stead,  m.e.i.c. 

A.  L.  FURANNA,  M.E.I.C.      - 


Secretary-Treasurer 
Branch  News  Editor 


On  Wednesday,  November  26th,  the  London  Branch  held 
its  monthly  meeting  jointly  with  the  Canadian  Club  to 
welcome  The  Engineering  Institute's  president,  Dean  C.  J. 
Mackenzie.  The  meeting  took  the  form  of  a  dinner  in  the 
Crystal  Ball  Room  of  the  Hotel  London. 


Introduced  by  Mr.  H.  F.  Bennett,  the  president  spoke  on 
Research  and  War.  Dean  Mackenzie  in  his  capacity  as 
acting  president  of  the  National  Research  Council  outlined 
the  purpose,  functions  and  organization  of  research  in 
Canada  at  war. 

As  for  the  importance  of  research  in  war,  he  said,  it  need 
only  be  stated  that  it  is  highly  endorsed  by  Major  General 
A.  G.  L.  McNaughton.  Before  the  war,  scientific  work  in 
Canada  was  well  organized  and  the  change-over  from  peace 
to  war  was  made  with  high  efficiency.  He  said  that  the 
purpose  of  research  in  war  is  to  develop  the  equipment  to 
be  placed  in  the  hands  of  the  fighting  forces.  To  give  some 
idea  of  the  vastness  of  this  undertaking,  it  is  only  necessary 
to  realize  that  one  division  carries  power  equipment  totalling 
a  capacity  equal  to  that  required  by  the  city  of  Toronto. 

Dean  Mackenzie  stated  that  in  this  war  of  mass  produc- 
tion there  are  four  distinct  phases:  development,  design, 
tooling-up  and  training.  But  time  is  the  predominating 
factor  throughout,  and  this  limits  what  can  be  done  in 
research.  While  it  is  impossible  to  design  new  battleships  or 
even  big  guns,  much  is  being  done  in  the  middle-class  pro- 
jects such  as  small  guns  and  improvements  on  aeroplane 
parts.  However,  most  of  the  work  is  being  done  in  the  small 
appliance  class  including  radio,  medical  apparatus  and 
optical  instruments.  Thus  there  are  three  prime  considera- 
tions in  any  problem.  Is  it  scientifically  sound  ?  Is  it  tacti- 
cally sound  ?  Can  you  make  it  ? 

Organized  research  in  Canada  is  carried  out  by  the 
National  Research  Council.  The  most  important  function 
of  this  body  is  to  coordinate  and  supervise  research  across 
the  country.  Originally  there  were  no  laboratories  ;  however, 
there  are  now  several  laboratories  in  Ottawa. 

Research  is  carried  on  under  four  classifications  :  mechani- 
cal engineering,  electrical  engineering,  chemistry  and 
biology  with  associate  interests  in  medicine,  field  conser- 
vation and  forestry.  The  Council  has  mobilized  across 
Canada  so  that  now  there  are  70  projects  under  study  in 
15  universities  throughout  the  Dominion. 

Constant  liaison  is  maintained  with  England  and  the 
United  States,  the  object  being  not  to  repeat  any  work 
already  done  elsewhere  nor  to  do  anything  which  cannot 
be  carried  through. 

Finally,  the  president  warned  that  we  must  do  away  with 
wishful  thinking.  This  war  will  not  be  won  by  any  miracle 
of  science.  We  must  be  prepared  to  make  real  sacrifices 
and  do  away  with  petty  criticisms.  He  said  the  reason  we 
feel  so  futile  about  this  war  is  that  although  we  have  been 
trying,  we  are  not  doing  our  best.  Something  is  lacking — 
sacrifice. 

After  the  meeting  two  tours  were  conducted.  The  first 
trip  was  to  the  Ordnance  Mechanics  Training  School  at 
Queens  Park  and  was  arranged  by  Lt.-Col.  W.  M.  Veitch. 

The  second  trip  was  to  the  Fleet  Aircraft  plant  at  Crum- 
lin,  under  the  direction  of  the  architect,  Mr.  Loreen  Oxley. 

MONCTON  BRANCH 


V.  C.  Blackett,  m.e.i.c. 


Secretary-Treasurer 


Centralized  Traffic  Control  was  the  subject  of  an 
address  delivered  before  a  branch  meeting  on  November 
28th,  by  R.  M.  Phinney,  S.B.,  engineer  of  train  operation, 
General  Railway  Signal  Co.,  Rochester,  N.Y.  The  meeting 
was  open  to  the  public  and  in  addition  to  branch  members, 
a  large  number  of  railway  men  were  present.  F.  0.  Condon, 
chairman  of  the  branch,  presided. 

Mr.  Phinney's  paper  dealt  with  the  despatching  of 
trains.  He  compared  the  present  method  of  written  train 
orders,  time-table  authority  and  hand-operated  switches, 
with  the  newer  mechanized  system  whereby  trains  move 
under  the  instruction  of  way-side  signals,  which  together 
with  the  operation  of  important  track  switches  are  under 
the  control  of  a  single  operator  located  in  a  central  office. 
Mr.  Phinney's  remarks  were  illustrated  with  motion 
pictures. 


50 


January,  1942     THE  ENGINEERING  JOURNAL 


A  vote  of  thanks  to  the  speaker  was  moved  by  T.  H. 
Dickson  and  seconded  by  E.  R.  Evans. 

Sackville  Meeting 

On  November  29th,  the  Moncton  Branch  combined  with 
the  Engineering  Society  of  Mount  Allison  to  hold  a  meeting 
in  the  Science  building  of  the  University  at  Sackville. 
There  was  a  large  attendance  of  engineering  students 
together  with  members  of  the  branch,  and  also  of  the 
technical  staffs  of  the  Robb  Engineering  Company  and 
the  Canadian  Car  and  Foundry  Company  at  Amherst. 
Laine  Jamieson,  president  of  the  Engineering  Society, 
was  in  the  chair.  The  speaker  was  R.  M.  Phinney,  who  gave 
an  illustrated  address  on  Centralized  Traffic  Control.  A 
vote  of  thanks  was  extended  Mr.  Phinney  by  Dean  H.  W. 
McKiel. 

MONTREAL  BRANCH 


L.  A.  DUCHASTEL,  M.E.I.C. 
G.  G.  WaNLESS,  Jr. E. I.C. 


Secretary  Treasurer 
Branch  News  Editor 


Dr.  R.  R.  Williams  addressed  the  Montreal  Branch  on 
December  11th,  on  the  subject  of  The  Chemical  Descent 
of  Man. 

Dr.  Williams,  who  is  Chemical  Director  of  the  Bell 
Telephone  Laboratories,  has  specialized  in  the  field  of 
vitamin  chemistry.  He  was  born  in  1886  at  Rampatnam, 
India,  where  he  had  ample  opportunity  to  become  ac- 
quainted with  the  scourge  of  berriberri.  After  receiving  his 
m.sc.  degree  from  the  University  of  Chicago  in  1908,  he 
returned  to  the  far  east  and  began  work  in  the  Bureau  of 
Science  at  Manila  on  this  same  problem  of  berriberri. 
Not  until  1933  did  he  succeed  in  isolating  pure  vitamin  Bi 
(thiamin)  from  rice  polishings,  and  in  proving  that  this  was 
the  specific  substance  whose  absence  from  polished  rice 
causes  berriberri  in  oriental  peoples.  By  1936  he  had 
accomplished  the  synthesis  of  thiamin.  This  great  work  was 
carried  on,  for  the  most  part,  in  addition  to  his  regular 
duties  at  the  Bell  Laboratories. 

Although  we  seldom  hear  of  berriberri  in  this  hemisphere, 
moderate  deficiency  of  Bi  in  our  diet  can  be  responsible  for 
an  impairment  of  physical  and  mental  efficiency.  This  is  of 
especial  interest  to  the  armed  forces.  Dr.  Williams  has 
been  awarded  the  Willard  Gibbs  medal  for  his  brilliant 
work. 

By  comparing  the  behaviour  of  certain  vitamins  in  the 
physiology  of  man,  animals  and  plants,  Dr.  Williams  was 
able  to  show  how  closely  related  are  their  basic  living 
functions.  Such  examples  are  accepted  as  evidence  in 
support  of  the  theory  of  man's  evolution.  It  is  much  more 
precise  evidence  than  physical  and  character  resemblances 
which  formed  the  basis  of  Darwin's  famous  book  of  1870. 
Some  chemical  illustrations  of  the  interdependence  and 
similarities  of  man,  animals  and  plants  are  : — 

(1)  Plants  synthesize  carbon  dioxide  and  water  into 
starches,  sugars  and  celluloses,  which  become  the  basic 
plant  structures.  Man  and  animals  consume  these  pro- 
ducts, producing  energy  and  causing  a  reversion  of  the 
process. 

(2)  Exactly  the  same  vitamins,  amino-acids  and  other 
functional  chemicals  are  found  in  man  and  other  higher 
animals. 

(3)  It  is  of  interest  to  note  that  the  physiological 
behaviour  of  food  and  drug  on  man  can  be  predicted  from 
laboratory  tests  performed  on  animals. 

(4)  The  hormones,  stimulating  agents  of  human 
endocrine  glands,  have  the  same  effects  on  behaviour 
in  other  animals. 

(5)  The  functioning  of  the  nervous  systems  in  men  and 
animals  are  known  to  be  actuated  by  electrical  impulses, 
which  resemble  chemical  chain  reactions.  Their  temper- 
ature coefficients  are  the  same  as  those  of  wired  electrical 
circuits. 

(6)  All  the  vertebrates  have  similar  visual  systems 
which  function  by  the  reversible  oxidation  and  reduction 


of  certain  carotinoid  pigments  in  conjunction  with  one 
of  the  vitamins.  The  light  filters  of  chickens'  eyes  contain 
the  same  chlorophyl  and  xanthophyl  found  in  the  plant 
world,  and  vitamin  A.  Lack  of  this  same  vitamin  con- 
tributes to  night  blindness  in  humans. 

(7)  The  principal  substances  in  the  blood  stream  of 
man  (haemoglobin)  and  that  of  the  plant  circulatory 
systems  (chlorophyl)  were  shown  to  have  comparable 
chemical  space  structures. 

(8)  Some  evidence  is  reported  which  indicates  that 
both  man  and  animals  exhibit  some  instinctive  craving 
for  vitamins  in  which  their  bodies  may  be  deficient.  It  is 
now  suspected  that  all  of  the  vitamins  may  prove  to  be 
essential  chemicals  in  plants  and  animals,  as  are  the 
hormones  in  man. 

Dr.  Williams  presented  his  complicated  subject  in  clear 
and  understandable  terms.  The  broad  interest  of  his 
engineer  audience  was  indicated  by  the  extensive  discus- 
sion which  followed.  In  moving  the  vote  of  thanks,  Dr. 
Struthers  paid  tribute  to  the  brilliant  investigations  of  this 
world-renowned  scientist. 

Dr.  Williams  delivered  a  classical  lecture,  and  it  was  a 
rare  opportunity  to  hear  it. 

NIAGARA  PENINSULA  BRANCH 

J.  H.  Ings,  m.e.i.c.         -     Secretary-Treasurer 
C.  G.  Cline,  m.e.i.c.      -     Branch  News  Editor 

A  joint  meeting  of  the  Niagara  Peninsula  Branches  of 
The  Engineering  Institute  of  Canada  and  the  American 
Institute  of  Electrical  Engineers  was  held  on  November 
20th  at  the  Welland  House,  St.  Catharines,  with  an  attend- 
ance of  60.  Mr.  A.  L.  McPhail,  chairman  of  the  local  branch 
of  The  Engineering  Institute,  presided.  Mr.  Norman  Franks 
introduced  the  speaker,  Mr.  J.  W.  Bateman,  manager  of 
the  lighting  service  department  of  the  Canadian  General 
Electric  Company  Limited,  whose  subject  was  Some 
Interesting  Applications  of  Light,  Ultra-Violet  and 
Infra-Red  Radiations.  Mr.  Bateman  had  with  him  a 
large  amount  of  electrical  equipment  with  which  he  illus- 
trated his  subject  in  a  most  interesting  manner.  He  also 
used  lantern  slides  to  show  various  types  of  lighting  installa- 
tions. The  vote  of  thanks  was  proposed  by  Mr.  George 
Morrison,  chairman  of  the  local  branch  of  the  American 
Institute  of  Electrical  Engineers. 

OTTAWA  BRANCH 

R.  K.  Odell,  m.e.i.c.       -     Secretary-Treasurer 

At  the  noon  luncheon  on  November  20,  Commander 
H.  N.  Lay,  R.C.N. ,  Director,  Operations  Division,  Naval 
Service  Headquarters,  Ottawa,  addressed  the  Branch  on 
The  Royal  Canadian  Navy.  He  traced  briefly  the  history 
of  the  Royal  Canadian  Navy  from  its  inauspicious  beginning 
in  1910  to  its  present  importance  as  a  vital  part  of  Canada's 
war  effort. 

G.  J.  Desbarats,  c.m.g.,  who  was  deputy  minister  of  the 
Naval  Service  at  the  time  of  the  Navy's  inception,  was  at 
the  head  table.  For  this  reason  the  Commander  hesitated 
to  go  into  details  too  deeply.  "Mr.  Desbarats  would  be  able 
to  correct  me  if  I  made  a  mistake"  he  said. 

The  commencement  of  the  Canadian  Navy  dates  from 
1910  when  the  Canadian  Government  officially  took  over 
the  Royal  dockyards  at  Halifax  and  Esquimalt  and  pur- 
chased two  fairly  old  cruisers,  the  Niobe  and  the  Rainbow. 
The  former  was  stationed  in  eastern  waters  and  the  latter 
in  western  waters.  The  next  year  the  Royal  Naval  College 
was  started  at  Halifax. 

During  the  first  great  war  the  Navy  did  its  part  and  in 
1917  Halifax  became  the  first  convoy  assembly  point  on  this 
side  of  the  Atlantic.  In  1918,  after  the  close  of  the  war,  the 
personnel  was  reduced  from  6,000  officers  and  men  to  1,000 
and  subsequent  cries  for  economy  reduced  the  number  in 
1923  to  less  than  400  officers  and  men  with  estimates  at  one 
time  as  low  as  two  million  dollars. 

In  1928  the  Navy  began  to  be  built  up  again  so  that  at 


THE  ENGINEERING  JOURNAL     January,  1942 


51 


the  commencement  of  the  present  war  there  were  six 
destroyers  and  four  mine  sweepers.  Naval  personnel 
totalled  1,700  which  was  soon  stepped  up  to  20,000.  This 
great  increase  was  enlisted  during  the  first  few  months  of  the 
war  and  taxed  to  the  utmost  the  facilities  of  Halifax  and 
Esquimalt. 

Discipline  in  the  Royal  Canadian  Navy  and  the  Royal 
Australian  Navy,  stated  the  speaker,  is  patterned  after 
that  of  the  Royal  Navy.  Officers  go  to  England  for  instruc- 
tion and  there  obtain  "wonderful  experience." 

Canadian  shipyards  started  building  and  in  1940  under- 
took an  extensive  building  programme.  As  convoys  were 
started  immediately  war  was  declared  some  sort  of  ships 
had  to  be  commissioned  at  once  for  anti-submarine  work  as 
a  stop  gap,  such  as  converted  yachts  of  400  to  500  tons. 
Three  Prince  class  liners  were  converted  to  auxiliary 
cruisers  and  have  been  very  successful,  serving  and  making 
captures  all  over  the  world.  Canadian  destroyers  also 
assisted  at  the  evacuation  of  Dunkerque. 

The  corvettes,  he  characterized  as  "marvellous  little 
ships,  by  far  the  cheapest  and  quickest  to  build  for  use 
against  submarines."  Tremendous  credit  must  be  given  to 
Canadian  shipyards  for  the  facility  with  which  they  can 
now  turn  them  out.  In  the  short  period  of  eleven  months, 
he  said,  they  can  be  laid  down,  completed,  do  their  trials, 
cross  the  Altantic  and  be  placed  in  commission  against  the 
enemy.  Within  the  next  month  it  is  expected  that  from  30 
to  40  ships  of  various  categories  will  be  accepted  by  the 
Royal  Canadian  Navy. 

The  Royal  Canadian  Navy  has  gone  through  31  years 
of  pretty  doubtful  existence,  stated  the  Commander,  and  it 
is  to  be  hoped  that  the  service  is  firmly  established.  Canada 
can  no  longer  entirely  depend  upon  the  British  Government 
for  protection.  On  account  of  her  extensive  sea-borne  trade, 
as  long  as  there  are  any  foreign  navies  in  existence  that 
might  attack  this  traffic,  there  must  be  a  Canadian  Navy, 
he  declared. 

A  talk  on  Air  Co-operation  was  given  at  the  noon 
luncheon  of  the  Ottawa  Branch  at  the  Chateau  Laurier  on 
December  4.  Squadron  Leader  W.  W.  Ross  of  the  R.C.A.F., 
commanding  the  School  of  Army  Co-operation  and  stationed 
at  Rockcliffe,  was  the  speaker.  Chairman  of  the  Branch, 
T.  A.  McElhanney  presided. 

Operations  in  modern  warfare  often  call  for  the  closest 
kind  of  co-operation  between  units  of  the  army,  the  navy, 
and  the  air  force,  with  the  last-mentioned  occupying  a  most 
important  place  in  that  co-operation.  The  speaker  outlined 
the  manner  in  which  such  co-operation  may  be  maintained. 
He  stated  that  the  present-day  pilot,  whether  engaged  in 
fighter,  bomber,  reconnaissance  or  army  co-operation 
manoeuvres  must  have  plenty  of  initiative  and  self  con- 
fidence. Frequently  they  are  definitely  on  their  own  when 
the  success  of  the  job  in  hand  is  entirely  up  to  the  individual. 
Squadron  Leader  Ross  went  over  to  England  in  Feb- 
ruary, 1940,  with  the  110  Army  Co-operation  Squadron, 
went  through  the  September  attack  of  that  year  and 
returned  to  Canada  in  March,  1941.  "I  really  had  a  grand- 
stand seat  at  the  biltzkrieg  on  London,"  he  commented, 
referring  to  a  visit  he  made  to  that  city  while  on  leave 
during  which  time  enemy  attacks  were  at  their  worst 

He  paid  tribute  to  the  remarkable  bravery  exhibited 
during  these  attacks  by  the  English  population.  "Just 
about  the  bravest  thing  that  I  ever  saw"  he  stated,  "was 
the  manner  in  which  two  young  girls  drove  an  ambulance 
through  the  burning  city  of  London  one  night  when  the 
enemy  really  tried  to  set  it  on  fire.  They  rumbled  over  the 
rubble  of  the  streets,  picking  up  the  casualties  here  and 
there  whenever  they  heard  anyone  yelling  for  help.  Before 
the  night  was  over  the  cover  of  their  ambulance  was 
burned  away  but  they  thought  nothing  of  that  and  simply 
took  it  all  in  their  stride.  I  undertook  to  assist  them  and 
accompanied  them  for  several  hours  although  I  did  not 
even  learn  their  names.  I  am  willing  to  admit  that  all  the 
time  I  was  with  them  I  was  just  about  scared  to  death." 


PETERBOROUGH  BRANCH 


D.  J.  Emery,  m.e.i.c. 

E.  Whiteley,  Jr. e. i.e. 


Secretary-T  reasurer 
Branch  News  Editor 


The  twenty-third  Annual  Dinner  of  the  Peterborough 
Branch  was  held  at  the  Kawartha  Club  on  November  19th, 
and  was  attended  by  about  ninety  engineers.  The  meeting 
was  addressed  by  four  notables  of  the  engineering  world  in 
the  persons  of  Dean  C.  J.  Mackenzie,  president  of  The 
Institute  and  acting  president  of  the  National  Research 
Council  of  Canada;  K.  M.  Cameron,  Vice-President  of  The 
Institute  and  Chief  Engineer  of  the  Department  of  Public 
Works,  Ottawa;  deGaspé  Beaubien,  Vice-President  of  The 
Institute,  Joint  National  Chairman  for  War  Savings,  and 
Consulting  Engineer,  Montreal,  and  L.  Austin  .Wright, 
General  Secretary  of  The  Institute,  Montreal,  and  Assistant 
Director  of  the  Wartime  Bureau  of  Technical  Personnel, 
Ottawa. 

The  theme  carried  throughout  the  addresses  urged 
engineers  to  make  plans  now  to  avoid  post-war  dislocations. 
It  is  becoming  apparent  that  engineers  must  face  a  two- 
fold challenge — to  win  the  war,  and  to  organize  a  plan  to 
avoid  its  aftermath  of  destructive  dislocation. 

The  first  appeal  to  make  this  a  total  war  came  from 
L.  Austin  Wright.  He  claimed  it  was  the  duty  of  the  en- 
gineers of  Canada  to  give  leadership  on  the  subject  of 
air-raid  precaution  work,  and,  he  added,  with  this  in  view, 


The  Headquarters  party.  President  Mackenzie,  Vice-Presidents 
Cameron  and  Beaubien,  and  General-Secretary  Wright. 

arrangements  had  been  completed  to  send  a  competent 
engineer  to  Britain  to  study  and  investigate  the  work  being 
done,  that  is  from  a  structural  and  engineering  standpoint, 
and  to  report  back  at  the  annual  meeting  to  be  held  next 
February.  The  study  will  include  defence  from  bombs, 
repairs  from  damage,  restoration  of  public  utilities,  and  the 
many  other  phases  of  this  work. 

Mr.  Wright  said  The  Institute  was  in  a  healthy  condition, 
both  in  membership  and  financially,  but,  he  added,  the  war 
had  brought  manifold  problems. 

He  spoke,  too,  of  the  problems  of  the  Wartime  Bureau  of 
Technical  Personnel,  and  explained  that  an  attempt  was 
being  made  to  catalogue  and  organize  the  engineers  of 
Canada  so  that  they  would  be  able  to  tackle  every  problem 
in  all  fields  of  engineering  during  the  war. 

The  second  appeal  to  organize  and  avoid  post-war  dis- 
location and  depression  came  from  G.  R.  Langley,  chief 
engineer  at  the  local  plant  of  the  Canadian  General  Electric 
Company,  Limited. 

"This  is  an  appeal  for  action  on  a  matter  that  vitally 
concerns  everyone  in  Canada.  No  one  here  to-night  would 
dispute  that  our  job  is  to  win  the  war.  Too  many  of  us, 
however,  think  of  this  job  solely  as  a  matter  of  production 
of  tanks,  ships  and  guns,  the  training  of  men  and  the  com- 
plete defeat  of  Hitler  and  his  armies.  We  can  win  that 


52 


January,  1942     THE  ENGINEERING  JOl  KNAL 


W.  E.  Ross  (Toronto),  J.  E.  Girven,  A.  E.  Berry  (Toronto)  and 
M.  H.  Smith. 


The  scenic  entry  of  the  roast.  From  right  to  left:  the  carvers 
are  G.  R.  Langley,  S.  O.  Shields,  A.  L.  Killaly,  D.  A.  Drynan 
and  V.   S.   Foster.   Seated  are  R.   L.   Dobbin,  H    n 
W.  E.  Ross,  Colonel  LeR.  F.  Grant 


E.   Brandon, 


A.  L.  Killaly  carves  the  roast. 


At    left:    Chairman    J. 
Cameron  presents  his  re- 
port. 


The  head  table.  From  left  to  right:  G.  R.  Langley,  President 

C.  J.  Mackenzie,  Chairman  J.  Cameron,  Vice-president  K.  M. 

Cameron,   Councillor  Dr.   A.   E.   Berry  and  Vice-President  de 

Gaspé  Beaubien.  In  front,  J.  E.  Girven. 


From  left  to  right:  Miss  N.  Brown,  Mr.  A.  M.  McQuarrie,  Misses 

J.  Forest,  E.  Newman  and  E.  Rabkin;  Messrs.  S.  Barkell  and 

G.  R.  Langley. 


THE  ENGINEERING  JOURNAL     January,  1942 


53 


phase  of  the  war  and  still  meet  defeat  if  we  fail  to  adequately 
plan  to  avoid  post  war  dislocations  that  may  destroy  the 
things  we  are  really  fighting  for,  our  standards  of  culture, 
and  living  and  our  democratic  institutions. 

"At  the  close  of  hostilities,  Canada  will  probably  have 
her  wealth-producing  facilities  (factory  building  and 
machinery,  transportation,  power  supply,  mines,  farms, 
forests,  and  trained  personnel)  in  better  shape  than  ever 
before  in  her  history,  most  of  them  not  merely  unimpaired 
by  the  war  effort,  but  actually  improved.  There  is  no  theo- 
retical or  practical  reason  why  these  facilities  cannot  be 
used  to  give  a  higher  standard  of  living  for  everyone,  than 
has  ever  been  reached  in  the  past.  This  happy  result  can 
only  be  achieved  by  adequate  planning.  Lacking  such 
planning  there  is  good  reason  to  fear  a  business  recession 
of  terrific  proportions." 

A  stirring  appeal  for  more  support  in  the  form  of  War 
Savings  Certificates,  coupled  with  the  assurance  that  the 
citizens  of  Quebec  are  striving  with  all  Canada  for  a 
national  unity  and  an  early  peace  through  victory,  was 
brought  to  members  of  the  Branch  by  deGaspé  Beaubien. 

"You  need  not  worry  about  the  great  race  I  represent, 
when  you  think  of  national  unity.  If  we  can  get  Quebec  to 
know  the  other  provinces  better,  and  the  other  provinces  to 
know  Quebec  as  she  is,  then  everything  will  be  better." 

"The  great  task  ahead  of  us  will  require  more  production, 
and  greater  production  requires  money.  More  War  Savings 
Certificates  must  be  sold,  and  I  would  urge  that  you  renew 
your  effort  if  at  all  possible,  and  this  appeal  comes  from 
your  country." 

The  guest  speaker  of  the  evening,  Dean  C.  J.  Mackenzie, 
was  introduced  by  Hubert  R.  Sills  of  the  Peterborough 
Branch. 

Dean  Mackenzie  spoke  on  the  part  scientific  workers 
are  playing  in  this  war  and  he  prefaced  his  talk  with  a  few 
remarks  to  show  the  great  difference  in  the  World  War  I  of 
1914-18  and  the  present  struggle.  For  example,  he  stated 
that  one  division  alone  has  500,000  horse  power,  as  much 
as  is  used  in  the  city  of  Toronto. 

"Our  science  and  technology  was  adequate  when  this 
war  began,  but  we  lacked  quantity  of  war  weapons.  What 
we  had  was  of  good  quality,  but  we  had  little.  In  1916  the 
National  Research  Council  had  been  formed  and  it  has 
gone  on  ever  since  in  a  modest  way. 

"To-day,  this  Research  Council  is  in  high  gear  with  four 
branches,  and  30  associate  committees,  of  these  latter  the 
one  perhaps  making  the  greatest  progress  is  the  committee 
engaged  in  medical  research. 

"Our  job  is  to  co-operate,  cc-ordinate  and  stimulate  the 
country's  effort  towards  winning  the  war." 

Jack  Cameron,  president  of  the  branch,  was  chairman 
during  the  dinner  meeting,  which  was  attended  by  90 
people  including  engineers  from  Hamilton,  Toronto, 
Ottawa  and  Montreal,  and  also  including  ten  girls,  grad- 
uates of  different  universities  who  are  being  trained  as 
inspectors  at  the  C.G.E.  plant.  The  thanks  of  the  gathering 
to  the  speakers  was  voiced  by  Stanley  O.  Shields,  of  the 
branch.  Entertainment  was  provided  by  Rex  Slocombe  of 
Toronto,  a  magician  and  a  musician. 

SAINT  JOHN  BRANCH 

V.  S.  Chestnut,  m.e.i.c.     -    Secretary-Tresaurer 

Thirty-three  members  and  guests  attended  a  supper 
meeting  of  the  Saint  John  Branch  held  in  the  Admiral 
Beatty  Hotel  on  Thursday,  December  11th.  The  Branch 
chairman,  F.  A.  Patriquen,  presided.  Mr.  C.  C.  Kirby 
reported  that  the  professional  engineers  of  the  province 
voted  strongly  in  favour  of  co-operation  with  The  Engineer- 
ing Institute.  Mr.  Kirby  also  outlined  the  progress  being 
made  in  the  formation  of  a  Demolition  Committee  for  the 
city  of  Saint  John  and  in  which  the  Saint  John  Branch  is 
taking  such  a  leading  part. 

Mr.  G.  W.  Berry,  Saint  John  manager  of  Ford  Company 
of  Canada,  Ltd.,  the  guest  speaker  of  the  evening,  was 


introduced  by  the  chairman,  Mr.  Patriquen.  Mr.  Berry 
outlined  to  his  audience  the  vast  strides  made  in  Canada's 
industrial  contribution  to  the  war  effort.  In  the  last  war, 
an  infantry  battalion  unopposed  by  the  enemy  could 
travel  fifteen  miles  per  day,  while  to-day  the  same  battalion 
could  travel  150-200  miles  in  the  same  period.  There  is 
more  horse  power  in  an  armoured  division  of  to-day  than  in 
the  whole  of  the  maritime  provinces.  The  motor  car  in- 
dustry of  Canada  had  naturally  specialized  in  army  trucks 
and  carriers  of  all  kinds,  and  had  supplied  thousands  of 
these  machines  to  numerous  battlefronts  of  the  world.  If 
necessary,  Canada  could  supply  25,000  of  these  machines 
per  month. 

In  the  field  of  tanks,  Canada  was  building  the  light 
infantry  and  the  medium  cruiser  tank.  An  additional 
fighting  unit,  the  light  destroyer  tank,  is  still  in  the  hands 
of  the  designers. 

At  the  conclusion  of  his  address,  Mr.  Berry  showed  films 
outlining  the  manufacture  and  testing  of  the  equipment 
manufactured  at  the  Ford  plant.  From  these  tests  it  was 
apparent  that  any  defects  would  be  discovered  before 
export  to  the  various  fields  of  battle  and  that  Canada 
should  be  proud  of  the  equipment  she  is  supplying  in 
"providing  the  tools  to  finish  the  job." 

ST.  MAURICE  VALLEY  BRANCH 


C.  G.  DE  TONNANCOUR,  S.E.I.C. 


Secretary-Treasurer 


The  fall  activities  of  the  branch  were  resumed  on  Sep- 
tember 4th  when  the  branch  and  the  Shawinigan  Chemical 
Association  were  invited  to  participate  in  a  joint  dinner 
meeting  sponsored  by  the  Canadian  Club,  at  the  Cascade 
Inn. 

The  guest  speaker  was  Sir  W.  Lawrence  Brogg,  noted 
for  his  work  on  X-ray  analysis  of  crystal  structure,  and 
one  of  the  world's  leading  scientists,  specializing  in  the 
structure  of  metals. 

Sir  Lawrence,  acting  in  Canada  as  liaison  officer  with  the 
National  Research  Council,  spoke  on  Canadians  are 
British  Scientists  in  the  War. 

The  meeting  was  very  well  attended,  and  the  Canadian 
Club  must  be  thanked  for  the  initiative  in  sharing  their 
distinguished  guest  with  the  engineers  and  the  chemists. 

Sir  Lawrence  stressed  the  evident  preparedness  of 
Germany  long  before  the  invasion  of  Poland  and  explained 
by  means  of  examples  the  part  played  by  chemists  and 


Mr.^George  Long  speaks   to   the  St.   Maurice  Valley   Branch. 
Next'to  him  are  Chairman  A.  H.  Heatley  and  H.  G.  Timmis. 


54 


January,  1942     THE  ENGINEERING  JOURNAL 


physicists  in  gearing  British  industries  to  war  production; 
he  mentioned  that  their  contribution  was  more  on  solving 
the  problems  of  development  and  expansion  of  known  pro- 
cesses than  on  last  minute  inventions. 

The  next  event  was  a  dinner  meeting  at  the  Château  de 
Blois,  in  Trois-Rivières,  presided  over  by  Dr.  H.  Heatley, 
branch  chairman.  Mr.  George  Long,  historian  of  the  Bell 
Telephone  Company  of  Canada,  spoke  on  Wartime  Com- 
munications. Amidst  an  impressing  array  of  electrical 
equipment  illustrating  the  development  of  the  telephone 
from  A.  Graham  Bell  to  our  times,  Mr.  Long  gave  his 
audience  a  vivid  picture  of  the  part  played  by  the  Bell 
Laboratories,  the  Bell  network  and  equipment  manufac- 
turers in  World  Wars  I  and  II.  Mr.  Long  was  presented  by 
Mr.  J.  M.  Mitchell,  and  thanked  by  Mr.  H.  G.  Timmis. 

On  November  3rd,  at  the  Laurentide  Inn,  in  Grand'Mère, 
Mr.  Jean  Flahault,  s.e.i.c,  made  a  successful  escape  from 
work  at  Arvida  to  address  the  branch  on  Some  Engineer- 
ing Aspects  of  the  German  Army,  gathered  from  his 
personal  experience  with  the  Germans  in  France,  his  cap- 
ture and  subsequent  escape  to  Canada.  Mr.  Flahault 
submitted  willingly  to  a  bombardment  of  questions  and 
ended  by  giving  the  World  War  I  veterans  among  his  audi- 
ence an  eagerness  to  be  "over  there"  once  more,  not  to 
talk  of  the  younger  members'  reaction.  Mr.  Flahault  was 
introduced  by  Mr.  Alphonse  Trudel,  and  thanked  by  Mr. 
R.  Dorion. 

SAGUENAY  BRANCH 


D.  S.  EsTABROOKS,  M.E.I.C. 
J.  P.  E.STABROOK,  Jr. E. I.C. 


Secretary-Treasurer 
Branch  News  Editor 


A  meeting  of  the  Saguenay  Branch  of  The  Institute  was 
held  on  Tuesday,  November  25th,  in  the  Arvida  school. 

Previous  to  hearing  the  guest  speaker  on  this  occasion, 
the  members  were  shown  a  film  depicting  the  placing  of 
the  "obelisk,"  used  to  turn  the  water  into  the  diversion 
canal  of  the  present  Chute-à-Caron  power  development. 
The  "obelisk"  was  a  concrete  structure  in  the  shape  of  a 
block  40  ft.  square  in  cross-section  and  92  ft.  long  made  to 
fit  the  contour  of  the  river  bed  and  first  supported  in  an 
almost  upright  position  by  a  thin  concrete  column,  placed 
to  prevent  it  from  tipping.  When  all  was  ready  this  thin 
column  was  blasted  away  and  the  massive  obelisk  fell  into 
place  in  the  river,  leaving  an  eight  foot  gap  at  each  end 
that  was  later  sealed  with  stop  logs.  By  means  of  instru- 
ments used  to  study  the  fall,  it  was  learned  that  99.6  per 
cent,  of  the  energy  had  been  absorbed  by  the  water. 

The  speaker,  Mr.  C.  D.  McCoy  of  the  refining  division 
of  the  Foster  Wheeler  Corp.,  New  York  City,  was  intro- 
duced by  our  chairman,  Mr.  N.  F.  McCaghey. 

Choosing  as  his  topic,  The  General  Principles  of 
Petroleum  Refining,  Mr.  McCoy  first  dwelt  on  the  various 
products  available  from  crude  petroleum:  toluene,  acetone, 
alcohols,  rubber,  ammonia,  and  hydrogen,  later  stressing 
the  part  played  in  the  war  by  lubricants  and  high  octane 
gasoline.  In  a  review  of  Canadian  production  facilities,  the 
Athabaska  oil  shales  were  mentioned  and  also  the  fact  that 
Canadian  refineries  have  five  times  the  capacity  that  would 
be  required  if  they  were  handling  only  Canadian  crude. 

The  refining  of  petroleum  is  essentially  a  distillation 
process  with  a  fractionating  action  enabling  the  operators 
to  obtain  the  different  grades  of  distillate  at  definite  levels 
in  the  fractionating  tower. 

The  exact  treatment  depends  on  the  type  of  crude  being 
treated  and  each  refinery  has  its  own  characteristic  opera- 
tions. However,  the  general  design  of  the  equipment  used 
is  similar.  The  crude  oil  is  preheated,  enters  the  tubes  of  a 
furnace  and  thence  goes  to  the  bubble  tower  where  frac- 
tionation takes  place.  Gasoline  vapours  are  taken  off  over- 
head and  naptha,  kerosene  and  fuel  oils,  etc.,  at  a  lower 
level.  Wax  distillate  is  drawn  off  at  the  bottom.  Other 
special  equipment  such  as  stripping  columns  and  coke  units 
enter  the  process. 


As  gasoline  is  now  the  most  useful  constituent,  the 
present  policy  is  to  increase  this  cut  as  much  as  possible. 
This  is  done  by  cracking  and  polymerization  of  the  heavy 
fraction  and  the  lighter  gaseous  fractions  respectively. 

Catalytic  hydrogénation,  using  an  aluminum  chloride 
catalyst  is  playing  its  part  in  this  aim  to  produce  more 
gasoline. 

In  conclusion,  Mr.  McCoy  explained  the  use  of  the  octane 
rating  system  and  the  importance  of  high  octane  gasoline 
in  our  present  day  world.  The  keen  interest  aroused  by  the 
speaker  was  shown  by  the  large  number  of  questions  that 
followed  in  the  discussion  period. 

SASKATCHEWAN  BRANCH 


Stewart  Young,  m.e.i.c. 


Secretary-Treasurer 


A  meeting  of  the  Saskatchewan  Branch  was  held  in  the 
Kitchener  Hotel,  Regina,  on  November  21st,  jointly  with  the 
Association  of  Professional  Engineers  and  the  Saskatchewan 
Section  of  the  American  Institute  of  Electrical  Engineering. 
The  attendance  was  45. 

For  a  short  period  after  dinner  the  meeting  was  conducted 
as  a  meeting  of  the  Association  of  Professional  Engineers 
to  consider  certain  proposed  amendments  to  the  by-laws. 
These  were  put  to  a  vote  and  adopted. 

Mr.  H.  I.  Nicholl  called  attention  to  the  departure  for 
Bolivia  in  the  near  future  of  one  of  our  members,  Mr.  L.  M. 
Howe,  active  during  the  past  several  months  on  the  papers 
and  meetings  committee.  Mr.  Howe  replied  in  a  few  appro- 
priate words. 

The  showing  of  a  two-reel  silent  film,  the  Tacoma  Nar- 
rows Bridge,  occupied  the  balance  of  the  evening  and 
proved   of   more   than   usual   interest. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  m.e.i.c. 


Secretary-Treasurer 


The  sixth  general  meeting  for  the  year  1941  was  held  in 
the  Grill  Room  of  the  Windsor  Hotel  on  Friday,  November 
28th,  1941.  Nineteen  members  and  guests  sat  down  to 
dinner  at  6.45  p.m. 

The  chairman  called  upon  David  L.  Mekeel,  Steel  Mill 
Consultant,  to  address  the  meeting.  Mr.  Mekeel  had  for 
his  topic  The  Steel  Industry. 

The  speaker  dealt  with  the  steel  industry  from  its  birth 
as  small  isolated  furnaces  to  the  present  gigantic  groupings 
in  strategic  centres.  He  also  sketched  briefly  the  rise  of  the 
American  steel  industry.  The  first  cargo  of  ore  that  was 
shipped  from  the  Lake  Superior  Mines  was  in  the  1850's. 
Not  much  hope  was  held  at  that  time  for  the  iron  mines  of 
the  lake  district.  The  speaker  held  the  interest  of  the 
audience  with  stories  on  the  human  side  of  the  steel  in- 
dustry, relating  the  personal  touch  that  men  such  as 
Bessemer,  Jones,  Carnegie,  Schwab  have  given  to  the 
industry.  The  speaker  then  gave  a  brief  review  of  the  steel 
industry  in  Canada,  paying  particular  emphasis  to  the 
Algoma  Steel  Corporation  and  its  possibilities. 

At  the  conclusion  of  his  speech  the  meeting  was  thrown 
open  for  discussion.  The  speaker  was  deluged  with  a  flood 
of  questions  on  all  phases  of  the  industry.  The  discussion 
kept  up  for  quite  some  time. 

A.  E.  Pickering  moved  a  vote  of  thanks  to  the  speaker, 
H.  W.  Adams  seconded  it. 

The  annual  meeting  for  the  year  1941  was  held  in  the 
Grill  Room  of  the  Windsor  Hotel  at  6.45  p.m.  on  Friday, 
December  12,  1941.  Twenty-one  members  and  guests  sat 
down  to  dinner. 

The  business  portion  of  the  meeting  began  at  8.00  p.m. 
with  L.  R.  Brown,  vice-chairman,  presiding. 

The  secretary  presented  his  report.  The  highlights  were 
a  successful  year  as  regards  papers  and  meetings  but  a  loss 
of  membership  and  a  financial  loss  of  $36.27.  J.  L.  Lang, 
m.e.i.c,  and  G.  W.  MacLeod,  m.e.i.c,  moved  that  the 
secretary's  report  be  adopted. 


THE  ENGINEERING  JOURNAL     January,  1942 


55 


The  chairmen  of  the  various  committees  then  brought 
in  their  reports.  They  were  as  follows: 

N.  C.  Cowie,  Junior  Engineers'  Committee; 

R.  A.  Campbell,  Legislation  and  Remuneration; 

A.  E.  Pickering,  Papers  and  Publicity; 

J.  L.  Lang,  Entertainment; 

A.  M.  Wilson,  Membership. 

A.  E.  Pickering  paid  tribute  to  J.  S.  Macleod,  the  chair- 
man of  the  Papers  Committee,  who  was  absent  from  the 
meeting  but  had  done  splendid  work  throughout  the  year. 
A.  M.  Wilson  told  the  branch  that  there  was  a  great  field 
for  the  incoming  membership  committee,  as  many  engineers 
were  moving  into  town. 

A.  H.  Meldrum  and  N.  C.  Cowie  were  then  appointed 
auditors  for  the  year  1941  on  motion  of  R.  S.  McCormick 
and  C.  Stenbol. 

Before  accepting  the  chair  for  the  year,  L.  R.  Brown 
called  for  further  nominations.  After  some  time  G.  W. 
MacLeod  and  A.  M.  Wilson  moved  that  nominations  be 
closed.  The  chairman  then  called  for  co-operation  for  the 
year  1942. 

The  chairman  then  called  upon  F.  W.  Fraser  to  give  a 
short  summary  on  the  causes  of  the  failure  of  the  Tacoma 
Bridge,  which  was  done  in  a  very  capable  manner,  G.  W. 
MacLeod  acted  as  the  projectionist  for  the  film.  The  rest 
of  the  evening  was  spent  in  a  social  way. 

TORONTO  BRANCH 


J.  J.  Spence,  m.e.i.c 

D.  FORGAN,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


On  November  29th  the  Toronto  Branch  of  The  Engineer- 
ing Institute  participated  in  a  joint  meeting  with  the  Royal 
Canadian  Institute  in  Convocation  Hall  to  hear  Dr.  H.  Ries, 
A. m. Ph.D.,  professor  of  geology,  Cornell  University,  present 
his  views  on  What  Use  the  Engineer  Makes  of  Geology. 

The  branch  chairman,  Mr.  H.  E.  Brandon,  following  the 
chairman  of  the  R.C.I.,  welcomed  the  speaker  on  behalf  of 
The  Engineering  Institute,  a  considerable  number  of  our 
members  attending. 

Professor  Ries'  lecture  was  profusely  illustrated  with 
lantern  slides  and  motion  pictures  of  his  own  taking.  His 
references  to  the  part  which  the  geologist  should  play  in 
the  siting  and  design  of  engineering  structures  and  the  use 
which  engineers  have  made  of  such  available  knowledge 
and  experience,  were  provocative  of  considerable  comment 
and  given  proper  appreciation  by  those  engineers  fortunate 
enough  to  hear  them. 

The  regular  meeting  of  the  branch  was  held  in  the  theatre 
of  the  Royal  Ontario  Museum  at  8.00  p.m.  on  December 
4th.  It  had  been  felt  that  the  subject  for  the  evening  was 
of  sufficiently  wide  and  popular  interest  to  warrant  the 
branch  engaging  this  accommodation,  and  inviting  the 
public  and  other  interested  organizations.  These  expecta- 
tions were  fully  realized,  some  350  people  attending  the 
meeting.  All  expressed  opinion  testified  to  the  very  great 
general  interest  which  the  meeting  held,  and  it  was  felt 
that  the  evening's  programme  more  than  maintained  the 
high  level  which  has  characterized  the  branch  meetings 
this  season.  It  is  impossible  to  escape  the  conclusion  that 
even  a  few  meetings  of  this  type,  presented  where  the  gen- 
eral public  could  share  in  them,  would  do  much  to  further 
the  standing  and  usefulness  of  the  engineering  societies. 

The  subject  of  the  meeting  was  Conservation  of  Natural 
Resources,  with  Special  Reference  to  Post-War  Plan- 
ning. In  his  opening  remarks  the  branch  chairman,  Mr. 
H.  E.  Brandon,  pointed  to  the  steadily  mounting  public 
interest  in  the  subject,  which  though  frequently  thought 
of  as  being  associated  with  tree  planting,  wild  life,  and  soil 
errosion,  actually  is  a  matter  which  intimately  affects  many 
more  phases  of  life  and  community  activities.  Many  activi- 
ties of  the  engineer  are  affected  and  so  the  interest  of  the 
engineer  in  conservation  is  important.  The  chairman  wel- 
comed   those   members   of   other  bodies   present,    among 


whom  were:  the  Ontario  Federation  of  Naturalists;  the 
Southern  Ontario  Section  of  the  Canadian  Society  of  Forest 
Engineers  ;  the  Toronto  Field  Naturalists  Club  ;  the  Society 
of  Biologists,  Toronto  Branch;  the  Toronto  Hunters'  and 
Anglers'  Association;  the  Toronto  Branch  of  the  Canadian 
Society  of  Scientific  Agriculturists. 

The  programme  was  conducted  by  Mr.  R.  F.  Legget, 
assistant  professor  of  civil  engineering,  University  of 
Toronto,  to  whose  efforts  much  of  the  success  of  the  meeting 
was  due.  Three  speakers  participated,  each  one  an  authority 
on  his  particular  phase  of  the  subject.  As  each  took  up  his 
theme  he  was  introduced  by  Professor  Legget  who  briefly 
outlined  the  field  to  be  covered.  The  first  speaker  was  Mr. 
F.  A.  MacDougall,  Deputy  Minister  of  Lands  and  Forests 
for  Ontario,  who  presented  a  comprehensive  illustrated  talk 
on  the  Forests  and  Drainage  Areas  of  Ontario.  The 
second  speaker,  Professor  A.  F.  Coventry,  department  of 
biology,  University  of  Toronto,  spoke  on  the  Water  Situa- 
tion in  Southern  Ontario.  His  lecture,  also  illustrated, 
was  most  startling  and  effective  in  the  information  he  pre- 
sented, and  vividly  drew  attention  to  the  effect  of  indis- 
criminate clearing  and  drainage,  and  the  consequent  serious 
results  on  farming  operations  in  southern  Ontario. 

Dr.  A.  E.  Berry,  chief  sanitary  engineer,  Ontario  Depart- 
ment of  Health,  followed.  He  spoke  on  Public  Health  in 
Ontario  and  its  relation  to  conservation  and,  illustrating 
his  lecture  with  numerous  slides,  forcefully  brought  before 
the  audience  the  effects  of  floods  and  droughts  on  the 
nation's  health  problem. 

The  fourth  item  on  the  programme  was  a  documentary 
film  entitled  The  River.  Kindly  loaned  by  the  United  States 
Soil  Conservation  Service,  the  film  deals  with  the  Mississippi 
River,  what  it  has  done  and  what  man  has  done  to  it.  It 
depicts  vividly  the  vital  part  that  this  river  has  played  in 
the  development  of  the  United  States  and  shows  how  man, 
by  abusing  natural  conditions,  has  in  many  cases  turned 
the  river  from  a  natural  blessing  into  an  uncontrollable 
menace.  It  goes  one  step  further  and  points  out  how  through 
agricultural  practices  and  engineering  projects,  which  in 
themselves  are  beneficial  to  the  country  as  a  whole,  control 
of  the  river  can  be  regained.  It  is  a  conscious  attempt  to 
present  a  fundamental  problem  so  factually  and  so  drama- 
tically that  those  who  see  the  picture  will  be  moved  to 
action.  The  film  was  a  fitting  climax  to  the  three  addresses, 
and  left  everyone  in  the  meeting  faced  with  the  impression 
that  something  must  be  done  before  it  is  too  late,  if  it  is 
not  already  so,  to  preserve  the  natural  resources  of  our 
Dominion,  especially  the  part  each  one  lives  in. 

On  Monday,  December  8th,  as  arranged  by  the  Institute 
of  Radio  Engineers,  Toronto  Section,  a  joint  meeting  was 
held  in  the  Physics  Building  of  the  University  of  Toronto 
of  the  following  societies:  Institute  of  Radio  Engineers 
(Toronto  Section);  Engineering  Institute  of  Canada 
(Toronto  Branch)  ;  Illuminating  Engineering  Society  (Tor- 
onto Chapter);  American  Institute  of  Electrical  Engineers 
(Toronto  Section). 

The  speaker,  Mr.  Harris  Reinhardt  of  the  Hygrade 
Sylvania  Corporation  of  Salem,  Mass.,  gave  to  the  meeting 
a  wealth  of  information  on  Fluorescent  Lighting  and 
Equipment  well  demonstrated  by  slides  and  apparatus. 
There  was  keen  interest  shown  by  all  engineers  in  this 
well-delivered  address  on  a  comparatively  new  develop- 
ment in  lighting  practice. 

About  350  engineers  were  present. 

WINNIPEG  BRANCH 


C.  P.  Haltalin,  m.e.i.c. 
T.  A.  Lindsay,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


On  November  6th,  one  hundred  and  three  members  of 
the  Winnipeg  Branch  visited  the  offices  and  repair  base 
of  Trans-Canada  Air  Lines  at  Stevenson  Field.  Mr.  J.  T. 
Dyment,  Chief  Engineer  of  T.C.A.,  addressed  the  gathering 
and  outlined  the  functions  of  the  various  specialized  shops 


56 


January,  1942    THE  ENGINEERING  JOURNAL 


which  comprise  the  repair  base.  He  also  described  the 
various  aircraft  used  by  the  system  and  gave  an  interesting 
comparison  of  their  performance  characteristics. 

Trans-Canada  Air  Lines  maintains  a  fleet  of  twenty 
Lockheed  twin-engined  aircraft,  six  of  which  are  Lockheed 
18's.  These  ships  have  seating  accommodation  for  14  pas- 
sengers, and  can  carry  a  total  load  of  5,500  lb.  The  Lock- 
heed 14,  of  which  T.C.A.  has  twelve  in  operation,  carries 
ten  passengers,  and  the  same  total  load  as  the  18,  but  its 
maximum  speed  is  only  244  m.p.h.  as  compared  with  263 
m.p.h.  for  the  larger  ship. 

Mr.  Dyment  gave  some  very  interesting  figures  on  air 
system  transportation.  During  the  month  of  September, 
T.C.A.  carried  an  average  of  305  passengers  daily,  an  aver- 
age distance  of  499.5  miles  each.  In  the  same  period  99.3 
per  cent,  of  all  scheduled  flights  were  made.  This  fact  alone 
speaks  for  the  efficiency  of  the  organization  when  one  con- 
siders that  the  T.C.A.  fleet  flies  20,500  miles  per  day. 

At  the  conclusion  of  Mr.  Dyment's  remarks,  the  mem- 
bership inspected  the  shops  and  hangars  of  the  base,  under 
the  guidance  of  T.C.A.  personnel. 

The  Repair  Base  has  fourteen  shops,  fully  equipped  to 
handle  all  the  multitudinous  details  connected  with  the 
maintenance  and  operation  of  one  of  the  world's  finest  air- 
lines. Of  particular  interest  to  the  members  was  the  instru- 
ment repair  shop,  and  the  engine  testing  shop. 

The  inspection  over,  members  of  the  branch  adjourned 
to  the  recreation  room  where  refreshments  were  served 
through  the  courtesy  of  T.C.A. 

On  November  20th  the  Winnipeg  Branch  met  in  the 
business  offices  of  the  City  of  Winnipeg"  Hydro-Electric 
System. 

Gathering  figures,  printing  bills  and  keeping  accounts 
by  punching  holes  in  cards  was  the  theme  of  an  address 
given  by  Mr.  F.  J.  Malby,  Business  Manager.  Analysis  of 


electric  sales  to  produce  the  revenue  in  each  class  of  busi" 
ness,  the  number  of  minimum  bills,  empty  houses,  water 
heaters  of  different  sizes  and  whether  in  use  or  not,  the 
electric  consumption  in  homes  of  different  sizes,  average 
rates,  etc.,  are  just  a  few  samples  of  the  mass  of  detailed 
information  obtainable  from  the  electric  tabulation  of 
punched  cards.  These  cards  are  also  used  to  automatically 
print  the  customers  bills  and  finally  are  used  as  a  ledger 
card  system.  Although  there  are  80  columns  of  figures  on 
the  card,  only  approximately  15  holes  have  to  be  manually 
punched  thus  reducing  the  possibility  of  error  to  a  minimum. 
All  the  other  holes  are  either  automatically  pre-punched 
from  the  previous  month's  card,  where  standard  information 
is  transferred  or  from  master  cards  which  represent  every 
possible  bill  that  is  sent  out.  The  latter  is  based  on  the  fact 
that  all  persons  using  the  same  amount  of  electricity  under 
the  same  base  rate  will  have  identical  bills. 

The  master  card  is  sorted  into  the  groups  with  the  same 
consumption  and  automatically  reproduces  the  figures  for 
the  complete  bill  on  all  cards  following.  The  key  to  the 
whole  electric  tabulating  system  is  the  sorting  machine 
which  separates  the  cards  into  their  respective  groups  by 
electric  contact  through  the  hole  punched  for  code  purposes. 
During  Mr.  Malby's  talk,  the  card  punching  and  sorting 
machines  were  demonstrated,  and  finally  the  members 
present  spent  a  considerable  time  watching  and  marvelling 
at  the  intricacies  of  the  various  machines.  Moving  picture 
films  showing  the  same  machines  handling  30  million  cards 
for  the  United  States  Social  Security  Act  were  exhibited. 
During  his  address  the  speaker  paid  tribute  to  the  engi- 
neering profession  for  their  contribution  to  the  emancipa- 
tion of  office  workers,  by  removing  the  drudgery  from 
accounting,  through  the  scientific  application  of  machine 
methods.  A  very  educational  and  entertaining  meeting  was 
closed  with  the  serving  of  a  buffet  supper. 


News  of  Other  Societies 


{Continued  from  page  47) 


After  the  war,  he  graduated  from  Victoria  University 
in  Theology  and  the  University  of  Toronto  in  Social 
Science.  He  had  done  considerable  lecturing  in  Canada, 
United  States  and  Germany.  He  is  a  very  pleasing  speaker 
and  has  a  real  message  for  the  members  of  the  Association. 

The  General  Meeting  of  the  Association  will  be  held  at 
the  Roval  York  Hotel,  Toronto,  on  Saturday  afternoon, 
January  17th,  1942,  at  2.30  p.m.  (D.S.T.)  The  dinner  will 
be  held  at  7  p.m.  (D.S.T.)  in  the  Roof  Garden,  Royal 
York  Hotel.   Reception  for  members  at  6.30  p.m. 

ANNUAL  DINNER  OF  U.  OF  T.  ENGINEERING 
ALUMNI 

The  Annual  Meeting  of  the  Engineering  Alumni  of  the 
University  of  Toronto  took  place  on  November  26th.  As 
usual,  the  graduating  class  was  featured,  and  H.  E.  Wing- 
field,  president  of  the  Alumni,  presented  the  traditional 
gavel  to  J.  P.  D.  Rogers,  president  of  the  class.  Another 
interesting  feature  was  the  presentation  of  a  life  member- 
ship to  Dr.  J.  L.  Morris,  the  first  graduate  of  the  "School," 


who  is  now   celebrating  the   sixtieth   anniversary   of  his 
graduation. 

Similar  "Toike  Oike"  nights  were  held  in  many  cities 
from  coast  to  coast,  and  telegraphic  greetings  from  all  of 
them  were  read  to  the  meeting  by  M.  B.  Hastings,  vice- 
president  of  the  Engineering  Alumni  and  president  of  the 
University  of  Toronto  Alumni  Federation. 


One  side  of  a  table  of  distinguished  graduates.  From  left  to 
right:    Professor    Treadgold,    Professor    Haul  tain    and    past- 
president  Dr.  T.  H.  Hogg. 


The  speaker  of  the  evening  was  C.  R.  Young,  Dean  of  Engineer- 
ing, and  president-elect  of  The  Engineering  Institute. 


THE  ENGINEERING  JOURNAL     January,  1942 


57 


The  special  guest  and  speaker  of  the  evening  was  C.  R. 
Young,  recently  appointed  Dean  of  Engineering  at  Toronto. 
Dean  Young  reported  that  this  year's  registration  in 
engineering  had  made  a  new  record — 1,148  students,  and 
over  four  hundred  in  the  freshman  year. 

Referring  to  the  recent  survey  made  at  Toronto,  the 
speaker  pointed  out  changes  in  the  curriculum  which  had 
been  made,  based  on  the  recommendation  of  the  report. 
Now  83  per  cent  of  first  year  time  is  spent  in  studies  common 
to  all  departments.  Class  room  hours  have  been  reduced 
to  33  a  week,  and  instruction  in  English  and  economics  has 
been  doubled. 

Dean  Young  spoke  of  the  decision  to  continue  the  work 
at  the  professional  level,  although  because  of  the  war, 
proposals  had  been  made  to  offer  courses  of  a  technical 
type.  He  thought  this  work  could  be  done  better  by  the 
secondary  schools. 

He  also  referred  to  the  possibility  of  shortening  courses  to 
hasten  graduation,  in  order  to  meet  the  demands  of  the 
active  service  forces  and  industry.  The  Wartime  Bureau  of 
Technical  Personnel,  after  an  investigation,  had  advised 
that  teaching  should  be  carried  on  as  normally  as  possible, 
at  least  for  the  present,  and  the  university  was  following  this 
course. 

He  asked  for  the  assistance  of  graduates  in  establishing 
prizes  and  scholarships  particularly  for  post-graduate  work, 
and  in  obtaining  additional  accommodation  for  the  greatly 
expanded  enrolment. 

H.  E.  Wingfield,  m.e.i.c,  president,  was  chairman.  The 
speaker  was  introduced  by  Dr.  Cody,  president  of  the 
University,  and  was  thanked  by  Austin  Wright,  m.e.i.c, 
Ross  Robertson,   m.e.i.c,  immediate  past-president,   pre- 


sented the  fourth  year  men  to  the  chairman.  An  interesting 
feature  was  the  regular  news  commentary  of  Wilson  Wood- 
side,  which  was  broadcast  from  the  head  table.  Mr.  Wood- 
side  is  a  graduate  of  the  "School."  About  450 
attendance. 


were  in 


President  H.  E.  Wingfied,  M.E.I.C,  presents  a  Life  Membership 
to  Dr.  J.  L.  Morris,  M.E.I.C,  the  first  graduate. 


Library  Notes 


ADDITIONS    TO    THE    LIBRARY 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


TECHNICAL  BOOKS 

Hydraulics: 

4th  éd.,  by  Horace  W.  King,  Chester  0. 
Wisler  and  James  G.  Woodbum.  N.Y., 
John  Wiley  and  Sons,  Inc.,  1941.  6  x  9\^ 
in.  $2.75. 


Hydraulics     of     Steady 
Channels 


Flow     in     Open 


By  Sherman  M.  Woodward  and  Chesley  J . 
Posey,  N.Y.,  John  Wiley  and  Sons,  Inc., 
1941.  6  x9\iin.  $2.75. 

PROCEEDINGS 

Society  for  the  Promotion  of  Engineering 
Education: 

Proceedings  of  the  48th  Annual  Meeting 
held  in  June,  1940,  and  papers,  reports, 
discussions,  etc.,  printed  in  the  Journal  of 
Engineering  Education,  Vol.  31,  1940-41. 
Office  of  the  Secretary,  Pittsburgh,  Pa., 
1941. 

REPORTS 
Smithsonian  Institution: 

Annual  report  of  the  Board  of  Regents  for 
the  year  ending  June  SO,  1940.  Wash., 
U.S.  Govt.  Printing  Office,  1941.  $1.50 
(cloth  cover). 

Canada,  Bureau  of  Statistics: 

Census  of  the  Prairie  Provinces,  1936> 
Vol.  1  :  Population  and  Agriculture;  Vol.  2 
Occupations,  unemployment,  earnings  and 
employment,  households  and  families. 
Ottawa,  1938.  $1.00  per  Vol. 

U.S.  Bureau  of  Standards: 

Buildings  Materials  and  Structures — 
Report  BMS76 — Effect  of  outdoor  expo- 
sure on  the  water  permeability  of  masonry 
walls.  Report  BMS77 — Properties  and 
performance  of  fiber  tile  boards. 


U.S.  Bureau  of  Standards: 

Handbook  H26,  supersedes  Handbook 
Hit;  Weights  and  Measures.  Administra- 
tion 67  Ralph  W.  Smith.  Issued  A  ugust 
29,  1941.  Wash.,  U.S.  Government  Print- 
ing Office,  1941-  75  cents. 

Canadian  Government  Purchasing  Stan- 
dards   Committee — Specifications: 

Paste  floor  wax,  No.  l-GP-18;  Emergency 
specifications  for  paste  floor  wax.  No. 
1-GP-lSe;  Exterior  varnish,  No.  l-GP-18; 
Varnish  vehicle  for  aluminium  paint 
(ti/pe  3  for  high  temperature  use),  No. 
l-GP-21;  Aviation  fuel,  No.  3-GP-5. 

American  Society  for  Testing  Materials: 

Index  to  A.S.T.M.  standards  including 
tentative  standards.  Free  on  written  request 
to  the  Society,  260  Broad  St.,  Phil,  Pa. 

Ontario,  Association  of  Professional  En- 
gineers: 

Act   of   incorporation;    by-laws;    code   of 
ethics;  list  of  members  as  of  November, 
1941. 
Electrochemical  Society — Preprint  : 

X-ray  studies  of  storage  battery  pastes. 
Preprint  81-1. 

American    Institute   of   Steel    Construc- 
tion: 

Annual  report  for  the  year  ending  Sep- 
tember, 1941. 

Quebec,  La  Commission  des  Eaux  Cou- 
rants: 

Vingt-cinquième  rapport,  1936.  Published 
1941. 

Canada,  Department  of  Labour: 

30th  annual  report  on  labour  organization 
in  Canada  for  the  year  1940.  Ottawa,  1941- 
50  cents. 

U.S.  Department  of  the  Interior — Geolo- 
gical Survey  Bulletins: 


Subsurface  geology  and  oil  and  gas  re- 
sources of  Osage  County,  Oklahoma 
pt.  7,  8,  9-900-G,H,I:  Past  lode-gold  pro- 
duction from  Alaska,  917-C;  Geology  and 
oil  and  coal  resources  of  the  region  south 
of  Cody,  Park  County,  Wyoming,  921-B; 
7'  in-bearing  pegmatites  of  the  Tinton 
District,  Lawrence  County,  South  Dakota, 
922-T;  Geophysical  abstracts  103,  October- 
December,  1940,  925-D;  Superposition  in 
the  interpretation  of  two-layer  earth- 
resistivity  curves,  927- A;  Geophysical 
abstracts  104,  January-March,  1941, 
932- A. 

U.S.  Department  of  the  Interior — Geolo- 
gical  Survey  Professional  Papers: 

Transgressive  and  regressive  cretaceous 
deposits  in  Southern  San  Juan  Basin, 
New  Mexico,  193-F;  Titanium  deposits  of 
Nelson  and  Amherst  Counties,  Virginia, 
198. 

U.S.  Department  of  the  Interior — Geolo- 
gical Survey  Water-Supply  Papers: 

Geology  and  Ground  Water  resources  of 
the  Balmorhea  Area  Western  Texas, 
849-C;  Underground  leakage  from  Artesian 
Wells  in  the  Las  Vegas  area,  Nevada, 
849-D;  Geology  of  Dam  Sites  on  the 
Upper  tributaries  of  the  Columbia  River 
in  Idaho  and  Montana,  866- A;  Investiga- 
tions of  methods  and  equipment  used  in 
stream  gaging,  2  parts,  868A  and  B. 
Surface  water  supply  of  the  United  States 
1939;  pt.  1  North  Atlantic  slope  basins, 
871. 

Province  of  Quebec — Bureau  of  Mines — 
Geological  Report  : 

Halliwell  mine  map-area  by  G.  S.  Mac- 
kenzie, report  No.  7;  Eustis-Mine  area 
Ascot  township  by  G.  Vibert  Douglas 
report  No.  8. 


58 


January,  1942     THE  ENGINEERING  JOURNAL 


Canada,  Department  of  Mines  and   Re- 
sources— Geological    Survey: 

Palaezoic  geology  of  the  Brantford  area, 
Ontario,  by  J.  F.  Caley,  Memoir  No.  226; 
Jacquet  River  ami  Tetagouche  River  map- 
areas,  New  Brunswick  by  F.  J.  Alcock, 
Memoir  No.  227;  Mineral  industry  of  the 
Northwest  Territories  by  C.  S.  Lord, 
Memoir  No.  230;  Bousquet-Joannes  area, 
Quebec,  by  H.  C.  Gunning,  Memoir  No. 
231;  Mining  industry  of  Yukon,  1939  and 
1940  by  H.  S.  Bostock,  Memoir  No.  234. 

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. 

AMERICAN  MINERS'  ASSOCIATION 

By  E.  A.  Wieck.  Russell  Sage  Foundation, 
New  York,  1940.  330  pp.,  Mus.,  9]/2  x  6Y2 
in.,  cloth,  S2.00. 
A  record  of  the  origin  of  coal  miners'  unions 
in   the    United   States   is   presented    in    this 
volume.  The  two  main  sections  deal  respect- 
ively with  the  origin  and  backgrounds  and 
with  the  development  of  organization.  A  large 
section   containing   contemporary   records   is 
appended,  and  there  is  a  bibliography. 

ANYBODY'S  GOLD,  the  Story  of  Califor- 
nia's Mining  Towns 

By  J.  H.  Jackson.  D.  Appleton-Century 
Co.,  New   York  and  London,   1941.  467 
pp.,  Mus.,  9  x  6Y2  in.,  cloth,  $5.00. 
In  narrative  form,  the  author  tells  first  of 
the   California  gold   rush,   with  special   em- 
phasis on  the  life  of  the  usual  miner,  but  high- 
lighted with  tales  of  the  more  colorful  person- 
alities. The  second  section  of  the  book  deals 
with  the  mining  towns  as  they  are  to-day, 
many  of  which  are  now  merely  ghost  towns. 
In  this  manner  the  absorbing  history  of  the 
earlier   days   is   continued  into  the  present. 
The   drawings   of   these   towns   as   they   are 
to-day,  by  E.  H.  Suydam,  are  most  attractive. 

BUILDING  INSULATION 

By    P.    D.    Close.    American    Technical 
Society,  Chicago,  III.,  1941.  228  pp.,  Mus., 
diagrs.,    charts,    tables,    8Yz    x   5Y    ***., 
cloth,  -$3.00. 
The  principles  and  applications  of  insulation 
are  described  as  used  to  retard  heat  losses  and 
heat  gains,  and  to  guard  against  fire,  sound, 
vibration  and  condensation  in  buildings.  Con- 
siderable reference  data  and  many  practical 
examples   of   calculation    procedures   are  in- 
cluded. A  set  of  review  questions  is  appended. 

DIFFUSION  IN  AND  THROUGH  SOLIDS 

By  R.  M.  Barrer  Macmillan  Co.,  New  York; 

University    Press,    Cambridge,    England, 

1941-  4^4  PP-,  Mus.,  diagrs.,  charts,  tables, 

.9  x  5 Yi  in.,  cloth,  $6.50. 
This  book  presents  a  study  of  the  per- 
meability of  materials  to  solutes,  and  of  the 
diffusion  constants  of  solutes  within  them. 
The  author's  aims  are:  to  keep  a  balance 
between  experimental  methods  and  their 
mathematical  and  physical  interpretations; 
to  provide  lists  of  permeability  and  diffusion 
constants  for  ready  reference;  and  to  outline 
current  theories  of  processes  of  permeation, 
solution  and  diffusion. 

ELECTRICITY   AND   MAGNETISM, 
Theory  and  Applications 

By  N.  E.  Gilbert,  rev.  ed.  Macmillan  Co., 

New  York,  1941,  585  pp.,  diagrs.,  charts, 

tables,  8Yi  x  5J4  in.,  cloth,  $4.50. 

Fundamental  principles  are  covered  in  this 

textbook    for    non-technical    students,    with 

illustrative  applications  to  engineering  and  to 

appliances  in  common  use.  Not  intended  as  an 


introduction  to  electrical  engineering  or  an 
exposition  of  the  mathematical  theory  of 
electricity,  the  book  simply  presents  a  thor- 
ough survey  of  the  topics  considered,  with 
physics  in  the  foreground. 

FIRE  ENGINEERING  HYDRAULICS 

By  G.  0.  Stephenson.  Emnwtt  ifc  Co.,  Ltd., 
Manchester  and  London,  England,  1941. 
,20  pp.,  Mus.,  charts,  7Yî  x  5  in.,  paper,  Is. 
This  little  pamphlet  contains  graphic  charts 
from  which  can  be  quickly  obtained  the  dis- 
charge  from    nozzles,    the    loss    of    pressure 
because  of  friction  in  hose,  and  the  height  and 
reach    of   jets.    These    charts    are    based   on 
John  R.  Freeman's  experiments. 

FLIGHT,  Aircraft  Engines,  a  General 
Survey  of  Fundamentals  of  Aviation 

By    R.    F.    Kuns.    American    Technical 

Society,  Chicago,  1942,  paged  in  sections, 

Mus.,  diagrs.,  charts,  tables,  9Yi  x  6  in., 

cloth,  $3.25. 

A  discussion  of  elementary  engines  precedes 

chapters  on   light   plane  engines  and  radial 

aircraft    engines.     Other    chapters     provide 

practical  information  on  engine  fuels  and  fuel 

systems,    electrical    equipment,    lubrication, 

and  valve  and  ignition  timing.  There  are  many 

photographs  and  cross  sectional  diagrams,  and 

a  section  of  review-questions  with  answers  is 

included. 

FLIGHT,  Meteorology  and  Aircraft  In- 
struments, a  General  Survey  of  Fun- 
damentals of  Aviation 

By  B.  Wright,  W.  E.  Dyer  and  R.  Martin. 
American     Technical     Society,     Chicago, 
1942,    paged   in   sections,   Mus.,   diagrs., 
charts,   maps,  tables,  9Yi  x  6  in.,  cloth, 
$3.25. 
Beginning  with  a  general  chapter  on  the 
atmosphere,    this    practical    book    discusses 
atmospheric    circulation    and    weather    fore- 
casting.   It    covers    weather    maps,    airway 
weather   service    and   airway    marking,    and 
describes    aviation    radio    and   other   instru- 
ments made  necessary  by  atmospheric  con- 
ditions. There  is  a  question  and  answer  sec- 
tion for  review  purposes. 

FLUID  MECHANICS  AND  STATISTICAL 
METHODS  IN  ENGINEERING  (Uni- 
versity of  Pennsylvania  Bicentennial 
Conference) 

By   H.   L.    Dryden,  T.  von  Kàrmàn  and 
others.  University  of  Pennsylvania  Press, 
Phila.,    1941.    146    pp.,    Mus.,    diagrs., 
charts,  tables,  9Y  x  6  in.,  cloth,  $1.75. 
The  eight  papers  by  recognized  authorities 
contained  in  this  work  are  divided  into  two 
groups.  Four  of  them  deal  with   turbulence 
and  related  topics  in  the  field  of  fluid  mechan- 
ics. The  other  four,  grouped  under  the  head- 
ing   of    statistical    methods    in    engineering, 
range  from  the  contribution  of  statistics  to 
purchasing  specifications  to  the  application 
of  the  statistical  method  in  legislation. 

HANDBOOK  OF  SLEEVE  BEARINGS 

By  A.  B.  Willi.  Federal-Mogul  Corpora- 
tion, Detroit,  Mich.,  1941-,  Mus.,  diagrs., 
charts,  tables,  9Yi  x  6  in.,  cloth,  {available 
only  to  those  directly  concerned  with  sleeve 
bearing  installations). 
This  practical  guide  for  the  engineer,  de- 
signer and  draftsman  deals  with  the  selection, 
design  and  application  of  sleeve  bearings.  It 
discusses,  for  example,  the  effect  of  design, 
materials  and  manufacturing  methods  upon 
sleeve-bearing    efficiency    and    other    special 
topics    of    major   importance   in    setting   up 
bearing  specifications.  There  is  a  large  refer- 
ence section  listing  many  sizes  and  types  of 
bearings  for  which  major  manufacturing  tools 
are  now  available. 

HIGH  POLYMERIC  REACTIONS,  Their 
Theory  and  Practice.  (High  Poly- 
mers, Vol.  3) 

By  II .  Mark  and  R.  Raff,  translated  from 
the  manuscript  by  L.  H.  Weissberger  and 


I.  P.  Irony.  Interscience  Publishers,  New 
York,  1941.  476  pp.,  diagrs.,  charts,  tables, 

9%x6  in.,  cloth,  $6.50. 

The  object  of  this  volume  is  to  describe  the 
present  state  of  our  knowledge  concerning  the 
mechanism  of  chemical  processes  during  which 
high  polymers  are  formed.  It  is  divided  into 
two  parts:  the  general  part,  which  presents 
important  general  relationships  in  a  quan- 
titative manner;  and  the  special  part,  which 
collects  the  literature  on  the  subject,  arrang- 
ing the  material  according  to  the  classifica- 
tion which  is  usual  in  organic  chemistry. 

HIGHER     MATHEMATICS     FOR     EN- 
GINEERS AND  PHYSICISTS 

By  I.  S.  Sokolnikoff  and  E.  S.  Sokolni- 

koff,  2  ed.  McGraw-Hill  Book  Co.,  New 

York  and  London,  1941-  587  pp.,  diagrs., 

charts,  tables,  9Y  x  6  in.,  cloth,  $4-50. 

The  purpose  of  this  book  is  to  give  students 

of  engineering  and  other  applied  sciences  a 

bird's-eye  view  of  those  mathematical  topics 

beyond   the   elementary   calculus   which   are 

indispensable  in  the  study  of  physical  sciences. 

Underlying  principles  are  emphasized,  rather 

than  direct  application  to  specific  problems, 

so  as  to  provide  an  introduction  to  advanced 

mathematical  treatises.  The  new  edition  has 

been  considerably  revised  and  enlarged. 

INDUSTRIAL  ACCIDENT  PREVENTION, 
a  Scientific  Approach 

By  H.  W.  Heinrich.  2  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1941- 
448    pp.,    Mus.,    diagrs.,    charts,    tables, 
8Y2  x  5Y2  in.,  cloth,  $3.00. 
The  essential   principles   and  basic   philo- 
sophy of  accident  prevention  are  presented  in 
the  first  two  chapters.   The  next   three  are 
devoted  to  an   explanation  of  the  practical 
application   of   these  principles   in   industry. 
Further  development  of  various  phases  of  the 
subject  and  specific  illustrative  examples  are 
found  in  succeeding  chapters.  Historical  and 
statistical  data  are  appended. 

INDUSTRIAL       INSTRUMENTS       FOR 
MEASUREMENT    AND    CONTROL. 

(Chemical    Engineering    Series) 

By  T.  J.  Rhodes.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  573  pp., 
diagrs.,  charts,  tables,  9x6 in.,  cloth,  $6.00. 
This   new  text  is   designed  to   provide  a 
theoretical   and   practical   treatment   of   the 
measurement  and  control  of  the  four  fun- 
damental physical  factors  encountered  in  in- 
dustrial processing  and  manufacturing:  tem- 
perature, pressure,  fluid  flow  and  liquid  level. 
Automatically    controlled    continuous    pro- 
cesses are  thoroughly  analyzed,  and  practical 
rules  are  established  for  the  design  and  main- 
tenance of  controlling  instruments. 

INTRODUCTION    TO    PHYSICAL 
STATISTICS 

By  R.  B.  Lindsay.  John  Wiley  &  Sons, 
New   York;  Chapman   &  Hall,  London, 
1941.    306    pp.,    diagrs.,    charts,    tables, 
9Y2  x  6  in.,  cloth,  $3.75. 
This   work   is  intended    for   the   graduate 
student  who  wishes  a  thorough  but  not  too 
lengthy  introduction  to  the  method  of  statis- 
tical  physics.    It    calls   for   a   background  of 
theoretical  physics.  It  presents  a  survey  of  the 
various  ways  in  which  statistical  reasoning 
has  been  used  in  physics,  from  the  classical 
applications  to  fluctuation  phenomena,  kinetic 
theory  and  statistical  mechanics  to  the  con- 
temporary   quantum    mechanical    statistics. 
Emphasis  has  been  laid  on  methodology  and 
numerous  illustrative  problems  are  included. 

LINCOLN'S       INDUSTRIAL-COMMER- 
CIAL   ELECTRICAL    REFERENCE, 

Edited  by  E.  S.  Lincoln.  First  edition. 
Electrical  Modernization  Bureau,  60  East 
42ndSt.,  New  York,  1941,  pagedin sections, 
Mus.,  diagrs.,  charts,  tables,  11  x  8Y2  in., 
cloth,  $15.00. 


THE  ENGINEERING  JOURNAL     January,  1942 


59 


The  entire  field  of  industrial  electric  oper- 
ations, from  service  entrance  through  utiliza- 
tion equipment,  is  covered  in  this  reference 
book.  The  material  is  divided  into  sections 
containing  tables,  diagrams,  illustrations  and 
descriptions  of  typical  equipment  in  the 
respective  fields,  and  other  practical  informa- 
tion. Special  sections  cover  electrical  and 
other  related  associations,  safety  precautions 
and  the  National  Electrical  Code  provisions. 

MacRAE'S    BLUE    BOOK,    49th    Annual 
Edition,  1941-42 

MacRae's  Blue  Book  Co.,   Chicago  and 
New  York,  1941.  3,738  pp.,  Mus.,  11  x  8 
in.,  cloth,  $15.00. 
The  new  edition  of  this  well-known  and 
useful  directory  follows  the  plan  of  preceding 
ones.  It  includes  an  alphabetical  list  of  manu- 
facturers, producers  and  wholesalers,  with  the 
addresses  of  branch  offices;  a  minutely  clas- 
sified   list    of    products,    with    an    extensive 
index  ;  a  list  of  towns  of  one  thousand  or  more 
population;   with   their   trade   facilities   and 
railroad    connections;    and    a    list    of    trade 


(The)  MECHANISM  OF  THE  ELECTRIC 
SPARK 

By  L.  B.  Loeb  and  J.  M.  Meek.  Stanford 
University    Press,    Stanford     University, 
California;    Humphrey    Milford,    Oxford 
University  Press,  London,  194-1  ■  188  pp., 
Mus.,  diagrs.,  charts,  tables,  9%  x  6  in., 
cloth,  $3.50. 
This  work  analyzes  the  status  of  the  theory 
of  the  mechanism  of  the  electric  spark  in  air 
at  this  time  and,  on  the  basis  of  this  analysis, 
the  streamer  theory   of  spark   discharge  is 
developed.  The  three  chapters  deal  respect- 
ively with  the  Townsend  theory  of  the  spark, 
with     the     development     of    the     streamer 
theory,  and  with  the  calculation  of  breakdown 
in  various  types  of  gaps.  Bibliographies  are 
included. 

MUNICIPAL  AFFAIRS 

By  E.   W.  Steel.  International  Textbook 

Co.,  Scranton,  Pa.,  1941.  389  pp.,  diagrs., 

charts,  tables,  814  x  5  in.,  cloth,  $3.50. 

Intended   both  as  a  textbook  for  college 

students  and  a  source  of  information  for  those 

interested    in    municipal    affairs,    this    book 

covers  two  fields.  The  first  section  is  devoted  to 

the    development    and    forms    of    municipal 

government   and   its   relation    to   state   and 

federal   authority.   Administrative  principles 

are  treated  in  the  latter  part  of  the  book 

including  discussions  of  departmental  work 

city  financing  methods,  etc. 

OUTLINES  OF  GEOLOGY 

Outlines  of  Physical  Geology,   by  C.   R. 

Longwell,    A.    Knopf  and   R.    F.    Flint, 

381  pp. 

Outlines    of    Historical    Geology,    by    C. 

Schuchert  and  C.  0.  Dunbar,  291  pp.  2. 

éd.,    John    Wiley    &    Sons,    New    York; 

Chapman  &  Hall,  London,  1941.  Mus., 

diagrs.,   charts,   tables,   maps,   9x6  in., 

cloth,  $4.00. 
Combining  two  well-known  elementary 
texts  on  physical  and  historical  geology,  the 
present  volume  was  developed  to  furnish  a 
brief  treatise  covering  the  salient  features  of 
the  entire  subject.  In  the  first  part,  the  prin- 
ciples of  physical  geography  are  explained  as 
a  key  to  the  reading  of  geologic  history,  and 
the  relation  of  these  principles  to  practical 
human  affairs  is  emphasized.  The  historical 
geology  section  presents  a  concise,  general 
survey  of  the  past  history  of  the  earth. 

PHOTOMICROGRAPHY 

By  R.  M.-  Allan.  D.  Van  Nostrand  Co., 
New  York,  1941-  365  pp.,  Mus.,  diagrs. 
charts,  tables,  9%  x  6  in.,  cloth,  $5.50. 
The    process    of    photographing    minute 
objects  through  a  microscope  is  comprehen- 
sively   covered.    Essential   information    con- 
cerning microscopic  technique  is  provided  for 


those  unfamiliar  with  such  work,  although 
the  emphasis  is  upon  photographic  equip- 
ment and  methods,  which  are  described  in 
detail.  Excellent  examples  of  various  kinds  of 
photomicrography  are  included,  with  explan- 
atory paragraphs. 

PIPING  FLEXIBILITY  AND  STRESSES 

By  S.   D.    Vinieratos  and  D.   R.   Zeno. 

Cornell  Maritime  Press,  New  York,  1941- 

85  pp.,  diagrs.,  charts,  tables,  10  x  7%  in-, 

paper,  $3.00. 
The  grapho-analytical  method  of  determin- 
ing flexibility  and  stress  from  an  examination 
of  bending-moment  diagrams  is  presented  in 
this  book  for  the  design  of  piping  systems, 
particularly  steam  piping  in  marine  service. 
The  fundamentals  of  the  method  are  first 
briefly  described,  and  its  application  is  then 
explained,  working  from  simple  cases  to 
problems  with  pipes  intersecting  in  space. 

PRINCIPLES  OF  ELECTRON  TUBES 

By  H.  J.  Reich.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  398  pp., 
Mus.,  diagrs.,  charts,  tables,  9%  x  6  in., 
cloth,  $3.50. 
Essentially  an  abridgment  of  the  author's 
"Theory  and  application  of  electron  tubes," 
the  present  volume  is  designed  to  meet  the 
need   for   a   text   suitable   for   students   not 
specializing     in     communication.     In     this 
edition  some  of  the  material  has  been  deleted 
and   the   rest    modified   to    give   unity   and 
coherence.    New    material    includes    a    brief 
treatment    of    electron    dynamics    and    an 
introductory  treatment  of  frequency  modula- 
tion. 

RAILROADIANS  OF  AMERICA,  New 
York,  Book  No.  3 

Apply  to  W.  A.  Lucas,  Editor  and  Chair- 
man, Publication  Committee,  Railroadians 
of  America,  56  Tuxedo  Ave.,  Hawthorne, 
New  Jersey,  1941-  128  pp.,  Mus.,  diagrs., 
charts,  tables,  maps,  11  x  7}/%  in.,  paper, 
$2.50. 
Number  3  of  this  series  presents  an  illus- 
trated   record    of    the    motive    power    and 
growth  of  the  Delaware  and  Hudson  railroad. 
Originally   printed   in    two   sections   by   the 
Delaware  and  Hudson  Railroad  Corporation, 
additional    material    has    been    included    to 
bring  the  information  up  to  date. 

(The)  REFERENCE  LIBRARY  OF  THE 
WELDING  RESEARCH  COUNCIL, 
Section  I,  Classified  Library  Cata- 
logue, June,  1941r 

Published    by    Institute    of    Welding,    2 
Buckingham     Palace    Gardens,    London, 
S.W.I,  England.  136  pp.,  8lA  x  5Y2  in., 
paper,  2s. 
The    major    part    of    this    publication    is 
devoted    to    a    catalogue    of    the    reference 
library    of   the    Welding    Research    Council, 
containing  both  author  and  subject  entries 
in  one  alphabetical  list.  Additional  informa- 
tion    concerning     the     organization,     staff, 
services  and  publications  of  the  Institute  of 
Welding  is  also  included. 

SHOP  MANAGEMENT  FOR  THE  SHOP 
SUPERVISOR 

By  R.  C.  Davis.  Harper  &  Brothers,  New 
York  and  London,  1941.  333  pp.,  diagrs., 
charts,  tables,  8lA  x  5Y2  in.,  cloth,  $2.00. 
This  book  is  concerned  with  the  problems 
which   confront   the  shop   supervisor  in   all 
phases  of  production  control.  Topics  covered 
include  organization,   plant  and  equipment, 
production    and    quality    control   in    various 
types    of    shops,    motion    and    time  study, 
materials  control,  stores,  and  labor  manage- 
ment. 

THEORY  OF  GASEOUS  CONDUCTION 
AND  ELECTRONICS 

By  F.  A.  Maxfield  and  R.  R.  Benedict. 
McGraw-Hill  Book  Co.,  New   York  and 


London,  1941-  483  pp.,  Mus.,  diagrs., 
charts,  tables,  9Y  x  6  in.,  cloth,  $4.50. 
The  fundamental  theory  of  high-vacuum 
electronic  equipment  is  presented  with  a 
systematic  interpretation  of  the  underlying 
phenomena  upon  which  the  properties  of  all 
types  of  gaseous-conduction  devices  depend. 
The  discussion  covers  not  only  high  vacuum 
conduction  as  found  in  electron  tubes,  but 
also  the  theory  and  application  of  corona, 
sparking,  glows  and  arcs.  Stress  is  placed 
upon  scientific  principles  rather  than  upon 
specific  apparatus  and  applications. 

TRAFFIC  ACCIDENTS  AND   CONGES- 
TION 

By  M.  Halsey.  John  Wiley  &  Sons,  New 

York;  Chapman  &  Hall,  London,  1941. 

408    pp.,    Mus.,    diagrs.,    charts,    tables, 

10  x  7  in.,  cloth,  $4.00. 
This  volume  sets  forth  the  principles  which 
underlie  the  scientific  methods  currently  being 
developed  to  reduce  traffic  accidents  and 
congestion.  It  is  an  engineering  approach  to 
these  problems  as  they  affect  the  movement  of 
persons  and  merchandise.  Application  of  the 
principles  here  outlined  presents  a  basis  for 
evaluating  all  elements  of  the  traffic  problem. 
There  is  a  large  bibliography. 

TRUE  STEEL,  the  Story  of  George  Mat- 
thew Verity  and  His  Associates. 

By  C.  Borth.  Bobbs-Merrill  Co.,  Indiana- 
polis   and    New    York,    1941.    319    pp.. 
Mus.,  9x6  in.,  cloth,  $3.00. 
Mainly  a  biography  of  George   Matthew 
Verity,  the  directing  genius  of  the  American 
Rolling  Mill  Company,  this  book  is  also  a 
history  of  the  Company  and  an  exposition  of 
the  development  of  the  steel  industry.  Both 
the    technological    and    sociological    aspects 
of  the  man  and  his  work  are  presented. 

UNIVERSITY  PHYSICS,  Part  3,  LIGHT 

By  F.   C.   Champion.   Interscience  Pub- 
lishers,    New     York;     Blackie     &     Son, 
London    and    Glasgow,    1941-    172    pp., 
diagrs.,  charts,  tables,  9x6 in.,  cloth,  $1.50. 
One  of  a  group  of  books  on  the  several 
major   divisions   of   physics,    this   particular 
volume  covers  the  subject  of  light  for  inter- 
mediate students  who  have  previously  studied 
the  elements  of  physics.  The  text  is  supple- 
mented   by    numerous    clear    and    helpful 
diagrams,    and    exercises   and   problems   are 
supplied  for  review  purposes. 

WAVES,  a  Mathematical  Account  of  the 
Common  Types  of  Wave  Motion 

By  C.  A.  Coulson.  Oliver  &  Boyd,  London, 

England,  and  Edinburgh,  Scotland,  1941. 

156  pp.,  diagrs.,  charts,  tables,  7%  x  5  in., 

cloth,  5s. 
The  subject  of  waves  is  usually  treated  in 
separate  branches  of  applied  mathematics. 
In  this  book,  as  many  different  kinds  of  wave 
motion  as  possible  are  discussed  as  one  whole, 
in  an  elementary  way.  Starting  from  the 
standard  equation  of  wave  motion,  the  author 
investigates  waves  on  strings,  in  membranes, 
bars  and  springs,  and  in  liquids,  sound 
waves  and  electric  waves;  concluding  with  a 
chapter  on  some  general  properties  of  waves. 

WELDING  AND  ITS  APPLICATION 

By  B.  E.  Rossi.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  343  pp., 
Mus.,  diagrs.,  charts,  tables,  9x/i  x  6  in., 
cloth,  $2.50. 
Welding  and  cutting  processes,   with  the 
emphasis  on  electric-ar-c   welding,   are  com- 
prehensively    covered,     with     their    related 
phenomena,     their     techniques     and     their 
general  application  in  industry.  The  intention 
is  to  present  fundamental  facts  for  the  begin- 
ner, give  the  experienced  operator  a  wider 
understanding  of  the  welding  process,   and 
provide  a  source  of  reference  for  draftsmen, 
designers,  engineers  and  any  others  interested 
in  the  subject. 


60 


January,  1942     THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 

of  Applications  for  Admission  and  for  Transfer 


December  31st,  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  strictlv  confidential. 


The   Council   will   consider  the   applications   herein   described   at 
the  February  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  caee  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  doa» 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  member*. 


THE  ENGINEERING  JOURNAL     January,  1942 


FOR  ADMISSION 

GEDDES— ALVIN  BROOKS,  of  Calgary,  Alta.  Born  at  Calgary,  March  7th, 
1904;  Educ:  B.Sc,  Iowa  State  College,  1927;  1927-28,  motor  test  dept.,  1928-29, 
correspondence  dept.,  1929-30,  sales  dept.,  and  1930  to  date,  sales  engr.,  Canadian 
Westinghouse  Company,  Calgary,  Alta. 

References:  H.  J.  McEwen,  W.  S.  Fraser,  J.  McMillan,  H.  B.  LeBourveau. 

HALE— FREDERICK  JOHN,  of  Roseau,  Dominica,  B.W.I.  Born  at  Letchworth, 
Herts.,  England,  Jan.  13th,  1891;  Educ:  1929-33,  articled  pupil  to  G.  T.  Hill,  B.Sc, 
surveyor  to  the  Letchworth  Urban  District  Council.  Assoc.  Member  Exam,  of  the 
Inst. CE.  ;  1941  ;  1933-34,  engrg.  asst.,  Letchworth  U.D.C.  ;  1934-36,  engrg.  asst.  to  the 
Hitchin  Rural  District  Council;  1936-37,  engrg.  asst.,  Corpn.  of  the  City  of  Peter- 
borough, England;  1937-39,  senior  asst.  to  the  Borough  of  Guildford,  reinforced 
concrete  work,  roadworks,  sewerage  scheme,  etc.;  1939-41,  chief  engrg.  asst.,  City 
of  Winchester,  roadworks,  sewerage  disposal,  &  i/c  of  all  works;  At  present,  Asst. 
Colonial  Engr.,  Public  Works  Dept.,  Roseau,  Dominica.  (By  special  ruling  of  Council 
references  from  members  of  Inst,  of  the  Civil  Engrs.  (London)  have  been  accepted). 

References:  A.  C.  O'Farrell,  N.  C.  C.  Barrell,  W.  S.  Edwards,  F.  J.  Smith,  J.  W 
Hipwood. 

HARISAY— VINO,  of  262  Wood  Ave.,  Westmount,  Que.  Born  at  Budapest, 
Hungary,  Jan.  16th,  1882;  (Naturalized  British  Subject,  1932).  Educ:  B.Sc.  (Mech. 
Engrg.),  Royal  Hungarian  Joseph  Polytechnicum,  1904,  1904-23,  chief  engr.,  Royal 
Hungarian  Telephones  &  Telegraphs  (went  voluntarily  on  pension  with  title  "Royal 
Technical  Counsellor");  1920-26,  managing  own  cartonnage  factory;  1937-39, 
designer,  Canadian  Marconi  Company,  Montreal;  1939-40,  Aluminum  Company  of 
Canada,  Montreal;  1940-41,  designer,  Allied  Brass  Company,  Montreal;  1941  to 
date,  mech.  designer,  Dominion  Engineering  Works  Ltd.,  Longueuil,  Que. 

References:  M.  E.  Hornback,  A.  W.  Whitaker,  H.  M.  Black,  W.  B.  Scoular, 
E.  M.  G.  MacGill. 

JOHNSON— HOWARD,  of  Midland,  Ont.  Born  at  South  Shields,  England,  Jan. 
11th,  1903;  Educ:  1918-21,  Marine  School,  South  Shields;  1921-24,  Kings  College, 
Durham  Univ.,  Diploma  in  Naval  Arch'ture,  1924;  (Member,  Inst.  Naval  Archts.); 
1918-24,  ap'ticeship,  J.  Readhead  &  Sons,  Engrs.  &  Shipbldrs.;  1924-27,  on  technical 
staff,  Messrs.  R.  Thompson,  Shipbldrs.,  and  Swan,  Hunter  &  Wigham  Richardson; 
1927-29,  asst.  dry  dock  mgr.,  Wallsend  Shipway  &  Engrg.  Co.,  1930-38,  gen.  mgr.  & 
director,  Burntisland  Ship  Co.  Ltd.,  and  1938-40,  gen.  mgr.  &  director,  Bartrams 
Ship.  Co.  Ltd.,  all  in  Great  Britain;  1940  to  date,  gen.  mgr.,  Midland  Shipyards  Ltd 
Midland,  Ont. 

References:  C.  K.  McLeod,  G.  H.  Midgley,  R.  E.  Heartz,  J.  E.  Dion,  I.  J.  Tait, 
J.  R.  Groundwater. 

JOSSLIN— JAMES  ALEXANDER,  of  915  St.  Clair  Ave.  West,  Toronto,  Ont. 
Born  at  Bexhill-on-Sea,  Sussex,  England,  Oct.  24th,  1893;  Educ:  I.C.S.  Diploma  in 
Struct'l  Engrg.,  1916.  Prelim.  Civil  Service  Exam.;  1916,  gen.  dfting.,  R.  Simpson 
Co.,  bldg.  constrn.;  1917-19,  struct'l.  steel  detailing  &  checking,  with  various  com- 
panies; 1919-31,  checker  &  squad  leader  in  dfting  room,  on  struct'l.  steel  bldgs., 
bridges,  etc.,  Dominion  Bridge  Company,  Ltd.,  and  from  1935  to  date,  asst.  chief 
dftsman.,  Ontario  Divn.  for  same  company. 

References — G.  P.  Wilbur,  D.  C.  Tennant,  A.  R.  Robertson,  D.  E.  Perriton, 
A.  H.  Harkness. 

MEKEEL— DAVID  LANE,  of  Pittsburgh,  Pa.  Born  at  Westchester  County, 
New  York,  June  30th,  1869;  Educ:  B.Sc,  1891,  Mech.  Engr.,  1892,  Haverford 
College,  Penna.;  R.P.E.,  State  of  Penna.  Up  to  1912,  dftsman.  with  various  com- 
panies, and  from  1912  to  1940,  chief  engr.  and  consltg.  engr.,  Jones  &  Laughlin  Steel 
Corpn.  ;  At  present,  steel  mill  consultant  to  the  Algoma  Steel  Corporation,  Sault 
Ste.  Marie,  Ont. 

References:  A.  E.  Pickering,  C.  Stenbol,  L.  R.  Brown,  K.  G.  Ross,  J.  L.  Lang. 

PRADL— GEORGE,  of  4396  Coolbrooke  Ave.,  Montreal,  Que.  Born  at  New  York, 
N.Y.,  April  6th,  1907;  Educ:  B.Sc.  in  Mech.  Engrg.,  1930,  Mech.  Engr.,  1936, 
Cooper  Union;  1924-30,  dftsman.,  field  engr.  and  designer  on  furnaces,  casting  equip- 
ment, etc.,  Nichols  Copper  Co.,  Laurel  Hill,  N.Y.;  1930-32,  asst.  engr.  on  design  & 
constrn.  of  Montreal  Refinery,  for  Canadian  Copper  Refiners  Ltd.,  Montreal  East; 
1932  to  date,  chief  designing  engr.  for  same  company,  with  complete  responsibility 
for  design  of  various  plants,  misc.  equipment,  and  preparation  of  estimates  and 
reports  on  various  projects. 
"References:  C.  K.  McLeod,  A.  D.  Ross,  H.  T.  Doran,  G.  H.  Midgley,  R.  H.  Findlay. 

RENNIE— ROBERT,  of  4410  Cypress  St.,  Vancouver,  B.C.  Born  at  Linacre, 
Lanes.,  England,  May  19th,  1894;  Educ:  1911-14,  Technical  Schools,  Birkenhead 
and  Liverpool,  England;  1910-14,  ap'tice  (works  and  drawing  office),  sliipbldg.  and 
marine  engrg.,  Cammell  Laird  &  Co.  Ltd.,  and  Clover,  Clayton  &  Co.  Ltd.,  Birken- 
head; 1914-18,  war  service  with  Royal  Engrs.;  1919-24,  marine  engr.,  F.  Leyland  & 
Co.  Ltd.,  Liverpool;  1924-25,  engr.  inspr.,  National  Boiler  &  General  Insurance  Co. 
Ltd.,  Manchester;  1925-26,  lecturer  in  marine  engrg.,  Central  Technical  School, 
Liverpool;  Ship  &  Engineer  Surveyor  to  Lloyd's  Register  of  Shipping  as  follows: 
1926-27,  London,  England,  1927-30,  Dunkirk,  France,  1930-31,  Leith,  Scotland, 
1931-34,  Bordeaux,  France,  1934-36,  Barcelona,  Spain,  1936-37,  London,  New- 
castle, Sunderland,  Grimsby,  1938-39,  Liverpool.  1939,  appointed  Senior  Surveyor 
at  Vancouver,  and  at  present  in  full  charge  of  surveying  duties  for  British  Columbia 
with  staff  of  eleven  surveyors  engaged  in  survey  for  classification  of  all  cargo  ships 
and  steel  naval  shipB. 

References:  J.  N.  Finlayson,  J.  Robertson,  W.  N.  Kelly,  W.  0.  Scott,  H.  N 
Macpherson. 

ROSSEN— ALEXANDER  ALLYN,  of  85  Cathedral  Ave.,  Winnipeg,  Man! 
Born  at  Winnipeg,  Dec.  1st,  1911;  Educ:  Senior  Matric;  1927-28,  supervising 
reinforced  concrete  work  on  apartment  block;  1928-29,  field  supt.,  engrg.  dept., 
Aronovitch  &  Leipsic,  Winnipeg;  1929-30,  tracer,  detailer,  designer,  Hudson's  Bay 
Mining  &  Smelting  Co.,  Winnipeg;  1930,  instr'man.,  etc,  Carter  Halls-Aldinger  Co.; 
1931,  went  into  business  for  self— design  of  houses,  warehouses,  etc.,  from  1933, 
general  salvage  and  wrecking  business,  and  at  present,  owner  and  manager,  Rossen 
Engineering  and  Construction  Co.,  Winnipeg,  Man. 

References:  J.  H.  Edgar,  E.  S.  Kent,  W.  D.  Hurst,  K.  A.  Dunphy. 

SANDERS— LIONEL  JOHN  REDVERS,  of  Montreal,  Que.  Born  at  Chippen- 
ham, England,  July  11th,  1900;  Educ:  1919-22,  Loughborough  College,  England; 
1926-27,  Cornell  Univ.;  Assoc.  Member  (by  exam.),  Inst.  Mech.  Engrs.  (London); 
R.P.E.  of  Ont.  ;  1915-18,  ap'ticeship,  Westinghouse  Brake  Saxby  Signal  Co.  ;  1918-19, 
Royal  Naval  Air  Service;  1922-24,  with  Herbert  Morris  Company,  Loughborough; 
1924-26,  technical  asst.  to  George  Constantinescu,  consltg.  engr.,  London,  England; 
1927-29,  asst.  to  chief  engr.,  Lake  Shore  Mines,  Kirkland  Lake,  Ont.;  1929-34,  with 
Aluminium  Limited — asst.  chief  engr.,  Aluminum  Co.  of  Canada,  divnl.  supt., 
Toronto  plant,  and  plant  engr..  Northern  Aluminium  Co.,  England;  1934-37,  senior 
staff  engr.,  George  S.  May,  Industrial  Engrs.;  1937-40,  supt.  of  shops,  Algoma  Steel 
Corporation,  Sault  Ste.  Marie,  Ont.;  1941  to  date,  manager,  Quebec-St.  Lawrence 
Divn.,  Wartime  Merchant  Shipping  Ltd.,  Montreal,  Que. 

References:  G.  O.  Vogan,  R.  E.  Heartz,  G.  H.  Midgley,  H.  J.  Leitch,  J.  R.  Ground- 
water. 

SCHMELZER— HANS,  of  762  Sherbrooke  St.  West,  Montreal,  Que.  Born  at  St. 
Ingbert,  Bavarian  Palatinate,  April  26th,  1902  (Naturalized  British  subject  1933)  ; 
Educ:  1921-25,  Staatl.  TechnischeHochschule,  Karlsruhe,  (Tech.  Coll.  of  the  German 
State),  Mech.  Engr.,  1925;  1920-24,  ap'ticeship  during  vacation  periods  with  J. 
Dahlem  Lumbermills,  St.  Ingbert;  1925-27,  mtce.  &  production  engr.,  Ligna  Werke, 
G.m.b.H.,  Homburg,  Saar;  1928-29,  dftsman.,  Northern  Electric  Co.,  Montreal; 
1929-34,  dftsman.,  1934-37,  designer,  hydraulic  dept.,  Dominion  Engrg.  WorkB  Ltd.; 

(Continued  on  next  page) 

61 


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. 

MECHANICAL  GRADUATE  ENGINEER  with 
machine  shop  experience  required  for  work  in 
Mackenzie,  British  Guiana,  on  essential  war  work. 
Apply  to  Box  No.  2441-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. 

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. 

ELECTRICAL  ENGINEER,  young  French  Canadian 
graduate  engineer  to  be  trained  on  work  involving 
hydro-electric  plant  operation,  transmission  lines  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  Mreet,  Montreal. 


construction,  meter  testing  and  inspection.  Good 
opportunity  to  acquire  first-hand  electrical  power 
experience.  Apply  to  Box  No.  2487-V. 

ENGINEER  OFFICERS  WANTED 

Applications  are  invited  for  Commissions  in  the  Royal 
Canadian  Ordnance  Corps  for  service  both  overseas 
and  in  Canada  as  Ordnance  Mechanical  Engineers. 
Since  it  is  probable  that  several  new  units  will  be 
organized  in  the  near  future,  a  number  of  senior 
appointments  may  be  open,  and  applications  from 
engineers  with  a  good  background  of  military  ex- 
perience would  be  welcomed  in  this  connection. 
Applications  should  be  submitted  on  the  regular 
Royal  Canadian  Ordnance  Corps  application  forms, 
which  can  be  obtained  from  the  District  Ordnance 
Officers  of  the  respective  Military  Districts. 

SITUATIONS  WANTED 

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  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. 

CIVIL  AND  STRUCTURAL  ENGINEER,  m.e.i.c., 
R.P.E.    (Ont.),    Age    49.    Married.    Home    in     To- 


ronto. 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. LEE  Married.  Available  after  December  22nd. 
Seventeen  years  experience  covering  machine  shop 
apprenticeship,  A.C.  and  D.C.  motors,  transformers, 
steel  and  glass  bulb  arc  rectifiers,  design,  testing  and 
erection  sectional  electric  news  and  fineprints  paper 
machine  drives,  experience  tap  changers  H.V.,  L.V 
and  marine  switehgear.  Apply  to  Box  No.  2426-W. 

MECHANICAL  ENGINEER  age  55  years.  Married. 
Available  at  once.  Thirty  years  experience  in  draught- 
ing and  genera!  machine  shop  and  foundry  work. 
Fifteen  years  as  works  manager.  Considerable 
experience  in  pump  work,  including  estimating  and 
inspection.  Apply  to  Box  2427 -W. 

ELECTRICAL  ENGINEERING  student  in  third 
year,  age  27,  desires  summer  position  starting  in 
April,  with  view  to  permanency  on  graduation.  Two 
summers  on  design  of  shop  equipment  and  electrical 
apparatus.  Three  years  experience  on  test  and  ex- 
perimental work  for  relays  and  control  equipment. 
Student  E.I.C.,  and  Associate  member  American 
Institute  of  Electrical  Engineers.  Location  imma- 
terial. Apply  to  Box  No.  2428-W. 


PRELIMINARY  NOTICE  (Continued  from  previous  page) 

Montreal;  1937-41,  engr.  &  research  engr.,  Canadian  Car  &  Foundry  Co.  Ltd., 
Montreal;  1941  to  date,  mech.  engr.,  Robert  A.  Rankin  &  Co.,  Industrial  Engrs., 
Montreal,  Que. 

References:  C.  E.  Herd,  R.  J.  Mattson,  R.  A.  Rankin,  W.  S.  Mcllquham,  H.  S. 
Van  Patter. 

SCOTT— ROBERT  GOVENLOCK,  of  Winnipeg,  Man.  Born  at  Listowel,  Ont., 
Nov.  28th,  1911;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta.,  1934;  1931-32-34  (summers), 
on  survey  parties  for  Dept.  of  Public  Works,  Alta.;  1935-36,  test  course,  Can.  Gen. 
Elect.  Co.  Ltd.;  1936,  distribution  transformer  design  and  lighting  service  dept., 
C.G.E.,  Toronto;  1936-41,  lighting  service  engr.,  and  1941  to  date,  sales  engr.,  Win- 
nipeg Electric  Company,  Winnipeg,  Man. 

References:  E.  V.  Caton,  C.  T.  Eyford,  C.  P.  Haltalin,  H.  J.  MacLeod,  W.  E. 
Cornish,  W.  A.  Trott,  E.  S.  Braddell,  H.  L.  Briggs. 

W  SEED— CHARLES  EDWARD,  of  32  Westmount  Ave.,  Ottawa,  Ont.  Born  at 
Ottawa,  May  22nd,  1911;  Educ:  Ottawa  Technical  School;  1929,  Geodetic  surveys; 
1930-39,  instr'man.  &  inspr.,  sewer  dept.,  Corpn.  of  Ottawa;  1939-41,  with  Dept.  of 
Public  Works,  as  inspr.  (clerk  of  works)  on  bldgs.  &  sewers,  roads  &  water,  etc.,  also 
instr'man.  laying  out  above.  At  present,  asst.  engr.  with  Angus  Robertson  Construc- 
tion Co.,  i/c  of  sewers  &  laying  out  of  hangers  &  bldgs.,  also  water  &  roads. 

References:  W.  F.  M.  Bryce,  N.  B.  MacRostie,  E.  H.  Beck. 

WAGNER— HERBERT  LOUIS,  of  Toronto,  Ont.  Born  at  Toronto,  Nov.  10th, 
1882;  Educ:  B.A.Sc,  Univ.  of  Toronto  (S.P.S.)  1905;  R.P.E.  of  Ont.;  1907-09, 
designer,  McClintic  Marshall  Constrn.  Co.;  1909-10,  dftsman.,  Hamilton  Bridge  Co.; 
1910-12,  checker,  Canada  Foundry  Co.,  Toronto;  1912-21,  chief  dftsman.,  Toronto 
Steel  Constrn.  Co.;  1921  to  date,  asst.  engr.,  H.E.P.C.  of  Ontario,  supervising  design 
of  power  house  superstructures,  transformer  stations,  operators'  colonies,  etc. 

References:  H.  E.  Brandon,  O.  Holden,  J.  W.  Falkner,  R.  C.  McMordie. 

FOR  TRANSFER  FROM  THE  CLASS  OF  STUDENT 

JOHNSTON— WILLIAM  DAVID,  of  Toronto,  Ont.  Born  at  Toronto,  Sept. 
21st,  1913;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1935;  1935  to  date,  sales  engr.,  McGre- 
gor-McIntyre  Divn.,  Dominion  Bridge  Co.  Ltd.,  Toronto,  Ont.  (St.  1935). 

References:  A.  R.  Robertson,  D.  E.  Perriton,  D.  C.  Tennant,  C.  R.  Young, 
W.  H.  M.  Laughlin,  G.  P.  Wilbur,  C.  F.  Morrison. 

I»SARCHUK— LEON  A.,  of  296  Hampton  St.,  St.  James,  Man.  Born  at  Sokal, 
Sask.,  Sept.  28th,  1914;  Educ:  B.Eng.  (Mech.),  Univ.  of  Sask.,  1940;  1940  to  date, 
aircraft  inspr.,  A.I.D.,  MacDonald  Bros.  Aircraft,  Winnipeg,  Man.  (St.  1940). 

References:  I.  M.  Fraser,  C.  J.  Mackenzie,  E.  K.  Phillips,  W.  E.  Lovell,  R.  A. 
Spencer,   G.    M.   Williams. 

WIGDOR— EDWARD  IRVING,  of  2183  Maplewood  Ave.,  Montreal,  Que.  Born 
at  Montreal,  March  12th,  1913;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1935.  M.Eng. 
(Elec),  Renss.  Poly.  Inst.,  1936;  1936-38,  research  asst.,  dept.  of  mech.  engrg.. 
National  Research  Council,  Ottawa;  1938-39,  engr.,  production  dept.,  Fairchild 
Aviation,  Montreal;  1939,  engr.,  production  dept.  (Aviation),  Candn.  Car  &  Foundry 
Co.  Ltd.;  1939-40,  aeronautical  engr.,  R.C.A.F.  Tech.  Detachment  No.  11;  1940  to 
date,  aeronautical  engr.,  British  Air  Commission,  at  present,  resident  technical 
officer,  at  Vultee  Aircraft,  Nashville,  Tenn.   (St.   1934). 

References:  J.  H.  Parkin,  C.  M.  McKergow,  C.  V.  Christie,  E.  Brown,  G.  A. 
Wallace. 

PUBLICATIONS  OF  ENEMY  ORIGIN 

At  the  request  of  Mr.  S.  J.  Cook,  officer  in  charge, 
Research  Plans  and  Publications  Section,  National  Re- 
search Council,  we  are  pleased  to  reproduce  the  following 
letter  addressed  by  the  acting  president  of  the  Council  to 
presidents  of  universities  and  other  research  organizations 
in  Canada. 

In  view  of  the  restrictions  on  the  importation  of  scientific 


hooks  and  periodicals  of  enemy  origin  into  Canada  since 
the  outbreak  of  war,  there  has  been  an  increasing  demand 
for  photostats  or  other  reproductions  of  specific  articles 
appearing  in  such  publications  which  are  known  to  be 
available  in  United  States  libraries. 

The  National  Research  Council  has  been  informed  by 
t lie  Department  of  the  Secretary  of  State  that  educational 
institutions  and  industrial  or  research  organizations  in 
(  anada  are  now  permitted  to  order  direct  from  United 
States  libraries  photostat  copies  of  articles  appearing  in 
scientific  journals  which  are  known  to  be  in  such  libraries 
but  which  are  not  in  circulation  in  Canada. 

The  Commissioner  of  Customs  and  the  Postal  Censors 
have  been  asked  to  place  no  restrictions  on  the  importa- 
tion and  safe  delivery  of  photostats  or  other  reproductions 
of  this  kind  direct  to  university  and  other  responsible 
scientific  bodies  in  Canada  when  such  importations  are 
made  from  recognized  and  responsible  United  States 
libraries. 

It  is  to  be  noted  that  the  foregoing  procedure  applies 
only  to  -photostats  or  other  copies  of  articles  from  journals 
in  the  United  States.  Universities  and  other  institutions 
that  wish  to  secure  scientific  books  or  periodicals  of  enemy 
origin  must  still  conform  with  the  procedure  authorized 
by  the  Secretary  of  State,  which  is  briefly  that — 

(i)  A  certificate  must  be  furnished  to  the  National 
Research  Council  stating  that  the  publications  wanted 
are  essential  to  the  conduct  of  scientific  work  in  Canada 
during  the  war; 

(ii)  A  copy  of  the  order  must  be  filed  with  the  National 
Research  Council; 

(iii)  Orders  must  be  placed  with  an  organization  in 
a  neutral  or  allied  country; 

(iv)  The  shipper  must  be  instructed  to  send  the  book 
or  periodical  in  care  of  the  National  Research  Council  at 
Ottawa  for  Customs  and  Censorship  clearance; 

(v)  Payment  for  such  publications  must  be  arranged 
between  the  concern  placing  the  order  and  the  firm  with 
which  the  order  is  placed,  and  the  regulations  of  the 
Foreign  Exchange  Control  Board  must  be  observed  in 
such  transactions. 


62 


January,  1942     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL.  FEBRUARY  1942 


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 


CONTENTS 


ON  THE  LOOKOUT  FOR  ENEMY  SUBMARINES 

{Photo  Courtesy  Public  Information,   Ottawa) 


Cover 


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

Editor 


THE  NEW  OIL-HYDRAULIC  PRESS  IN  MUNITIONS 

MANUFACTURE  

John  H.  Maude,  M.E.I.C. 

THE  QUALITY  UNDERLYING  THE  BRITISH  AEROPLANE 
ht.   Col.   W.   Lockwood  Marsh 


66 


71 


N.  E.  D.  SHEPPARD,  m.i.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  Mexie*. 
$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,  aa 
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. 


SHIPYARD  PRODUCTION  METHODS 73 

Homard  Johnson,  M.E.I.C. 

REPORT  OF  COUNCIL  FOR  1941 80 

ABSTRACTS  OF  CURRENT  LITERATURE 99 

FROM   MONTH  TO  MONTH 104 

PERSONALS 110 

Visitors  to  Headquarters            .........  112 

Obituaries            ............  113 

NEWS  OF  THE  BRANCHES 114 

NEWS  OF  OTHER  SOCIETIES 119 

LIBRARY  NOTES 120 

PRELIMINARY  NOTICE 122 

EMPLOYMENT  SERVICE 123 


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. 
+DEGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

fH.  W.  McKIEL,  Sackville,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

JW.  G.  HUNT,  Montreal,  Que. 

tJ.  R.  KAYE,  Halifax,  N.S. 

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. 

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. 


*W.   L.  McFAUL    Hamilton,  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

M.  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  JFor  1941-42-43 


ASSISTANT  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 
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 


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  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 


64 


February,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,     H.L.JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas..  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 


CALGARY 

Chairman, 
Vice-Chair 
Executive, 


J.  B.  deHART 
H.  J.  McEWEN 
F.  J.  HEUPERMAN 
T.  D.  STANLEY 
J.  W.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOESE 
J.  HADDIN 

.i.  McMillan 

Sec.-Treas.,   P.  F.  PEELE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

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

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

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

60  Whitney  Ave.,  Sydney.  N.S. 

EDMONTON 

Chairman,  R.  M.  HARDY 
D.  A.  HANSEN 
J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 
B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 

(Ex-Officio),  J.  GARRETT 

E.  NELSON 

F.  R.  BURFIELD, 
Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


Vice-Chair., 
Executive, 


Sec.-Treas., 


HALIFAX 

Chairman, 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio),  W 

w 

Sec.-Treas.,    A. 


P.  A.  LOVETT 

A.  E.  CAMERON 

G.  T.  CLARKE  G.  J.  CURRIE 

A.  E.  FLYNN  J.  D.  FRASER 

D.  G.  DUNBAR  J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 

G.  T.  MEDFORTH 

S.   L.  FULTZ  J.  R.    KAYE 

S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 


STANLEY  SHUPE 

T.  S.  GLOVER 

H.  A.  COOCH 

NORMAN  EAGER 

A.  C.  MACNAB 
H.  WINGFIELD 
J.  W.   REID 
A.  T.   GILMOUR 
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, 

B. 

A.  CULPEPER 

Vice-Chair., MISS  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), H.  G.  O'LEARY 
J.  M.  FLEMING 
Sec.-Treas.,  W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
LETHBRIDCE 

Chairman,    C.  S.  DONALDSON 
Vice-Chair. , W .  MELDRUM 

£xeeuiit>e,      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 

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 

W.  G.  HUNT 

H.  MASSUE 

C.  K.  McLEOD 

B.  R.  PERRY 

G.  M.  PITTS 

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 
(Ex-Officio),  W.  R.  MANOCK 
Sec-Treat.,  J.  H.  INGS. 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 


OTTAWA 

Chairman, 
Executive, 


N.  B.  MacROSTIE 
W.  G.  C.  GLIDDON 
R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY 
R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
W.  H.  MUNRO 
T.  A.   McELHANNEY 
R.   K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

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. 
Chairman 


A.  R.  DECARY 
L.  C.  DUPUIS 
Vice-Chair.,  RENÉ  DUPUIS 
Executive       O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  A.  LARIVIÈRE 

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

Colonization  Department, 
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. 


SAINT  JOHN 

Chairman,     F.  A.  PATRIQUEN 
Vice-Chair.,  D.  R.  SMITH 
Executive,      A.  O.  WOLFF 

H.  P.  LINGLEY 
W.  B.  AKERLEY 
(Ex-Officio),. h  P.  MOONEY 

H.  F.  MORRISEY 
Sec.-Treas.,  V.  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 


A.  H.  HEATLEY 
H.  G.  TIMMIS 
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, 
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 
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 

J.  L.  LANG 

A.  E.  PICKERING 

O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont 


(Ex-Officio) 
Sec.-Treas., 

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,  W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 

I.  C.  BARLTROP 

H.  C.  FITZ-JAMES 

H.  J.  MacLEOD 

R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 

T.  V.  BERRY 

H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 


VICTORIA 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


WINNIPEG 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


A.  S.  G.  MUSGRAVE 
KENNETH  REID 

A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

A.  L.  CARRUTHERS 
G.  M.  IRWIN 
E.  W.  IZARD 
J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C 

V.  MICHIE 

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  ChamberB, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL    February,  1942 


65 


THE  NEW  OIL-HYDRAULIC  PRESS  IN  MUNITIONS 

MANUFACTURE 

JOHN  H.  MAUDE,  M.E.I.C. 

Chief  Designer,  Mining,  Metals  and  Plastics  Machinery  Department,  Dominion  Engineering  Company  Limited,  Lachine,  Que. 

Paper  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  Que.,  on  February  6th,  1942. 


During  the  last  world  war,  the  hydraulic  press  was  a  slow, 
powerful,  ponderous  machine,  and  considered  from  both  a 
theoretical  and  practical  aspect  it  was  a  crude  instrument 
for  applying  controlled  severe  stress  to  metal.  It  was 
affected  by  a  multitude  of  maintenance  troubles,  caused  by 
a  water  system  with  triplex  pumps,  weight  loaded  ac- 
cumulators, long  downshop  pipe  lines  and  shock  alleviators, 
and  in  consequence  it  did  not  give  entire  satisfaction  when 
employed  in  modern  mass  production. 

Since  then,  however,  the  automobile  and  other  allied 
industries  have  demanded  and  obtained  radical  improve- 
ments in  machinery  available  for  the  fabrication  of  their 
various  components,  and  one  of  the  most  progressive 
developments  has  been  the  design  of  an  entirely  new  type  of 
press,  which  has  given  much  better  results. 

This  press  employs  oil  as  the  pressure  medium,  and  is 
entirely  self-contained  with  a  circulatory  system.  A  high 
pressure  radial  piston  pump  is  used  as  the  power  unit, 
direct  coupled  to  its  motor,  and  the  whole  with  suitable 
starting  equipment  and  oil  tanks  is  carried  on  the  press 
proper.  Extreme  rigidity  is  provided  by  side  housings.  The 
machine  of  this  type  manufactured  by  the  Dominion 
Engineering  Company  is  known  as  the  Speed-Hy-Matic 
press;  its  main  features  are  indicated  in  Fig.  1.  The  fun- 
damentals of  its  working  are  indicated  diagrammatically  in 


DOMINION 
PREFILL  VALVE 


RADIAL  PISTON  PUMP 


OIL 
COOLER 


GLAND   WITH 
AUTOMATIC  PACKING 


- PRESTRESSED 
COLUMNS 


-INCHING    LEVER 


START  *  RESET  LEVER 


Fig.  1 — Principal  features  of  Speed-Hy-Matic  press. 


the  circuit  shown  in  Fig.  2  which  particularly  applies  to  a 
drawing  press.  The  oil  supply  is  carried  overhead  in  the 
prefill  tank  with  a  filling  check  of  special  design  in  the 
centre  of  the  top  head.  During  the  approach  or  prefill  part 
of  the  stroke,  when  the  ram  and  slide  advance  by  gravity, 
the  prefill  valve  opens  and  pump  discharge  at  no  pressure 
augments  the  flow  into  the  cylinder.  This  prefill  valve  is  a 
development  of  the  filling  check  valve,  streamlined  for 
flow  in  both  directions.  As  soon  as  the  work  piece  is  con- 
tacted, the  prefill  valve  closes  automatically,  and  the  pumps 
take  hold  to  develop  pressure.  It  is  essential  that  the  filling 
of  the  main  cylinder  should  occur  without  turbulence  or 
cavitation,  or  there  will  be  time  lag  before  the  pressure 
develops.   With   this   streamlined   prefill   valve,   approach 


Aie  SAFETY  VALVE 


PPEF1LLT 


PPEF1LL  VALVE 


MAIN   CAM 


MOVING  C0OS6HEAD 


THPOTTLE    CHECK  VALVE 
SUCTION 


CAD1AL  PISTON  PUMP 


COOLEC 


SUMP  TANK 
LEAK  AGE  PUMP 
RELIEF  VALVE 
CHECK  VAL^ 


WOPKING  VALVE 
TO&ftLC  BOX 


66 


CAM  CONTBOUUEP 


Fig.  2 — Working  circuit  of  drawing  press. 

speeds  of  20  inches  per  second  are  obtained  without  cavita- 
tion. It  is  seen  that  the  pumps  develop  pressure  imme- 
diately against  the  work  resistance  to  complete  the  work 
stroke  and  this  occurs  at  absolutely  uniform  speed.  Devices 
are  provided,  such  that  at  the  end  of  the  work  stroke  the 
machine  is  tripped  automatically,  either  on  the  attainment 
of  a  certain  predetermined  adjustable  pressure,  or  by 
distance  in  any  portion  of  the  stroke,  and  the  press  then 
automatically  returns  to  its  upper  position.  This  top 
position  is  also  adjustable  at  the  will  of  the  operator,  so 
that  the  daylight*  is  variable  as  well  as  the  length  of  the 
pressure  stroke.  When  the  slide  or  moving  crosshead 
reaches  the  desired  upper  position  limit,  the  pumps,  which 
run  continuously,  are  stroke  neutralized  so  as  to  pump 
only  as  much  fluid  as  will  make  up  for  the  leakage  content 
of  the  system,  and  also  so  as  to  develop  no  more  pressure 
than  is  essential  to  hold  up  the  moving  mass.  It  is  readily 
seen  that  a  most  economical  work  cycle  is  thus  obtained. 

The  heart  of  the  press  is  the  high  pressure  radial  piston 
pump,  of  positive  displacement  type,  which  is  direct 
coupled  to  the  motor  and  supplies  the  oil  under  pressure 
to  the  press  cylinders.  This  pump  is  shown  in  Fig.  3  and 

*  "Daylight"  means  the  maximum  distance  between  the  upper  face 
of  the  bottom  crosshead  and  the  under  face  of  the  ram  crosshead 
when  at  the  top  of  its  stoke. 

February,  1942    THE  ENGINEERING  JOURNAL 


Fig.  3 — Working  parts  of  radial  piston  pump. 

consists  essentially  of  a  cylinder  assembly  mounted  in 
ball  bearings,  fitted  with  a  number  of  radial  plungers  and 
driven  by  a  spindle.  The  cylinder  assembly  rotates  so  as  to 
carry  the  plungers  with  it.  These  plungers  are  ground  and 
lapped  in  the  cylinder,  and  have  their  outer  ends  pivotted 
in  slippers,  the  thrust  of  each  being  taken  in  the  floating 
ring  assembly.  The  floating  ring  is  moved  by  one  of  several 
devices  in  a  lateral  direction  with  respect  to  the  shaft. 
The  ported  valve  pintle  in  the  centre  is  fixed  to  the  "fluid 
end"  cover.  It  is  seen  that  rotation  of  the  pump  shaft  and 
cylinder  block  will  rotate  the  pistons  also.  If  the  axis  of  the 
floating  ring  coincides  with  that  of  the  shaft,  there  is  no 
pumping  action  because  the  pistons  have  not  any  stroke, 
but  when  the  floating  ring  is  moved  off  centre,  piston 
displacement  occurs,  the  discharge  of  the  pump  will  be 
proportional  to  the  shift  of  this  ring,  and  the  plunger 
stroke  will  be  twice  the  ring  movement.  The  multiplicity 
of  plungers  develops  an  overlapping  discharge  which  is 
without  noticeable  pulsation,  e.g.,  a  seven  cylinder  pump 
rotating  at  840  r.p.m.  will  develop  5880  small  pressure 
crests  per  minute  or  98  per  second. 

The  pump  or  pumps  are  equipped  with  a  special  dual 
automatic  stroke  control  as  shown  in  the  figure.  One  side 
has  a  "stroke  holding  cylinder,"  while  the  other  side  has  a 
"cam  lever  stroke  neutralizing  control." 

As  previously  stated,  the  system  fluid  is  lubricating  oil» 
approximately  SAE.  45,  having  a  viscosity  approximately 
920  SUV*  at  100  deg.  F.,  and  highly  temperature-stable  so 
as  to  retain  a  viscosity  better  than  340  SUV  at  132  deg.  F. 

The  fluid  medium  being  lubricating  oil,  permits  the  use 
of  a  simple  balanced  piston  valve,  with  the  beat  lapped 
into  the  body.  Since  it  is  entirely  submerged  in  oil,  wear 
and  maintenance  are  practically  eliminated. 

Mention  has  already  been  made  of  semi-automatic  oper- 
ation from  a  single  hand  lever  for  the  start  only,  and  a 
patented  simple  mechanism  has  been  developed  whereby 
all  the  essential  automatic  motions  may  then  be  obtained. 

Manual  operation  may  also  be  employed,  in  which  case 
press  movement  will  follow  the  hand  of  the  operator.  Manual 
inching  at  creepage  speeds  for  die  setting  is  provided  for 
by  the  insertion  of  a  reduction  gear.  For  semi-automatic 
operation,  a  full  lever  stroke  will  lock  the  toggles  so  that 
the  valve  is  in  the  work  stroke  position,  and  either  after 
pressure  development  or  alternatively  after  a  certain  length 
of  stroke,  the  toggles  are  automatically  broken  so  as  to 
reverse  the  valve,  when  the  press  immediately  returns  to 
the  open  position. 

An  Analysis  of  Various  Presses  Employed 

In  the  selection  of  a  press  required  to  perform  a  pre- 
scribed duty  in  cartridge  case  manufacture,  one  should 
choose  a  machine  which  is  designed  to  suit  the  nature  of 
the  work,  and  if  possible  it  should  be  capable  of  handling 
another  allied  operation  just  as  efficiently  when  another 
machine  in  line  is  temporarily  shut  down  for  adjustment  or 
repair.  At  first  sight  this  requirement  of  double  duty  in 

*  Savbolt  Universal  Yiscositv. 


emergency,  with  maximum  efficiency  for  both  cycles,  ap- 
pears to  be  almost  impossible.  An  examination  of  the  lead- 
ing characteristics  of  available  machines  indicates  that  this 
is  not  the  case,  and  that  they  may  be  fitted  into  either  of 
two  most  important  classifications: 

1.  The  fixed  stroke  type  with  fixed  daylight. 

2.  The  variable  stroke  machine  with  variable  daylight. 

The  two  groups  are  so  fundamentally  different,  that  a 
comparison  of  the  leading  characteristics  shows  that  the 
former  lacks  certain  desirable  features.  A  fixed  stroke  press 
may  be  described  as  a  machine  whose  mechanism,  such  as 
slider  crank  and  crank  toggle,  will  employ  a  low  force  or 
effort  over  a  long  distance  to  produce  a  higher  effort  through 
a  shorter  distance,  and  thus  develop  mechanical  advantage. 
In  this  kind  of  machine,  the  opening,  gap,  or  daylight  is 
a  fixed  dimension  except  for  a  minor  essential  adjustment, 
and  the  stroke  of  the  machine  is  definitely  fixed  by  the 
throw  of  crank.  Once  a  mechanical  press  of  this  kind  is 
set  up  for  a  certain  operation,  and  the  crank  speed  decided 
upon,  the  maximum  drawing  speed  becomes  fixed,  and  this 
is  not  a  desirable  feature. 

Experiments  in  a  certain  arsenal,  where  special  tools  and 
carboloy  dies  were  employed,  indicate  a  limit  draw  speed 
for  cartridge  case  brass  as  follows  in  connection  with  75 
MM.  cases:— 


1st  and  2nd  draw 
3rd  draw 
4th  draw 


-35  feet  per  minute 
30  feet  per  minute 
25  feet  per  minute 


and  this  under  favourable  conditions,  with  a  '  laboratory 
atmosphere,  accurate  annealing  control,  with  trained  work- 
men and  first  class  technical  supervision. 

In  Canadian  factories,  with  the  new  oil-hydraulic  press, 
raw  labour,  and  standard  commercial  high  carbon  steel 
tools,  we  regularly  draw  at  speeds  of  27  feet  per  minute  and 
this  on  the  4th  draw  operation  of  the  25  pdr.  case. 

A  60-ton  Speed-Hy-Matic  press  with  an  adept  operator 
has  regularly  produced  1,450  first-draw  pieces  per  hour  for 
the  25  pdr.  cartridge  case. 

Figure  4  shows  the  velocity-stroke  diagrams  of  a  crank 
press  compared  with  the  modern  oil-hydraulic  press,  with 
the  tooling  employed  in  the  4th  draw  of  a  25  pdr.  cartridge 
case.  Cyclic  times  for  the  operations  are  also  given. 

It  is  axiomatic  that  the  velocity  diagram  is  a  sine  curve, 
and  it  is  seen  that  the  tool  must  strike  the  work  with  a  very 
considerable  impact,  for  at  the  instant  of  contact  the  speed 
is  70  feet  per  minute,  which  diminishes  to  27  feet  per  minute 
throughout  the  stroke  according  to  the  law  of  simple 
harmonic  motion.  This  means  that  as  the  draw  punch 
proceeds,  the  metal  is  constrained  to  move  at  a  speed  which 
varies  greatly;  this  is  not  the  best  practice  for  drawn  work. 
Present  evidence  borne  out  in  practice  indicates  that  this 


CTILK.     time*     ran 

WHO     Mf 

-    M* 

r.C 

V^r 

X£Z 

W 

W 

M 

°* 

u 

o  » 

K*r 

ToTiL 

>* 

cy«l*  T.«f»   fee    cc»~<    Pen* 

TOTAL           1BCMI    J*      Uol     Jt     U-Q 

4W  OB»*      tow 
Z*  CW*W       1410 


VELOCITY    I» 

STROKE      VELOCITY       CHAPT 
^  fcO   TOM   SPEED    HY-MÔTIC 


Fig.  4 — Velocity-stroke  diagrams  of  crank  press  and  Speed-Hy- 
Matic  press. 


THE  ENGINEERING  JOURNAL     February,  1942 


67 


rapidly  changing  velocity  prevents  full  advantage  being 
taken  of  the  metal's  capacity  to  suffer  plastic  deformation, 
and  rupture  may  occur. 

Indenting  and  Heading  Cartridge  Cases 
Indenting  is  the  operation  of  making  the  pressed  depres- 
sion in  the  head  of  the  case  which  is  subsequently  machined 
to  take  the  primer. 


^4  ë&  Gfe  CE  LE 


T0OUM6  fOi?  HEADING  OPERATION 

25  ppjz  cartridge  CASE 

Fig.  5— Tooling  for  heading  operation  on  cartridge  cases. 

Heading  is  the  term  used  to  describe  the  pressing  opera- 
tion to  increase  the  hardness  of  the  head  and  form  the 
retaining  flange.  Automatic  variable-tonnage*  heading  and 
indenting  is  now  accepted  as  standard  practice.  In  both  of 
these  operations  the  press  must  necessarily  operate  against 
solid  resistance  in  the  form  of  a  tool  post.  With  mechanical 
presses  it  is  essential  that  the  tool  post  be  set  accurately  as 
regards  height,  but  a  gradual  reduction  of  tool  post  height 
occurs  by  repeated  operation  due  to  the  ironing  and  work 
hardening  of  this  member  which  must  necessarily  occur, 
and  the  effect  is  expressed  in  reduced  tonnage  on  the  work 
so  that  adjustments  become  necessray.  Whenever  a  tool 
post  is  replaced  due  to  breakage  or  undue  wear  the  tonnage 
adjustment  on  a  mechanical  press  must  be  repeated,  for 
without  this  there  is  risk  of  mechanical  failure  due  to 
excess  tonnage  developed  at  the  end  of  stroke. 

*    "Tonnage"  means  the  total  load  in  tons  applied  by  the  press  to 
the  work  piece. 


S'-TBIM 


HEADING  1*' TAPEB  ?"°  TAPED       FiNliMEO  CASE 

Fig.  6 — Stages  in  manufacture  of  cartridge  case. 

In  the  new  oil-hydraulic  press  it  is  stressed  that  the 
stroke  and  daylight  may  be  varied  so  that  variation  in  tool 
post  height  does  not  affect  either  the  safety  or  the  life  of 
the  press  or  of  the  dies  themselves. 

Figure  5  shows  the  typical  tooling  employed  in  either  of 
these  operations.  In  an  oil-hydraulic  press,  overloading  is 
impossible,  first  due  to  a  pressure  trip  which  is  adjustable 
up  to  the  maximum  tonnage  of  the  press,  and  also  because 
of  relief  valve  protection. 

Heading  and  indenting  generally  have  to  be  done  in  two 
stages,  and  it  is  possible  to  employ  two  separate  selected 
tonnages  each  as  best  suited  for  either  stage  of  the  work. 


Fig.  7 — Cupping  4-inch  cartridge  case  on  300-ton  press. 


68 


February.  1912    THE  ENGINEERING  JOURNAL 


Fig.  8 — Indenting  4-inch  cartridge  case  on  800-ton  press. 

In  a  toggle  operated  press  there  is  no  slowdown  at  work 
contact,  whereas  in  an  oil-hydraulic  press  this  feature  is 
normal  design  so  as  to  eliminate  the  impact  on  the  work 
piece,  and  in  addition  on  work  contact  the  pressure  is 
gradually  built  up  hydraulically  against  resistance  until 
the  desired  maximum  is  exerted.  This  gradual  pressure 
build-up  means  that  in  heading  some  cases,  such  as  in  75 
MM.  cases,  double  stage  heading  has  been  found  un- 
necessary. 

The  Manufacture  of  Cartridge  Cases 

In  order  to  withstand  the  increased  charge  of  propellant, 
improvements  in  the  manufacture  of  cartridge  cases  for 
fixed  ammunition  were  found  necessary.  A  number  of 
plants  are  now  in  full  production  in  the  manufacture  of 
cases  of  different  sizes  including  2  pdr.,  40  MM.,  75  MM., 


25  pdr.,  4.5  in.,  3.7  in.  and  4  in.  with  arrangements  to 
manufacture  up  to  the  6  in.  case  when  deemed  necessary. 
Millions  have  already  been  shipped  overseas  and  additional 
plants  will  soon  be  in  operation.  The  brass  is  obtained  from 
the  brass  manufacturer  in  the  form  of  discs,  as  this  holds 
the  necessary  scrap  at  its  source  of  supply. 

It  may  be  of  interest  to  give  particulars  of  the  manufac- 
turing methods  employed  on  two  widely  different  examples, 
namely  the  25  pdr.  3.45  in.  cartridge  case  which  is  for  the 
held  gun  replacing  the  old  18  pdr.,  and  also  the  one  neces- 
sitating the  longest  draw  in  practice  to-day,  namely  the 
4  in.  naval  case.  The  first  operation  is  one  known  as  cupping, 
after  which  follow  certain  draws,  indents,  heading  and 
tapering  operations  substantially  in  the  order  as  stated, 
with  annealing  necessarily  placed  between  certain  opera- 
tions. The  various  stages  for  the  25  pdr.  case  are  shown  in 
Fig.  6. 

Operations  on  the  25  Pdr.  3.45  In.  Cartridge  Case 
In  all,  this  requires  34  operations,  as  listed  below: — 


1. 

Cup 

13. 

Clean 

25. 

Heading 

2. 

Anneal 

14. 

4th  draw 

26. 

Wall  Anneal 

3. 

Clean 

15. 

1st  trim 

27. 

1st  taper 

4. 

1st  draw 

16. 

2nd  indent 

28. 

2nd  taper 

5. 

Anneal 

17. 

Anneal 

29. 

Bullard  Lathes 

6. 

Clean 

18. 

Clean 

30. 

Oakite  Clean 

7. 

2nd  draw 

19. 

5th  draw 

31. 

Stress  Relieve 

8. 

1st  indent 

20. 

Anneal 

32. 

Buffers 

9. 

Anneal 

21. 

Clean 

33. 

Inspection 

0. 

Clean 

22. 

6th  draw 

34. 

Stamping 

1. 

3rd  draw 

23. 

2nd  trim 

2. 

Anneal 

24. 

Steam  Heat 

In  the  selection  of  a  suitable  press  to  perform  a  set 
operation  it  is  advisable  to  have  excess  tonnage  available 
so  that  any  imperfections  in  annealing  will  not  cause  the 
work  piece  to  stall  in  the  machine. 


Fig.  9 — Heading  4-inch  cartridge  case  on  2000-ton  press. 

THE  ENGINEERING  JOURNAL     February,  1942 


Fig.  10 — Necking  4-inch  cartridge  case  on  60-ton  press. 


69 


4-1n.  Naval  Cartridge  Case 

This  case  probably  represents  one  of  Canada's  biggest 
achievements  in  this  field  of  endeavour,  because  it  requires 
the  longest  draws,  extremely  difficult  hardness  graduation 
over  a  large  area,  and  the  highest  tonnage  for  heading. 

There  are  39  separate  operations  required  in  the  manu- 
facture of  a  4  in.  cartridge  case  from  the  brass  disc. 

Operations  on  4-In.  Naval  Cases 


1. 

Cup 

16. 

2. 

Anneal 

17. 

3. 

Pickle 

18. 

4. 

First  draw 

19. 

5. 

Anneal 

20. 

6. 

Pickle 

7. 

2nd  draw 

8. 

Anneal 

21. 

9. 

Pickle 

22. 

10. 

3rd  draw 

23. 

11. 

Anneal 

24. 

12. 

Pickle 

25. 

13. 

4th  draw 

26. 

14. 

1st  trim 

27. 

15. 

1st  indent 

28. 

Anneal 
Pickle 
5th  draw 
2nd  trim 
2nd  indent 
1st  operation 
2nd  operation 
Anneal 
Pickle 
6th  draw 
3rd  trim 
25.  Heading 
Wall  anneal 
Pickle 


29.  Wall  Anneal 

30.  Pickle 

31.  2nd  taper 
1st  operation 

32.  2nd  taper 
2nd  operation 
or  necking 

33.  Mouth  anneal 

34.  Base  turn 

35.  Drill  clip  holes 

36.  Marking 

37.  Stress  relieve 

38.  Buffing 

39.  Inspection 


1st  taper 

A  number  of  these  operations  are  illustrated  in  Figs.  7  to 
11,  as  follows: 

300-ton  press  engaged  in  cupping  (Fig.  7). 

Indenting  on  800- ton  press.  A  two-position  shuffle  feed  is 
employed.  (Fig.  8). 

2,000-ton  press  engaged  in  heading,  (Fig.  9),  work  going 
in  and  product  coming  out. 

Necking  on  a  60-ton  press.  Tapered  cases  are  on  the 
right;  a  case  is  in  the  press,  and  the  product  is  held  by  the 
operator  on  the  left  (Fig.  10). 

Mouth  annealing  after  necking  (Fig.  11).  This  is  done  in  a 
continuous  furnace. 

Shell  Forging  Presses 

Whereas  in  the  last  war  and  with  previous  manufacturing 
methods  the  shell  cavity  was  finish-machined,  a  finish- 
forged  cavity  to  fine  finish  and  tolerance  is  now  prescribed. 

The  punch  and  draw  method  was  usual,  and  to-day  we 


Fig.  11 — Mouth  annealing  4-inch  cartridge  case  after  necking. 

find  plants  still  using  this  same  technique  except  that  the 
draw  rings  are  replaced  by  draw  rollers.  This  process 
necessitates  two  machines,  one  punch  and  one  draw.  There 
is  also  a  single  machine  on  the  market  which  is  of  the 
multiple  progressive  punch  type,  and  as  many  as  five  or  six 
separate  operations  must  occur  successively  on  the  billet. 
In  general  the  forging  technique  of  the  last  war  caused  the 
metal  to  flow  in  the  direction  opposed  to  punch  travel.  This 
involved  extrusion  of  the  metal,  resulting  in  rapid  wear  of 
both  punch  and  die  liner.  It  is  thus  seen  that  any  forging 
process  for  the  manufacture  of  shells  which  employs  this 


i 

_l 

hi 
£ 

® 

L 

4&WHEN  COLD 


A%  WHEN  COLD 
FROM  5"  DIAM.  DIE. 


MOSAIC  SECTION  USED 


SNGLE    OPERATION    NON   EXTRUSION  FORGING  PROCESS 
FOR     SHELL   MANUFACTURE. 

SECTIONS  TAKEN  OVER  FLATS  OF  BIXET 
AS  MEASURED  FROM  ACTUAL  FORCINGS. 


Fig.  12 — Diagram  of  various  stages  in  the  single  operation  non-extension  forging  process  for  4  and  5-inch  shell. 


70 


February,   1912    THE  ENGINEERING  JOURNAL 


Fig.   13 — Finish-forged  cavity  forgings  for  25-pounder 
shell. 

extrusion  method  must  show  a  relatively  high  tool  cost  if 
accurate  forgings  with  a  finish-forged  cavity  are  to  be 
produced.  After  an  extensive  study  of  the  various  shell 
forging  methods  an  entirely  new  protected  one-operation 
process  for  forging  shells  with  finish-forged  cavity  was 
evolved.  The  press,  which  has  a  three-station  turret  on 
the  moving  crosshead,  employs  but  a  single  stroke  of  the 
punch  into  the  billet  with  a  special  self-opening  hydraulic- 
ally  cushioned  die,  and  uses  a  non-extrusion  process  of 
forging. 

Figure  12  shows  the  way  in  which  the  billet  for  a  4.5-in. 
shell  becomes  a  finish-forged  cavity  forging.  See  also  Fig. 
13  and  note. 

As  was  anticipated,  the  forging  pressure  required  has 
proved  to  be  about  half  of  that  required  for  the  straight 
punch  method,  thus  permitting  the  use  of  a  refined  cast 
iron  punch  tip  instead  of  tips  of  heat-treated  tool  steel. 
The  overall  tool  cost  has  thus  been  considerably  re- 
duced, for  cast  iron  die  liners  are  also  employed,  and  the 
average  tool  cost  including  all  components  works  out  at 
about  9}/£  c.  per  shell.  It  is  seen  that  the  metal  is  con- 
strained to  move  downwards  in  the  same  direction  of 
motion  as  the  punch,  but  in  advance  of  it  as  illustrated  in 
Fig.  12.  This  better  metal  flow  gives  a  more  desirable  form 
of  grain  structure  without  any  evidence  of  the  button 


which  was  sojprevalent  in  previous  processes.  The  principal 
advantages  of  this  new  process  include  substantial  savings 
in  material  cost,  base  thickness  is  reduced  to  a  minimum 
and  eccentricity  is  remarkably  small;  more  rapid  produc- 
tion of  forgings  is  permitted  to  closer  tolerances;  an  extre- 
mely low  tool  cost  which  has  hitherto  been  unattainable; 
savings  in  forging  labour;  substantial  reduction  in  rejected 
forgings  and  better  material  as  regards  grain  structure  in 
the  forging  itself. 

Eccentricity  in  a  piercing  operation  is  one  of  the  first 
troubles  which  must  be  overcome.  It  will  be  observed  that 
in  order  to  avoid  this,  a  press  has  been  designed  having  very 
rigid  construction  with  side  housings  and  prestressed 
columns  and  adequate  guides  to  the  moving  crosshead. 
Again  it  was  found  that  in  the  last  war  it  was  practically 
impossible  to  punch  a  hole  whose  length  exceeded  four 


Fig.  14 — Tools  for  4-inch  naval  shell  forging. 

punch  diameters.  With  this  new  process  we  are  able  to 
punch  a  finished  cavity  to  perfection  with  a  six-to-one 
ratio  of  punch  length  to  diameter.  Another  important  im- 
provement embodied  in  the  machine  is  the  very  good  guide 
provided  for  the  punch  itself,  which  not  only  makes  the 
punch  start  in  the  centre  of  the  billet,  but  tends  to  hold  it 
along  this  line  of  action.  Again  it  will  be  noted  that  a  billet  of 
square  or  mosaic  form  is  employed,  and  by  the  use  of  a  split 
die  it  is  positively  gripped  in  position,  because  the  distance 
across  the  corners  of  this  billet  is  greater  than  the  diameter 
of  the  die  itself.  The  punch,  tips,  dies,  and  guide  bushings 
for  4-in.  naval  shell  forgings  are  shown  in  Fig.  14. 


THE  QUALITY  UNDERLYING  THE  BRITISH  AEROPLANE 


LT.  COL.  W.  LOCKWOOD  MARSH 

Editor  of  "Aircraft  Engineering  " 


The  '  Battle  of  Britain  '  proved  beyond  all  cavil  the 
superiority  in  performance  and  fighting  qualities  of  Brit- 
ish aeroplanes  of  the  fighter  class,  but  numerous  cases  of 
the  safe  return  to  their  bases  of  bombers  (flying  in  some 
instances,  hundreds  of  miles  in  a  badly  shot-about  con- 
dition) have,  though  in  a  less  spectacular  way,  equally 
demonstrated  the  excellence  of  the  materials  incorporated 
and  the  high  standard  of  workmanship  used  in  their  pro- 
duction. 

This  is,  in  the  first  place,  the  result  of  years  of  research 
work  and  technical  development  in  the  gradual  evolution 
of  new  materials.  It  has  been  estimated  that  it  has,  on 
occasion,  taken  fifteen  years  to  develop,  to  the  stage  of 
being  a  commercial  product  suitable  for  introduction  into 
some  part  of  an  aeroplane  or  aero-engine,  a  light  alloy 
from  the  time  when  the  first  stages  in  the  process  were 
begun   in   the   laboratory — at  the   Government  National 


Physical  Laboratory  or,  it  may  be,  in  the  works  of  some 
private  firm. 

It,  is  perhaps,  interesting  to  examine  this  process  and 
follow  the  stages  by  which  the  new  material  is  developed 
in  this  way.  Owing  to  the  growing  claims  arising  from 
rapid  progress  in  aeroplane  design,  the  need  sooner  or 
later  arises,  let  us  say,  for  a  material  which  will  stand 
up  to  more  strenuous  conditions  of  operation  than  those 
which  have  hitherto  proved  satisfactory.  The  chemist  and 
the  metallurgist  consider  the  physical  properties  that  will 
be  necessary  in  the  material  to  meet  these  fresh  demands 
and  investigate  the  precise  effects  that  various  changes 
in  the  composition — by  the  introduction  of  new  elements, 
or  variation  in  the  quantities  of  existing  ones — will  have 
on  these  properties.  The  '  perfect  '  composition  may  then 
be  found  to  produce  a  material  which  is  ideal  for  the  pur- 
pose so  far  as  one  strength  characteristic  is  concerned  but 


THE  ENGINEERING  JOURNAL     February,  1942 


71 


fails  to  give  satisfaction  in  other  respects;  owing,  possibly, 
to  its  being  too  brittle,  or  possessing  some  other  defect. 
This  difficulty  may  be  overcome  by  close  study  and  pati- 
ent experiment  in  the  heat  treatment,  or  some  other  pro- 
cess to  which  the  material  is  subjected  during  the  various 
stages  of  working  it  up  into  the  finished  part.  This  may 
necessitate  a  long  series  of  experiments  lasting  over  a 
considerable  period  of  time;  until  eventually,  a  satisfac- 
tory '  laboratory  '  product  is  produced  which  fulfils  the 
requirements  that  have  originally  been  put  before  the 
research  workers.  Even  then,  however,  there  is  still  much 
to  be  done,  because  it  is  a  commonplace  in  the  materials 
world  that  something  which  can  be  produced  time  after 
time  by  the  leisurely  and  closely-controlled  methods  of 
the  laboratory  to  give  the  same  results  under  tests,  is  not 
by  any  means  always  suitable  at  first  for  rapid  turning  out 
in  quantity  by  the  more  rough  and  ready  means  which  only 
are  possible  in  a  factory.  Bars  of  the  material  are,  there- 
fore, tried  out  and  produced  by  ordinary  commercial  pro- 
cesses. This  again  is  a  matter  of  trial  and  error  involving 
alteration  of  existing  methods,  tried  and  proved,  and,  fre- 
quently, the  installation  of  new  and  improved  machinery 
and  equipment. 

All  this  procedure  naturally  takes  time  and  requires 
much  patient  thought  and  experiment.  Suppose  the  ma- 
terial has  passed  all  the  tests,  and  is  shown  to  be  satisfac- 
tory for  the  purpose  for  which  it  is  designed,  it  then  has 
to  receive  approval  before  it  can  be  used  in  an  aeroplane 
to  be  built  for  the  Royal  Air  Force  so  that  there  is  no  fear 
of  it  lowering  the  standard  of  strength  insisted  on  in  every 
part  of  a  machine. 

All  the  principal  British  aeroplane  firms,  including  of 
course  aero-engine  firms,  are  scheduled  by  the  Ministry 
of  Aircraft  Production  as  '  approved  for  design  and  con- 
struction ',  which  means  that  such  a  firm  is  authorized  to 
use  a  new  material  once  it  is  manufactured  and  provided 
that  it  conforms  to  the  specification  drawn  up  by  the  firm. 
This  covers  its  use  so  far  as  the  types  of  aeroplane  design- 
ed by  this  individual  firm  are  concerned.  But  it  may  be 
that  the  utility  of  the  material  is  such  that  it  is  desired 
to  use  it  more  widely.  In  this  case  the  specification  is 
taken  up  by  the  Directorate  of  Technical  Development 


and  is  issued  as  a  draft  specification.  This  is  a  prelimin- 
ary step  to  a  still  wider  adoption,  which  will  be  explained 
in  a  moment.  During  this  stage,  the  specification  is  cir- 
culated in  the  Aircraft  Industry,  and  to  the  technical 
staffs  of  any  other  engineering  firms  concerned  with  the 
production  of  the  material,  for  criticism  and  comment. 
These  are  examined  by  the  Directorate  of  Technical  De- 
velopment, amendments  incorporated,  and  it  is  then  issued 
as  a  '  D.T.D.  Specification  '  with  a  number.  Even  this  is 
still  only  a  preliminary  stage  in  the  journey  of  the  new 
material  on  its  long  road  to  becoming  a  fully  approved 
'  British  Standard  '.  It  frequently  happens  that  it  does 
not  achieve  popularity,  or  for  some  reason  is  found  only 
to  have  a  limited  application — in  which  case  it  remains  a 
D.T.D.  Specification  throughout  its  career.  If,  however, 
it  proves  to  be  a  material  of  widespread  utility  for  which 
there  is  a  considerable  demand,  it  goes  a  stage  further  and 
becomes  a  '  B.S.  (British  Standard)  Specification'.  To 
achieve  this  final  distinction,  it  is  handed  over  to  the 
British  Standards  Institution,  a  semi-official  body  sup- 
ported by  all  the  various  branches  of  the  engineering  in- 
dustry of  this  Country,  and  is  exhaustively  examined  and 
considered  anew  by  one  of  the  Institution's  technical  com- 
mittees, which  are  composed  of  individuals,  either  in  Gov- 
ernment establishments  or  firms,  with  special  experience 
and  knowledge  of  the  particular  subject  concerned;  who 
give  up  part  of  their  busy  lives  entirely  free  and  volun- 
tarily to  this  most  important  work.  If  the  material  passes 
this  final  scrutiny,  it  is  issued  by  the  Institution  as  a  new 
'  British  Standard  '  ;  than  which  there  can  be  no  higher 
hall-mark. 

Even  after  this,  however,  the  material  itself  is  still  sub- 
ject to  constant  and  repeated  examination  and  test  by  in- 
spectors on  the  staffs  of  the  '  approved  '  firms,  or  by  A.I.D. 
(Aircraft  Inspection  Directorate)  inspectors,  all  through 
its  career,  from  its  first  start  as  a  bar  or  billet  or  what- 
not until  it  at  last  takes  its  place  as  a  vital  part,  or  fitting, 
in  the  complete  aeroplane — when  it  carries  for  all  to  see 
the  indentation  made  by  the  final  inspection  stamp  show- 
ing that  it  has  passed  the  vigilant  eyes  which  have  care- 
fully scrutinized  it  at  each  stage  in  its  evolution  to  the 
finished  product. 


Comparison  of  Fire  Power  of  Leading  German,  British  and  U.S.  Fighters  (l) 

Country 

Type 

Armament 

Rounds  per 
Minute 

Lb.  per 
Minute 

Duration 
of  Fire 

British 

German 

Spitfire  I 

Me.  109  E 

8  x  .303  in.m.g 

2  x  .308  in.m.g(2) 

2  x  20  mm.  cannon 

9,600 

is}».»» 
88}  w» 

2'4001  3  300 
900/  d'dUU 

14,400 

2,400 

120] 
1,500    6,420 

4,800) 

240 
300/  360 

3}  ™ 

225/  285 

380 

600 

— 

Spitfire  V 

Me.  109  F.I 

— 

British 

German 

4  x  .303  in.m.g 

2  x  20  mm.  cannon 

2  x  .308  in.m.g.(2) 

1  x  20  mm.  Mauser  Cannon 

12  x  .303  in.m.g 

4  x  20  mm.  cannon 

1  x  37  mm.  cannon  (3) 

2  x  .50  in.m.g 

4  x  .30  in.m.g 

2x/i  mins. 
30  sees. 

British 

British 

U.S 

Hurricane  II  B 

Hurricane  II  C 

.4  iracobra 

13     " 
15  sees. 

22     " 
50     " 

(')  The  figures  are  based  on  the  following  rates  of  fire:  .303  in.  machine  guns,  1,200  rounds  per  minute,  weighing  40  rounds  per  lb.;  20  mm. 
cannon,  600  rounds  per  minute,  weighing  4  rounds  per  lb.;  20  mm.  Mauser  cannon,  900  rounds  per  minute,  weighing  4  rounds  per  lbs.;  37  mm. 
cannon,  120  rounds  per  minute;  .50  in.  machine  gun,  750  rounds  per  minute.  The  weights  of  the  projectiles  of  the  two  latter  (U.S.)  guns  are  not 
known. 

(2)  Interrupted.     Firing  through  airscrew  disk. 

(3)  Airacobras  supplied  to  the  R.A.F.  are  fitted  with  a  20  mm.,  in  place  of  the  37  mm.,  cannon. 


72 


February,  1942    THE  ENGINEERING  JOURNAL 


SHIPYARD  PRODUCTION  METHODS 

HOWARD  JOHNSON,  m.i.n.a.  (London),  m.e.i.c. 
General  Manager,  Midland  Shipyards  Limited,  Midland,  Ont. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  January  8th,  1942 


SUMMARY — An  outline  of  building  operations  for  steel  vessels, 
giving  the  proper  sequence  of  erection  phases  in  order  to  obtain 
a  maximum  output.  Charts  are  used  to  illustrate  the  progress 
of  the  work  and  to  determine  and  correct  the  causes  of  delay. 

Prime  Minister  Churchill  has  stated  that  the  key  to 
winning  the  war  is  ships  and  still  more  ships. 

The  lay  mind  has  little  knowledge  of  the  tremendous 
effort  necessary  to  accomplish  the  building  of  the  great 
number  of  vessels  required.  Obviously  no  more  ships  can 
be  brought  into  service  than  those  which  can  be  supplied 
with  the  essential  equipment  to  run  them.  Looking  at  a 
modern  standard  specification,  such  as  that  of  a  10,000- 
ton  deadweight  cargo  vessel,  we  may  well  reconsider  our 
attitude  towards  the  battles  of  the  Atlantic  and  Pacific 
and  redouble  our  efforts  in  the  face  of  such  complexity. 

Plant  Layout 

The  importance  of  shipyard  layout  and  lifting  and 
handling  equipment  cannot  be  overstressed.  When  it  is 
considered  that  the  general  cargo  vessel  of,  say,  10,000 
tons  deadweight  requires  about  3,000  tons  of  steel  to 
build  the  hull,  the  necessity  of  careful  layout  is  apparent. 
As  the  costs  of  labour  rise,  more  careful  planning  must 
be  applied  to  the  mechanical  handling  of  this  steel  from 
the  freight  car,  through  the  various  operations,  until  it 
becomes  part  of  the  structure.  Transport  must  be  re- 
duced to  a  minimum  from  punch  and  welding  sheds  to 
erection  at  ship. 

To  attain  rapidity  of  erection  on  the  berth,  in  recent 
years,  great  improvements  have  been  made  in  cranage 
facilities.  Formerly  the  old  "  sling  pole  "  was  the  prime 
means  of  lifting;  today,  tower  cranes,  jib  revolvers,  gan- 
tries and  lattice  racking  and  slewing  derricks  are  in  use 
according  to  the  layout  of  plant,  type  and  size  of  ship  to 
be  built;  economical,  mechanical  power  supplanting  man- 
power and  so  speeding  up  erection.  The  wood  staging, 
generally  shutting  out  the  layman's  view  of  a  ship  until 
she  is  almost  ready  for  launching,  is  now  largely  super- 
seded by  steel  uprights  on  special  bases,  quickly  adjust- 
able to  breadths  of  various  ships.  Assuming  that  sup- 
plies are  available  to  pre-fabricate  large  portions  of  the 
vessel,  ample  storage  space  near  the  berths  is  very  im- 
portant so  that  the  number  and  travel  of  lifts  is  a 
minimum. 

If  pre-assembly  work  is  well  organized,  two  efficient 
cranes  are  capable  of  easily  erecting  the  entire  hull  of  the 
present  standard  cargo  vessel  in  under  14  ordinary  work- 
ing weeks  whilst,  at  the  same  time,  liberally  serving 
adjacent  berths.  It  is  essential,  too,  that  ample  road  area 
be  arranged  to  feed  the  erection  cranes.  Experience  has 
actually  shown  that  in  some  yards  an  improved  output 
can  be  attained  by  reducing  the  number  of  berths  but 
arranging  better  access  roads  and  lifting  facilities. 

In  laying  out  a  new  shipyard  the  method  of  estimating 
the  amount  of  heavy  equipment  required  is  not  difficult. 
Having  surveyed  the  available  site  and  decided  on  the 
largest  type  of  ship  to  be  built,  the  launching  frontage  or 
waterfront  is  measured  and  the  number  of  berths  settled. 
Given  reasonably  skilled  labour  and  technique,  it  is  mere 
arithmetic  to  arrive  at  the  annual  potential  output  for  all 
complete  hulls  and  the  plant  and  equipment  necessary  to 
feed  these  berths.  Balance  between  production,  equipment 
and  berth  facilities  is  essential;  this  implies  an  intimate 
knowledge  of  the  output  capacity  of  every  machine. 

In   earlier   shipbuilding   most   of   the   heavy,    external 


transport  was  provided  by  steam  locomotive  cranes  whilst 
the  lighter  materials  were  hauled  by  manual  power  on 
small  bogies  or  trucks,  the  ground  being  graded  but  un- 
treated. To-day  there  is  a  growing  tendency  towards  the 
use  of  concrete  over  the  site  and  on  the  berths,  while  rub- 
ber-tired motor  cranes  and  low  trucks  are  in  use  for  all 
general  transport.  No  matter  what  means  of  transport  is 
employed,  the  modern  shipyard  has  adopted  the  factory 
principle  of  routing.  That  is  to  say,  from  receipt  of  steel 
from  the  mills  until  its  erection  in  the  ship,  the  layout 
should  be  such  that  materials  pass  along  a  straight-line 
route  through  the  various  machines  to  the  berths.  The 
best  exponents  of  such  methods  have  been  the  Dutch, 
although  yards  in  other  countries  are  developing  along 
similar  lines:  the  increasing  use  of  electric  welding  has 
helped  in  this  connection. 

The  advance  of  shipbuilding  has  developed  in  three 
general  stages. 

(a)  Elimination    of    manual    labour   in    haulage    and 
erection, 

(b)  Elimination  of  skilled  labour  by  the  extension  of 
the  use  of  moulds,  and, 

(c)  Elimination  of  unskilled  labour  through  the  use 
of  improved  tools  and  appliances. 

There  is  also  the  tendency  to  build  specific  types  of 
vessels  in  particular  yards,  rather  than  for  each  firm  to 
develop  its  plant  to  cope  with  every  class  of  ship.  The 
economical  advantages  of  such  a  development  are  obvious, 
as  a  different  layout,  from  balance-sheet  considerations — 
the  acid  test  of  efficiency — is  required  for  the  building 
of  passenger  vessels  from  that  needed  for  merchant  ves- 
sels. 

Planning 

Attention  can  now  be  focussed  on  the  processes  of  pro- 
duction. Under  to-day's  conditions,  when  builders  need 
not  haunt  ship-owners'  offices  and  when  repeat  orders  are 
flowing  fairly  freely,  even  though  in  a  somewhat  jerky 
manner,   from   Government  departments,  every  one  will 


Fig.  1 — Typical  10,000-ton  deadweight  cargo  vessel  just 
launched. 


THE  ENGINEERING  JOURNAL     February,  1942 


73 


/>/eOGG4A**t£- 

01 

/S  -4  2 

/  S4-3 

N 

5! 

x 
? 

•J 

i 

\ 

* 
^ 

* 

«J 

2$ 

> 

V 

.... 

'i 

/ 

■ 

V4. 

to 

// 

r 

f 

1 

Z 

Y/t 

eo 

At 

'  1 

Ifté 

y 

1 

3 

''„/ 

y 4 

eo 

//■ 

'1 

Î" 

4 

Y4. 

zo 

ffl 

«,.„ 

Fig.  2 — Master  chart  or  programme. 

agree  that  shipbuilding  can,  and  indeed  must,  be  sys- 
tematically planned  and  intensively  organized  to  obtain 
those  results  essential  to  the  winning  of  our  oceanic 
battles. 

The  facts  of  the  war  at  sea  should  be  prominently 
displayed  on  every  vacant  space  in  all  shipyards,  supply- 
fields,  and  allied  spheres;  for  only  those  who  have,  in 
some  manner  or  other,  been  in  direct  contact  with  that 
war,  either  on  the  high  seas  or  in  the  repair  yards,  have 
any  real  conception  of  its  intensity. 

The  author  will  try  to  sketch  the  procedure  in  planning 
and  building  typical  10,000-ton  cargo  vessels,  assuming 
that  all  drawings  are  available  and  orders  forthcoming  as 
berths  become  vacated.  A  ship  of  this  type  is  shown  in 
Fig.  1. 

A  shipyard  to  be  capable  of  building  such  ocean-going 
vessels  efficiently  must  have  the  necessary  equipment  to 
process  materials  within  reasonable  time.  For  this  size 
of  ship,  20  weeks  on  the  berth,  from  laying  of  keel  to  the 
launch,  is  a  fair  period  for  building;  five  weeks  after  the 
launch  she  should  be  on  trial  trip,  and  then  ready  to  take 
her  place  at  the  loading  berth  to  await  convoy. 

We  shall  assume  this  is  a  four-berth  shipyard.  The 
first  sheet  prepared  is  the  Master  Chart,  shown  in  Fig.  2. 
commonly  known  as  the  Programme.  On  this  is  marked 
a  period  roughly  equal  to  five  months  or  20  working 
weeks.  As  yet  no  dates  are  inserted:  for  the  purchasing 
department  is  hard  at  work  contacting  the  various  sup- 
ply controllers,  steel  mills,  and  priority  experts  in  an  en- 
deavour to  secure  a  smooth  and  ample  supply  of  steel. 

It  is  essential  that  the  technical  staff  should  be  familiar 
with  the  sequence  of  works  operations  and  the  time  oc- 
cupied on  key  operations,  such  as  frame  bending,  pre- 
fabricating bulkheads  and  other  large  parts  of  the  hull 
structure.  If  this  planned  series  is  not  understood,  con- 
siderable time-lag  and  much  disorder  can  arise  in  the 
works  because  these  operations  form  the  basis  on  which 
steel  must  be  ordered  for  mass-production  methods  to  be 
in  any  way  effective.  A  chart  is  drawn  up  indicating  the 
groupings  of  steel  for  various  operations  ensuring  that 
each  section  shall  be  complete  with  all  its  attachments. 

Standard  instructions  must  be  issued  to  the  mould  loft, 
as  well  as  to  each  department,  indicating  the  entire  sys- 
tem of  erection,  so  that  moulds  and  templates  will  be 
prepared  in  correct  sequence  in  parallel  with  speed  of 
production  in  the  shops. 

As  the  drawings  are,  in  the  main,  already  available  a 
large  amount  of  the  mould  loft  work  will  be  completed 
ahead  of  steel  deliveries.  Should  there  be  any  prospect  of 
this  loft  work  not  being  in  advance,  overtime  or  other 
means  should  be  worked  to  avoid  the  expense  of  slowing 
down  production. 


When  the  date  for  steel  deliveries  is  decided,  the  time 
required  to  manufacture  the  frames  and  floors  over  half- 
length  amidships  is  added:  this  fixes  the  date  of  laying 
the  keel;  processing  of  keel,  centre  girder  and  bottom 
shell  takes  about  the  same  time  as  the  framing  for  the 
half  length  amidships. 

As  regards  questions  of  production,  not  finance,  it  is 
a  waste  of  process  time  to  lay  the  keel  before  sufficient 
material  is  prepared  to  ensure  continuity  in  erection. 
Once  erection  starts  this  should  be  a  continuous  process, 
each  step  tying-up  the  preceding  one  in  correct  sequence. 

The  same  process  by  which  the  date  of  laying  the  keel 
was  decided  is  repeated  for  each  berth  until  the  pro- 
gramme is  filled  and  all  berths  occupied;  dates  are  then 
inserted  on  the  programme.  Simply  by  adding  20  weeks 
to  the  keel  dates  the  approximate  launch  dates  are  estab- 
lished for  the  first  four  vessels.  The  period  of  20  weeks 
is  hypothetical  and  will  vary  in  relation  to  the  layout. 
These  dates  might  not  be  final,  and  might  have  to  be 
modified  when  the  erection  chart  is  drawn  up. 

Even  greater  co-operation  will  be  given  by  the  mills 
regarding  deliveries  of  steel,  when  the  multiplicity  of 
shapes  used  in  the  vessels  are  grouped  into  as  few  sizes 
as  possible  and  ordered  en  bloc.  The  same  applies  to  steel 
plates.  The  erection  programme,  however,  must  not  be 
forgotten  in  the  interests  of  bulk  tonnage  delivered;  se- 
quence is  essential:  a  point  regularly  overlooked  by  the 
inexperienced. 

The  purchasing  department  will  be  working  at  high 
pressure  ordering  the  thousand-and-one  items  called  for 
by  the  specification.  Remember,  we  are  working  to  a 
production  schedule;  every  part  of  a  ship  has  immediate 
relationship  to  some  other,  therefore  the  outfitting  bears 
closely  on  the  hull.  The  purchasing  agent  must  have 
before  him  a  complete  list  of  items  to  be  fitted,  on  which 
the  required  dates  for  delivery  are  clearly  shown. 

As  the  buying  market  to-day  is  exceedingly  limited, 
price  is  for  the  time  being  of  secondary  importance  to 
that  of  delivery.  It  has  often  been  a  practice  of  purchas- 
ing agents  to  plan  their  delivery  requirements  on  the  basis 
of  so  many  weeks  after  laying  of  keel.  Modern  methods 
of  construction,  however,  leave  that  method  open  to 
question.  For  instance,  many  fittings  for  various  piping 
systems  throughout  the  vessel  are  now  fitted  direct  to 
bulkheads  during  welding  or  riveting  on  the  fabricating 
skids  of  these  parts  of  the  structure,  even  before  the  keel 
is  laid.  Rather  than  relating  deliveries  to  one  particular 
part  of  the  hull  such  as  the  keel,  it  is  preferable  to  relate 
them  to  the  method  of  production.  To  think  in  terms 
that  this,  that,  or  the  other  will  not  be  needed  until  after 
the  launch  is  definitely  wrong.  There  is  only  one  time 
for  fitting  anything — that  time  is  the  moment  the  hull, 
or  any  portion  of  the  hull  is  sufficiently  far  advanced  to 
receive  it.  For  instance,  the  steering  engine  cannot  be 
bedded  until  the  quadrant  is  fitted,  but  telemotor  piping 
can  be  fitted,  except  for  small  ends,  as  soon  as  the  upper 
deck  is  riveted  or  welded.  The  object  is  to  have  every 
department  working  as  early  as  possible  on  the  ship  and 
so  avoid,  on  the  day  of  delivery,  that  all  too  common 
sight  of  profane  humanity  unable  to  extricate  itself. 

Processing 
The  output  of  every  machine  in  the  punch  shed  must 
be  accurately  determined.  Before  any  particular  job  is 
commenced,  all  material  for  that  job  should  be  located 
and  placed  so  that  it  can  proceed  without  interruption 
until  ready  for  assembly  at  the  riveting  or  welding  skids. 
Finished  material  should  not  be  allowed  to  lie  in  the  shed 
but  immediately  removed  to  the  skids.  Only  in  this  way 
can  the  humps  and  hollows  of  labour  curves  be  smoothed 
out.  In  cases  where  all  the  material  for  a  particular  job 
is  not  available,  the  job  should  still  proceed  unobstructed 
on  its  path  to  the  ship.    Temporary  parts  can  be  fitted  to 


74 


February,   1942    THE  ENGINEERING  JOURNAL 


facilitate  erection.  The  non-delivery-  of  apparently  insig- 
nificant items  can  do  more  than  any  other  factor  to  break- 
down erection  output. 

Some  parts  of  the  structure  require  longer  periods  to 
manufacture  or  assemble  than  others,  and  care  must  be 
taken  so  that  these  are  advanced  and  available  at  their 
appropriate  erection  time. 

It  is  often  found  that  congestion  arises  at  certain  ma- 
chines, such  as  plate  edge-planing  machines,  counter- 
sinkers  and  scarphers.  There  are  many  ways  of  over- 
coming this,  either  by  working  shifts  or  adopting  alter- 
natives; but  the  best  way  is  to  make  an  independent 
programme  for  that  particular  machine  and  observe  the 
results.  It  is  surprising  how  often  unnecessary  work  is 
applied,  and  how  often  an  operator  puts  through  material 
without  any  relation  whatever  to  sequence.  As  a  result, 
urgently  required  materials  are  buried  under  piles  of  steel 
not  at  present  needed.  Weak  links  in  the  production 
chain  must  be  carefully  nursed,  but  deviations  from  pro- 
gramme should  not  be  countenanced  without  previous 
adequate  discussion. 

Of  great  importance  is  the  disposition  of  the  machines 
in  the  shops.  A  brief  survey  of  the  route  of  materials, 
from  stockyard  through  the  shops  to  the  skids,  frequent- 
ly reveals  a  most  erratic  course;  from  the  skids  to  the 
ship  may  be  similar  to  going  from  Montreal  to  Vancouver 
via  Cape  Horn.  A  study  of  the  problem  and  redisposi- 
tion of,  perhaps,  one  or  two  machines  in  the  first  case,  or 
the  removal  of  some  small  obstacles  from  the  path  on 
leaving  the  skids  in  the  second  instance,  will  be  found  to 
pay  handsome  dividends  by  way  of  easier  flow. 

Considering  the  movement,  lifting  and  transporting  of 
these  3,000  tons  of  steel,  for  every  ship  through  all  its 
processes,  it  will  be  agreed  that  correct  routing  saves 
tremendous  time  and  expense.  The  ideal  is  to  reduce  rout- 
ing to  a  straight  line  path  from  stockyard  to  ship,  with  a 
minimum  of  transit  pauses. 

Erection 

We  have  seen  how  the  programme  was  drawn  up  with 
provisional  keel-laying  and  launching  dates  inserted. 
The  Erection  Chart  is  now  needed.    (See  Fig.  3). 


Fig.  3 — Erection  chart. 

This  is  an  elaboration  of  the  programme  chart,  based 
on  the  assumption  that  the  required  periods  for  various 
operations  are  known,  from  either  previous  data  or  ex- 
perience. A  midship  section  and  perspective  of  the  hull 
of  a  cargo  ship  is  given  in  Fig.  4,  and  indicates  various 
parts  of  the  structure. 

In  planning  anything,  there  is  a  tendency  to  over- 
elaboration.  It  is  easy  to  become  bogged  in  detail.  The 
erection  chart  has  12  key  periods  and  in  practice  these 


wnwcorma 


PERSPECTIVE-  VIEW  AM10SHIP5. 
Fig.  4 — Midship  section  and  perspective  of  hull. 

have  been  found  to  cover  all  the  needs  of  erection  plan- 
ning in  the  building  of  ten-thousand-tonners  as  well  as 
almost  all  other  types  of  ocean-going  vessels. 

No.  1  Erect  Keel  to  Margin  Bars  Riveted.  This  period 
covers  the  erection  of  keel,  centre  girders,  floors,  side 
girders,  bottom  developed  shell,  tank  margins,  outside 
and  inside  margin  lugs  and  margin  bars,  also  the  amid- 
ships part  of  tank  top. 

It  is  recommended  that  all  riveting  or  welding  work 
on  margins  be  kept  well  in  advance  before  erection  of 
frames  is  commenced. 

No.  2  Erect  Tank  Top.  This  covers  all  tank  top  other 
than  between  the  engine  and  boiler  room  bulkheads. 

No.  S  Erect  Frames,  Bulkheads  and  Forcings.  By  forg- 
ings  is  meant  stem  bar  and  stern  frame  whether  cast, 
forged,  or  fabricated.  Bulkheads  include  shaft  tunnel, 
centre  line,  and  transverse  and  bunker  bulkheads,  also 
pillars  up  to  lower  deck.  Frames  cover  all  frames 
throughout  between  forgings. 

No.  4  Lower  Deck,  Hatches  and  Casings.  Lower  deck 
covers  entire  deck  plating,  beams,  hatch-end  beams, 
deck  girders  and  doubling  plates.  Hatches  represent 
coamings,  lugs,  and  bridles.  Casings  include  casing 
trunk,  coal  shoots  and  saddle  backs,  from  the  lower 
deck  to  the  casing  top. 

Tween  deck  centre-line  bulkheads  and  pillars  are  also 
within  this  group. 

No.  5  Shell  Stern  and  Bulwarks  embraces  every  shell 
plate,  developed  or  lifted,  (except  bottom  shell  laid 
with  the  keel,)   including  stern  plating  and  bulwarks. 

No.  6  Upper  Deck,  Hatches  and  Deck  Houses  covers 
beams,  deck  plating  and  doublings.  Hatches  includes 
all  coaming  around  deck  openings  complete  with  stays 
and  stiffeners.  Deck  houses  covers  officers',  engineers' 
and  other  deck  houses,  also  navigating  bridges. 

No.  7  Tank  Testing  includes  all  hydraulically  tested 
tanks;  double  bottom,  deep  tanks,  peak  tanks  and 
hosing  of  the  shell. 

No.  8  Wood  Decks  and  Accommodation  Soles.  To-day, 
wood  decks  and  soles  are  disappearing  in  favour  of 
patent  compositions  or  linos.  This  implies  all  deck 
coverings. 

No.  9  Joiners  on  Ship.  Under  this  section  comes  the 
period  from  joiners  commencing  until  accommodation 
is  ready  for  soft  furnishings. 

No.  10  Lining  Up  to  Propeller  Fitted.  This  covers  time 
from  first  sighting  the  boss  until  the  cone  and  nut  are 
fitted.  Sea  valves  and  openings  must  be  finished  dur- 
ing the  same  period. 

No.  11  Launch  Way  to  Launch  is  the  period  required  to 
set  up  the  launch-ways  and  launch  the  vessel. 

No.  12  Launch  to  Trial  Trip.  By  this  is  implied  hand- 
ing over  the  vessel. 

In  shipyards  where  several  types  and  sizes  of  vessels 
follow  one  another  on  the  same  berths,  similar  charts  are 
used:   but,  naturally,  the  periods  for  each  operation  will 


THE  ENGINEERING  JOURNAL     February,  1942 


75 


Fig.  5 — Tank  top  showing  centre  strake,  margin  and  floors. 

differ  according  to  the  amount  of  work  involved.  Under 
these  conditions  it  then  becomes  necessary  to  draw  up  a 
cross-sectional  chart  of  any  one  operation  for  all  vessels. 
This  is  simply  to  a  base  of  weeks,  as  in  the  erection 
chart,  on  which  is  laid  down  the  period  of,  say,  the  shell 
erection  for  each  vessel.  At  a  glance  it  is  seen,  well  in 
advance,  whether  a  particular  operation  is  going  to  be 
applied  to  too  many  ships  at  the  same  time.  The  yard 
may  not  possess  the  capacity  for  swelling  plant  and 
labour  to  meet  the  increased  load.  At  once  this  would 
indicate  the  need  for  a  spreading  out  of  the  programme 
or  preparations  put  in  hand  to  install  equipment  in  time 
to  forestall  trouble.  To  cross-check  is  a  wise  precaution, 
even  when  the  type  is  standardized,  so  that  operations  are 
nicely  balanced.  Peaks  in  the  labour  curve  are  thus 
avoided  at  times  when  labour  is  frequently  difficult  to 
obtain. 

The  cross-sectional  method  should  be  tested  on  any  of 
the  jobs  where  it  is  felt  that  weakness  may  exist  and  the 
programme  and  erection  chart  immediately  amended  if 
real  benefits  of  planning  are  to  be  forthcoming. 

We  can  now  expand  a  few  points  on  these  twelve  stages 
of  the  erection  chart. 

Item  1.  For  approximately  four  weeks  prior  to  laying 
the  keel  the  punch  shed  and  riveting  skids  should  be  hard 
at  work  on  all  double  bottom  steel.  Centre  girder,  floors, 
bottom  and  reverse  frames  should  be  assembled  and 
riveted;  developed  keel  and  bottom  shell  will  be  coming 
through  together  with  tank  margins.  During  this  time 
the  centre-line  of  keel  will  be  sighted  on  the  berth  and 
keel  and  bilge  blocks  in  course  of  preparation  for  the  date 
of  laying  keel.  As  these  items  are  completed,  they  are 
transported  and  placed  as  near  to  the  berth  as  practic- 
able, ready  for  erection.  Where  it  is  necessary  to  stack 
finished  and  partially  fabricated  materials,  they  must  be 
placed  in  correct  sequence.  Stacks  should  never  be  built 
to  the  height  when  top-weight  can  distort  buried  portions 
or  when  the  stack  is  then  liable  to  slip. 

On  the  planned  date,  work  is  commenced  on  erecting 
the  keel  and  centre  girder.  It  is  not  advisable,  in  multi- 
berth  yards,  to  commence  erection  before  fixed  dates  for 
keel,  as  this  quickly  puts  cranage  out  of  balance  and 
foremen  have  the  tendency  to  throw  men  on  a  job  before 
it  is  absolutely  necessary.  This  will  be  clearly  shown 
on  the  labour  chart,  mentioned  later. 

The  bottom  shell  is  next  laid,  and  then  follows  the 
erection  of  floors,  tank-end  floors  and  girders.  These  floors 
are  then  faired  up  and  all  longitudinal  girders  immedi- 
ately put  in  place  and  thoroughly  screwed  up.  The  tank 
top  centre  strake  is  then  fitted,  tying  up  the  floors  and 
correcting  them  to  their  true  distances  on  each  side  of 
the  centre  girder.  The  tank  margins  over  the  vessel's  flat 
amidships  are  now  erected  and  loosely  bolted.  All  the 
amidships  tank  top,  between  the  engine  and  boiler  room 
bulkheads  is  then  laid  and  tested.  This  is  usually  all  de- 
veloped  plating   and    the   purpose   of  erecting   only  the 


amidships  portion  is  to  be  certain  of  the  plating  meeting 
and  fitting  squarely  across  the  ship  from  margin  plate  to 
margin  plate.  Actually  this  process  is  the  first  principle 
of  fairing  the  structure.  Any  previous  fairing  is  but  ten- 
tative. Should  discrepancies  be  found,  such  as  the  floors 
lying  on  a  slightly  diagonal  line  across  the  centre  line  of 
the  vessels,  and  this  is  by  no  means  as  unusual  as  one 
would  imagine,  the  work  has  not  proceeded  too  far  to 
render  corrections  costly.  When  it  is  clear  that  the  amid- 
ship  tank  top  plates  are  fitting,  from  bilge  to  bilge, 
squarely  to  the  centre  girder,  they  are  thoroughly  bolted 
up,  the  margins  secured  and  run  out  to  meet  the  fore  and 
after  peak  bulkheads.  The  tank  top  (see  Item  2)  can  now 
be  laid  throughout  the  vessel.  While  this  is  being  done 
all  foundation  bars  for  centre  line  bulkheads,  bulkheads 
and  bulkhead  stiffener  brackets,  shaft  tunnel,  shaft  stools, 
auxiliary  and  boiler  seats,  etc.,  are  at  once  laid  down  in 
preparation  for  the  next  stage  in  erection.  The  margin 
plates  and  bars  are  riveted  or  welded,  commencing  always 
amidships  and  working  from  this  point  towards  the  ends 
as  soon  as  possible  after  the  amidship  tank  top  is  squared. 
The  tank  margin  bar,  if  riveted,  is  caulked  immediately 
on  the  heels  of  the  riveters  and  carried  straight  through 
to  conclusion. 

Item  2.  This  item  covers  all  the  tank  top  except  the 
amidship  fairing  belt.  It  should  be  spread  and  riveted  or 
welded  up  as  early  as  possible  to  prevent  dirt,  moisture 
and  other  foreign  matter  from  accumulating  on  the  bot- 
tom shell  on  which  riveting  has  not  yet  commenced.  Once 
the  amidship  belt  has  been  faired,  there  is  no  valid  ob- 
jection to  riveting  the  bottom  shell  in  the  vicinity,  even 
before  or  at  the  same  time  as  the  tank  top.  But  in  no 
case  should  the  shell  bottom  be  riveted  before  the  tank 
top  above  it  is  squared,  because  skeleton  floors,  unless 
carefully  watched,  are  at  times  out  of  alignment,  causing 
bad  rivet  holes  in  either  the  tank  top  or  the  shell.  (See 
Fig.  5.) 

Item  3.  When  the  stacks  of  pre-assembled  material  for 
the  double  bottom  dwindle,  or  sooner  if  ground  is  avail- 
able, the  bulkheads  and  centre-line  bulkheads  should  be 
making  their  appearance,  pre-assembled.  to  be  stacked 
in  two  piles;  one  pile  with  the  after  peak  bulkhead  at  the 
bottom,  covered  by  the  after-main  and  engine  room  bulk- 
head; the  other  having  the  fore  peak  bulkhead  at  the  bot- 
tom followed  by  the  fore  main  and  boiler  room  bulkheads. 
It  may,  however,  be  possible  to  lay  each  bulkhead  op- 
posite its  appropriate  place  in  the  ship.  In  between  these 
stacks  the  side  bunker  bulkheads  are  placed.  During  this 
time  riveters  should  be  at  work  on  the  skids,  riveting 
beam  knees  and  frame  brackets  to  the  side  frames  as- 
sembled there.  As  soon  as  a  reasonable  number  are 
riveted  they  are  collected  and  laid  in  correct  sequence 
alongside  the  berth,  port  and  starboard. 

Now  the  gunwale  staging  should  be  up  and  the  gun- 
wale ribband  resting  on  it,  awaiting  the  frames.  Erection 
of  the  shaft  tunnel  can  commence  as  soon  as  the  founda- 
tion bars  are  riveted  and  caulked.    (See  Fig.  6.) 

The  first  frame  to  be  erected  is  that  forming  the 
boundary  bar  of  the  boiler  room  bulkhead  and  is  erected 
together  with  that  bulkhead.  Immediately  following  this 
is  the  centre  line  bulkhead  connecting  with  it.  This  done, 
the  two  portions  will  stand  rigid  without  additional  sup- 
port. The  process  is  repeated  with  the  engine  room  bulk- 
head and  its  related  portion  of  centre-line  bulkhead  above 
the  thrust  recess  already  erected  with  the  tunnel. 

Side  bunker  bulkheads  are  now  dropped  into  place  and 
bolted  up.  These  will  also  act  as  further  supports  to,  and 
assist  in,  the  truing  up  of  the  boiler  room  bulkheads.  When 
this  is  completed  the  erection  of  the  side  frames  com- 
mences. At  this  stage,  tie  wires  are  run  fore  and  aft  from 
the  boiler  room  bulkhead  frame  and  side  shores  are  ap- 
plied, so  that  the  bulkhead  is  trued  up,  plumb  and  square. 


76 


February,  1942    THE  ENGINEERING  JOURNAL 


Fig.  6 — After  end  of  vessel  showing  tank  top,  frames  and  shaft 
tunnel  being  erected. 

The  gunwale  ribband  is  at  once  attached  to  the  bulkhead 
frame.  From  this  point  develops  all  subsequent  fairing. 
The  side  frames  erection  proceeds,  but  a  halt  is  called 
at  the  forward  hatch,  the  end  of  the  after  main  hatch 
and  at  the  after  beam  of  the  cross  bunker  hatch.  The 
reason  for  this  will  soon  be  evident.  When  these  frames 
are  reached,  all  beams  and  half  beams  over  this  area  are 
erected  together  with  the  appropriate  deck  girders  and 
Item  No.  4  on  the  erection  chart  commences. 

Attention  might  be  called,  at  this  stage,  to  the  fact 
that  no  operation  actually  stops;  subsequent  operations 
merely  overlap  their  predecessors.  Emphasis,  however, 
must  be  laid  on  the  reasons  underlying  each  stage  in  the 
operations.  It  will  be  understood,  too,  that  the  execution 
of  each  operation  so  far  described  will  be  proceeding  for 
both  ends  of  the  ship  at  the  same  time.  A  very  important 
point  is  to  be  certain  the  next  operation  follows  at  the 
critical  moment,  so  as  to  ensure  fairness  in  the  whole; 
and,  furthermore,  to  be  confident  that  pre-fabricated 
structures,  developed  in  the  mould  loft,  will  fit  accurately 
in  their  appointed  places.  Ships  have  an  unfortunate 
habit  of  creeping  and  spreading,  particularly  in  a  down- 
hill direction. 

Item  4-  It  has  been  noted  that  the  developed  tank 
top  is  used  to  square  the  tank  margins  athwartships  and 
to  keep  true  relationship  with  the  centre  girder.  The 
lower  deck  plating  is  now  used  for  the  same  purpose  in 
relation  to  the  centre  line  bulkheads  and  the  two  main 
amidship  transverse  bulkheads.  Between  the  two  hatch- 
end  beams  above  mentioned,  the  whole  of  the  deck  area  is 
covered  in  and  all  casing  sides  and  deck  girders  thorough- 
ly faired  up  and  squared,  casing  trunks  being  tested  by 
diagonals  in  case  of  distortion.  A  good  precaution  at  this 
stage  is  to  shore  up  both  casing  and  hatch  corners  one 
inch  high.  These  corners  are  notorious  for  sagging  before 
they  are  riveted.  By  so  shoring,  a  lot  of  heartbreaking 
later  work  is  avoided.  Before  the  deck  and  its  attach- 
ments are  finally  bolted  up  for  welding  or  riveting,  Item 
No.  5  commences. 

Item  5.  The  developed  shell  plating,  from  lower  deck 
gunwale  to  bottom  shell,  is  next  completely  erected  be- 
tween, and  overlapping,  the  engine  and  boiler  room  bulk- 
heads. Checked  and  squared,  this  acts,  in  the  vertical 
plane,  in  precisely  the  same  manner  as  do  the  horizontal 
planes  at  tank  top  and  deck. 

There  is  now  a  complete,  boxlike  form,  like  the  middle 
cut  of  a  salmon,  which  is  true  and  fair  in  every  way. 
It  is  now  safe  to  proceed  with  the  previous  items  to  con- 
clusion as  the  fairing  and  checking  act  almost  automatic- 
ally onwards  from  this  stage.  The  great  advantage  of  this 
amidships  fairing  is  that  both  ends  of  the  ship  proceed 
simultaneously.  At  all  stages  of  erection  great  attention 
must  be  paid  to  a  thorough  shoring  of  the  vessel.  The  in- 
creasing weight  of  the  top  structure,  during  erection,  tends 


to  sag  the  frames,  beams  and  bulkheads,  until  they  are 
sufficiently  strengthened  to  resist  by  riveting  the  con- 
nections. It  is  unpleasant  to  see  that  some  lugs  and 
brackets,  which  should  have  fitted,  must  be  burned  off 
and  discarded  because  of  inadequate  shoring.  The  usual 
practice  merely  to  put  two  holes  in  the  beam  knees  and 
drill  the  remainder  is  not  necessary  if  this  attention  to 
shoring  is  given.  Should  the  material,  moulded  from  the 
loft,  fail  to  fit  in  place,  some  flaw  is  evident  in  the  yard 
method.   These  faults  can  be  eliminated. 

Item  6.  A  point  not  yet  mentioned  is  the  advantage  of 
attaching  the  'tween  deck  frames  to  the  main  frames 
before  erection.  This  saves  double  cranage  and  further 
allows  the  work  of  erecting  the  upper  deck  to  proceed  as 
soon  as  Item  4  is  sufficiently  advanced  to  permit  of  it. 
Work  on  the  upper  deck  follows  the  same  pattern  as  laid 
down  in  Item  4  for  the  lower  deck.  When  the  centre  line 
bulkheads,  if  fitted,  are  in  place,  the  beams  are  dropped 
into  position  followed  by  the  deck  girders  and  deck  plat- 
ing over  the  amidships  area. 

Where  no  'tween  deck  centre  line  bulkheads  are  fitted, 
the  centre  line  deck  runners,  with  their  pillars,  are  erected. 
In  this  case,  the  beams  are  erected  first  and  supported 
by  longitudinal  planking  shored  just  off  the  centre  line 
to  allow  for  easy  runner  and  pillar  erection.  After  the 
amidship  squaring  is  completed,  the  deck  forward  and 
aft  is  run  out  and  hatch  coamings,  deck  houses,  and  so 
on  are  forthwith  placed.  It  should  be  noted  that  on  both 
decks,  as  in  the  case  of  the  tank  top,  foundation  bars  for 
all  further  erection  should  be  laid  immediately,  from 
loft  moulds,  and  riveted  or  welded  together  with  the 
decks.  It  is,  perhaps,  difficult  to  establish  this  as  standard 
practice;  but  the  effort  is  worth  making,  if  only  for  the 
purpose  of  reducing  the  number  of  odd  rivets  to  be  clean- 
ed up  and,  more  important,  to  prevent  men  having  to 
come  back  on  unfinished  jobs.  The  greatest  advantage, 
however,  is  that  deck  house  erection  can  immediately 
commence  as  soon  as  the  amidship  belt  is  squared. 

Item  7.  Tank  testing,  on  ships  of  the  type  under  dis- 
cussion, generally  commences  about  the  time  the  running 
of  the  upper  deck  plating  is  almost  completed.  Under  this 
system  the  first  tank  generally  is  that  under  the  engine 
room.  This  is  natural,  because  in  this  vicinity  the  tank 
top  is  part  of  the  amidship  fairing  process  and  so  will  be 
first  completed.  Often  there  is  some  difficulty  in  getting 
the  small  work  around  the  auxiliary  seats  and  side  bunk- 
ers cleaned  up;  but  if  a  tank  testing  chart  is  prepared, 
indicating  the  sequence  of  testing,  this  tardiness  can  be 
overcome.  Most  firms  already  adopt  this  as  standard.  It 
is  an  advantage  also,  if  machinists  have  the  supplies,  to 
have  all  fittings  connected  to  the  tank  top  in  place  before 
the  test.  Ballast  suctions  passing  through  tank  ends 
should  also,  by  this  time,  be  in  place.  Indeed  double 
bottom  suctions  should  be  inserted  while  the  floors  are 
being  erected.  It  might  seem  that  tank  testing  could  begin 
much  earlier  than  the  time  indicated.  It  is  suggested  that, 
if  the  situation  is  carefully  surveyed,  no  useful  purpose  is 
served  by  an  earlier  start.  This  method  of  construction 
allows  of  one  tank  being  caulked  as  the  next  is  being  filled, 
in  simple  progression  until  the  ship  has  been  fully  tested. 
Furthermore  a  smaller  number  of  caulkers  are  in  continu- 
ous working  attendance  from  start  to  finish. 

It  is  imperative  that  the  fitters  give  early  and  adequate 
attention  to  the  after  peak  tank.  Frequently,  accommoda- 
tion and  steering  gear  are  directly  above  this  tank  and 
delay  in  testing,  arising  from  small  omissions,  can  have 
serious  results  on  the  launch  and  even  on  final  delivery. 
Another  point  concerning  the  after  peak  is  discussed 
under  Item  10. 

Item  8.  As  little  of  the  joiner,  electrical,  piping,  and 
other  work  around  accommodation  can  commence  before 
wood  or  patent  decks  are  laid,  this  is  the  touchstone  to 


THE  ENGINEERING  JOURNAL     February,  1942 


77 


releasing  a  great  deal  of  work.  The  advantage  of  laying 
foundation  bars  for  deck  houses  with  the  deck  plating 
will  now  be  observed  in  relation  to  the  laying  of  wood 
decks.  Where  6  x  3  in.  foundation  bars  are  used,  it  is 
frequently  possible,  during  dry  spells,  to  commence  lay- 
ing accommodation  soles  before  the  deck  houses  are 
erected,  for  deck  house  plating,  being  of  light  material,  is 
often  delayed  in  delivery. 

Item  9.  This  item  needs  no  further  elaboration  than  to 
say  that  charting  it  indicates  a  given  time  in  which  steel- 
work, in  way  of  accommodation,  is  to  be  well  advanced 
and  painted  before  joiners  commence.  Sidelights  must 
also  be  fitted  as  soon  as  the  steel  is  erected. 

Item  10.  Experience  over  many  ships  has  demonstrated 
the  advantage  of  boring  out  the  stern  frame  for  fitting  the 
stern  tube  before  the  boss  plates  are  fitted.  Probably 
there  are  many  who  will  disagree;  but  the  advantage  lies 
in  having  light  and  access  directly  on  both  sides  of  the 
boss.  Boring-out  can  commence  as  soon  as  the  stern 
frame  is  adequately  attached  to  the  structure  to  prevent 
subsequent  movement.  The  tube  should,  if  possible,  be 
fitted  before  the  after  peak  test  but  this  is  not  important 
if  to  do  so  delays  the  test.  Nor  is  it  a  serious  or  expensive 
matter  to  pump  up  the  after  peak  and  test  the  tube  when 
the  ship  is  afloat.   A  little  judgment  .has  to  be  exercised 


Fig.  7 — Ready  for  launching. 

at  this  stage  in  relation  to  the  available  time  before 
launching.  As  the  shipping  of  the  rudder  stock  can  take 
place  only  after  the  peak  test, — unless  the  after  peak  is 
designed  to  suit — the  question  as  to  which  operation,  bor- 
ing out  or  testing,  should  take  precedence  is  often  debat- 
able. Only  the  particular  circumstances  can  decide  this. 
In  any  case,  whatever  result  deliberation  may  bring,  the 
time  necessary  to  strip  the  after  end  staging  should  not 
be  forgotten. 

Item  11.  This  period  of  launch-ways  to  launch  will 
vary  in  most  yards,  but  three  weeks  is  more  than  ample 
to  avoid  overtime,  except  for  one  tide  before  the  launch. 
Figure  7  shows  the  ship  ready  for  launching. 

Item  12.  From  the  launch  to  the  trial  trip  is  probably 
the  worst  period  in  the  building  of  a  ship.   This  is  when 


LÀ30UE.   C//J1ET 

1 
1 
1 

>- 

1 

S3° 

Soo 

4SO 

aeo 

}fo 

k 

Joe 

\ 

Ho 

I 

(00 

.-..- 

ISO 

/oo 

a 

Co 

° 

/ 

2 

3 

V 

5 

6 

7 

S 

9 

10  If  /£/£/*/ 

5/|6/7/6/ 

92fi2<  2^4J2p^»2 

72J8  2P3J0.3'  J£JJ 

Fig.  8 — Labour  chart. 

all  concerned  would  swear  that  a  conspiracy  existed  to 
prevent  the  ship  from  sailing.  In  the  middle  of  cleaning 
up  the  thousand-and-one  items  the  dock  trial  takes  place, 
bringing  to  light  various  minor  omissions.  Just  as  this 
atmosphere  is  lifting,  the  crew  arrives  whose  officers  im- 
mediately demand  every  thing  to  be  re-arranged.  After 
each  is  supplied  with  some  unspecified  personal  comfort, 
they  accept  the  ship,  though  always  retaining  a  feeling 
that  she  is  not  quite  as  good  as  the  one  just  left!  It  is 
good  policy  to  have  a  list  prepared  of  the  various  jobs 
connected  with  dock  trials,  trial  trips  and  such  items  as 
derrick  and  lifeboat  tests.  Attention  to  details  can  then 
be  given  well  in  advance. 

General 

Should  a  break  down  occur  during  erection,  or  delay 
arise  resulting  in  an  undue  extension  of  any  allowed 
period,  the  erection  chart  must  be  scrutinized  and  cross- 
checked to  see  the  effect  of  the  stoppage  on  the  pro- 
gramme. Steps  must  then  be  taken  to  restore  the  posi- 
tion and  make  any  necessary  amendments. 

If  the  delay  cannot  be  retrieved,  departments  concern- 
ed, and  also  suppliers,  should  be  informed  at  once  of  the 
new  dates.  Suppliers  will  be  grateful  that  a  little  of  the 
pressure  on  them  is  relieved.  By  early  advice,  confidence 
and  goodwill  is  established.  Departments  may  not  be 
quite  so  grateful  but  at  least  they  know  where  they  stand 
and  are  in  a  position,  in  ample  time,  to  make  amendments 
to  their  plans. 

Labour  Chart 

This  chart  (shown  in  Fig.  8)  is  a  fairly  sound  indica- 
tion of  the  disposition  of  the  men  employed  on  the  vari- 
ous ships  when  used  in  conjunction  with  the  erection 
chart.  It  is  not  uncommon  in  shipyards  to  find  one  vessel 
receiving  more  than  its  allotted  share  of  attention.  By 
the  time  this  is  discovered,  overtime  will  be  probably 
required  on  some  other  vessel  to  restore  balance.  The 
simplest  method  of  establishing  the  contour  of  the  curve 
is  by  closely  following  its  application  to  a  particular  ves- 
sel which  is  known  to  have  held  smoothly  to  programme. 
Each  yard  will,  of  course,  have  its  own  specific  contour. 
Yard  facilities  have  great  influence  over  it.  The  sketch 
shown  is  for  only  one  ship;  an  estimated  curve  of  labour 
required  can  be  laid  down  for  any  ship  at  any  time  by 
lifting  the  dates  of  various  operations  from  the  erection 
chart  and  superimposing  the  outline  of  the  labour  curve 
over  the  new  base  line. 

All  charts,  of  course,  should  have  this  weekly  base 
registering  the  same  day  of  the  week. 

The  curve  for  each  ship  is  started  as  soon  as  labour  is 
employed  on  the  contract,  the  time  office  entering  the 
weekly  totals.    Squared  paper  should  be  long  enough  to 


78 


February,  1942    THE  ENGINEERING  JOURNAL 


cover  a  two-year  programme  allowing  comparisons  to  be 
made  at  a  glance. 

It  is  astonishing  how,  immediately  following  launches, 
or  some  other  psychological  date,  wholesale  migrations 
of  labour  develop;  they  should  be  carefully  guarded 
against  and  checked  in  good  time. 

The  curve  shown  is  an  actual  curve  of  a  standard  ves- 
sel similar  to  those  under  discussion,  built  in  a  four-berth 
yard  with  all  berths  full. 

Riveting  Chart:  Progress 

As  a  means  of  measuring  progress  from  keel  to  launch 
the  author  would  strongly  recommend  a  Riveting  Chart, 
like  that  shown  in  Fig.  9.  Many  shipyards  use  it.  It  is 
simple  and  remarkably  accurate  for  vessels  the  structure 
of  which  is  largely  riveted.  An  estimate  is  made  of  the 
total  number  of  rivets  in  the  ship.  The  cumulative  total 
of  rivets  driven  each  week  is  then  calculated  as  a  per- 
centage of  the  total  number  to  be  driven  and  entered  op- 
posite its  date. 

The  curve  has  a  fairly  regular  contour  and,  once  es- 
tablished for  a  particular  ship,  can  be  used  by  marking 
its  dotted  contour  on  the  chart  for  the  new  vessel  over 
the  appropriate  period  of  time  she  will  be  on  the  berth. 
As  the  work  proceeds  a  full  line  is  drawn  in.  Generally 
the  full  line  should  coincide  with  the  dotted  one.    If  un- 


x/VET/ss/G  Cft/uer 

te/rtreo 

JAN. 

see. 

/X4K. 

4P*. 

/*4Y 

Jt/Ht 

SM.Y 

/)t/0- 

Sfrr. 

00: 

3  10 17  2451 

7/*>?/ 

28 

7 1421 2B 

Ill  I82S 

2\9/62SX 

6  132027 

>(  II 18  25 

IB 

unn 

5121926 

1 10 17  U- 

90 

* 

t 

/ 

, 

/ 

.' 

- 

1 

/ 
/ 

'' 

ao 

/ 

/ 

/ 

t 

1 
1 
1 

/ 

/ 
/ 

70 

1 
I 

; 
/ 
/ 

1 

t 

t 
1 
1 

60 

1 
1 
1 

1 

1 
1 

1 
1 
1 

SO 

1 

, 

7 

1 

1 

0 

40 

t 

i5 

1 

% 

V 

1 

' 

1 

Î 

30 

1 
1 

t 

1 
1 

/ 
1 

20 

t 
■ 

/ 

■ 

/ 

1 
1 

' 

1 

/O 

' 

-;' 

• 

f 

.' 

• 

/ 

S 

> 

.' 

• 

' 

Fig.  9 — Riveting  chart. 

usual  circumstances  arise,  causing  a  marked  deviation 
from  its  path,  this  would  call  for  an  investigation  at  once. 
Either  totals  have  been  miscalculated  or  a  serious  break- 
down has  occurred  in  the  plant.  Steps  should  be  taken 
by  introducing  overtime,  double  banking  or  otherwise  to 
bring  the  curve  back  to  normal.  If  such  a  deviation  oc- 
curs it  is  useful  to  scrutinize  the  labour  chart  for  the 
same  period.  On  most  occasions  it  has  been  found  that 
some  of  the  birds  had  flown  south;  one  of  those  labour 
migrations  had  taken  place.   This  is  easily  rectified. 

Supply 

In  these  days  when  the  supply  field  stands  aloof  from 
the  pathetic  appeals  of  shipyards  and  where  government 
departments  control  much  of  the  manufacturing  pro- 
grammes, perhaps  it  will  be  pertinent  to  suggest  that  too 
many  people  are  guessing  at  what  they  can  deliver.  This 
applies  equally  to  shipbuilders. 

Output  should  never  be  based  on  either  guesses  or 
hopes.  In  times  like  these,  output  estimates  should  be 
based,  in  the  first  instance,  on  the  established  capacity  of 
the  plant,  after  taking  into  consideration  factors  such  as 


Fig.  10 — The  ship  leaves  the  ways. 

available  labour,  and  then  acting  on  those  estimates.  Pro- 
grammes of  consumption  based  on  facts  project  the  true 
picture  on  which  the  supply  field  can  be  properly  or- 
ganized; similarly  if  suppliers  also  would  simply  state 
the  facts,  consumers  in  their  turn  would  know  the  basis 
on  which  to  plan. 

Once  it  is  established  that  a  firm  can  and  does  act  up 
to  its  promises,  every  assistance  should  be  given  to  that 
firm,  whether  they  are  suppliers  or  consumers,  so  that 
their  organization  already  functioning  well  under  difficul- 
ties, can  have  some  of  those  difficulties  eased  by  way  of 
encouragement.  With  such  assistance  firms  can  intensify 
their  production  at  less  cost  to  the  country.  Properly 
planned  effort  is  essential  to  winning  the  war. 

Consumers  who  give  comprehensive,  detailed  and  ac- 
curate forecasts  of  their  requirements  immediately  on 
receipt  of  contracts  are  helping  the  supply  field  to  or- 
ganize. But  the  vicious  practice  of  demanding  deliveries 
well  in  advance  of  requirements,  in  the  hope  that  they 
may  mature  somewhere  near  the  mark,  merely  causes 
chaos.  Nothing  is  more  demoralizing  to  planned  effort 
than  to  be  kept  dangling  at  the  end  of  false  promises. 

When  talking  of  mass  production  of  ships,  we  must 
think  in  terms  of  every  component  part;  not  merely  of 
hulls  and  propelling  machinery.  Successful  accomplish- 
ment of  large  scale  production  depends  on  an  adequate 
survey  of  the  supply  field  and  an  intimate  knowledge  of 
consumption,  capacity  and  requirements.  Programmes, 
to  be  real,  must  be  based,  in  the  first  instance,  on  the 
worst  feature  of  the  field.  Attention  must  then  be  focused 
on  that  feature  until  the  bottleneck  is  broadened  and 
removed.  Although  acceleration  is  the  aim,  balance  must 
always  be  borne  in  mind.  Wherever  improvement  ap- 
pears in  any  particular  field,  at  once  steps  should  be 
taken  to  swell  all  others  to  that  same  high  level. 

Conclusion 

It  has  been  necessary  to  omit  many  details  of  both  or- 
ganization and  method;  the  author  would  plead  the  vast- 
ness  of  the  subject  and  the  few  leisure  hours  left  to  a 
shipbuilder  to-day.  The  points  put  forward  will  arouse 
interest;  test  them  out  in  practice.  The  adoption  of  these 
methods  has  served  well  in  recent  years — to-day  the  need 
is  paramount. 

The  shipbuilding  resources  of  the  Axis  Powers  are 
tremendous;  their  organization  superb.  Few  with  know- 
ledge doubt  their  efficiency  or  unity  of  purpose.  By  this 
we  must  measure  the  magnitude  of  our  task.  Shipping  in 
the  Pacific  can  now  no  longer  await  a  decision  in  the 
Atlantic  Ocean;  this  is  a  two-ocean  war;  the  conflict  is 
world  wide.  To  imagine  we  are  doing  our  best  is  idle  and 
dangerous;  efforts  must  be  doubled,  intensified. 

Effort  itself  is  not  enough.  Effort  applied  and  directed; 
that  alone  can  bring  victory. 


THE  ENGINEERING  JOURNAL     February,  1942 


79 


REPORT  OF  COUNCIL  FOR  THE  YEAR  1941 

TOGETHER  WITH  COMMITTEE  AND  BRANCH  REPORTS 


Another  year  of  war  has  come  and  gone,  and  through 
it  all  The  Institute  has  continued  to  function  in  all  its 
departments.  Emphasis  has  been  placed  on  certain  activ- 
ities and  others  have  been  allowed  to  subside,  but  on  the 
whole  it  has  been  a  year  of  greater  activity.  Increases 
in  membership,  and  a  substantial  financial  statement  in- 
dicate that  even  under  the  disturbed  conditions  of  to-day 
the  engineers  still  look  on  The  Institute  as  a  vital  part  of 
the  life  of  Canada,  and  an  integral  part  of  the  war  effort. 

Members  in  all  parts  of  the  world  are  taking  a  leading 
part  in  the  prosecution  of  the  war.  Information  coming  to 
Headquarters  shows  such  persons  in  the  active  service 
units  in  Hong  Kong,  Singapore,  South  Africa,  Australia, 
Libya,  and  almost  every  part  of  the  Empire  that  is  men- 
tioned in  the  despatches,  and  in  the  countries  of  our  allies 
as  well.  When  the  time  comes  that  it  can  all  be  told,  our 
members  will  be  shown  to  have  written  brilliant  pages  in 
the  book  of  history,  adding  lustre  to  themselves  and  to 
their  profession. 

The  participation  of  members  in  civilian  war  activity 
is  also  great.  The  lists  of  personnel  in  almost  all  those 
departments  of  government  which  are  most  concerned 
with  the  war  are  full  of  the  names  of  members.  This  is 
particularly  true  of  the  Department  of  Munitions  and 
Supply,  which  operates  under  the  competent  guidance  of 
the  Hon.  C.  D.  Howe,  hon.  m.e.i.c.  In  private  industry,  as 
well,  members  are  found  in  positions  of  executive  control, 
down  to  the  more  modest  but  yet  important  places  filled 
by  Students  and  Juniors.  It  is  certainly  an  engineers'  war 
and  surely  a  vital  activity  of  The  Institute. 

Branch  Activities 

From  the  branch  reports  which  accompany  this  Report 
of  Council  and  from  the  information  which  is  reported 
regularly  to  Headquarters  it  is  apparent  that  the  branches 
have  carried  out  a  programme  which  compares  favourably 
with  their  activities  of  previous  years.  Some  branches 
have  had  an  influx  of  new  members  or  of  old  members 
transferred  from  other  branches  due  to  war  activities. 
This  interchange  of  members  has  brought  new  interests 
and  even  though  these  members  all  return  to  their  normal 
locations  after  the  war  the  branches  will  have  bene- 
fitted from  the  development.  The  experience  of  the  Ot- 
tawa Branch  is  particularly  noticeable.  With  the  tre- 
mendous increase  in  the  government  staff  and  in  the  active 
service  units  the  branch  has  experienced  increased  attend- 
ance at  all  meetings.  There  have  been  also  many  visitors 
from  other  countries  who  are  members  of  sister  societies. 

Visits  to  Branches 

The  president  visited  the  branches  in  all  the  zones, 
although  unfortunately  he  could  not  attend  meetings  at 
all  branches.  In  view  of  the  importance  of  the  president's 
position  on  the  National  Research  Council  The  Institute 
is  fortunate  in  having  had  him  visit  seventeen  different 
branches,  including  Halifax  and  Vancouver.  Necessarily, 
the  trips  have  been  hurried  as  it  was  not  possible  for  him 
to  be  absent  from  his  office  for  any  great  period  of  time. 

On  all  trips  he  was  accompanied  by  other  officers  of 
The  Institute.  On  the  trip  to  the  Maritimes  he  was  ac- 
companied by  Vice-President  K.  M.  Cameron,  Past- 
President  J.  B.  Challies,  Councillor  J.  A.  Vance,  R.  L. 
Dobbin,  G.  A.  Gaherty,  and  the  general  secretary.  On 
his  western  trip  he  was  accompanied  part  of  the  way  by 
Vice-President  Cameron  and  the  general  secretary. 

The   general  secretary   made   16   branch  visits. 


Council  Meetings 

During  the  year  Council  held  eleven  meetings,  six  of 
them  being  regional  meetings  held  at  branches.  This 
makes  a  new  record  for  meetings  held  away  from  Head- 
quarters. The  attendance,  including  guests,  was  as  fol- 
lows: Hamilton  (40)  and  (24),  Toronto  (34),  Saint  John 
(23),  Kingston  (26),  Quebec  (26).  It  is  apparent  that 
regional  meetings  contribute  a  great  deal  to  the  activities 
of  the  branches,  and  at  the  same  time  increase  the  interest 
in  Council. 

Finances 

It  is  a  pleasure  to  record  another  successful  year  from 
the  point  of  view  of  the  Finance  Committee.  A  substantial 
increase  in  revenue  has  made  it  possible  to  meet  a  large 
part  of  the  costs  of  repairing  the  Headquarters  premises 
and  still  show  a  satisfactory  balance. 

The  steady  increase  in  membership  and  the  continued 
success  of  The  Journal  explain  the  increase  in  revenue. 
The  Finance  Committee  had  expected  some  loss  of  income 
by  virtue  of  the  remission  of  fees  of  members  on  active 
service  overseas  and  other  members  resident  in  combatant 
areas.  It  is  gratifying  to  know  that  even  with  this  loss 
of  income  the  net  result  is  an  increase. 

Once  again,  the  amount  collected  for  arrears  of  fees 
is  surprisingly  great.  This  has  been  an  important  factor 
in  the  year's  financing.  The  figures  are  shown  on  the 
accompanying  statement. 

Repairs  to  Headquarters  Premises 

The  necessity  of  underpinning  the  main  portion  of  the 
Headquarters  premises  resulted  in  an  extraordinary  ex- 
penditure of  $10,000.00.  To  meet  this  expense  Past-Presi- 
dent Hogg  and  President  Mackenzie  sent  out  a  joint 
appeal  to  all  branches  for  contributions.  This  has  re- 
sulted in  the  collection  of  over  $8,000.00.  The  branches 
are  all  to  be  congratulated  on  the  splendid  manner  in 
which  they  took  up  the  appeal.  It  is  encouraging  to  know 
that  such  excellent  support  can  be  obtained  from  the 
membership  from  coast  to  coast.  The  work  of  the  Mont- 
real Branch  should  be  noted  particularly.  Under  the 
stimulus  of  the  chairman,  R.  E.  Heartz,  the  committee 
collected  $6,000.00. 

Annual  Meeting 

All  those  who  attended  the  1941  annual  meeting  at 
Hamilton  carry  very  pleasant  recollections  of  that  func- 
tion. It  is  doubtful  if  a  more  enjoyable  meeting  has 
ever  been  experienced.  The  Hamilton  Branch  arranged 
everything  in  great  detail  and  extended  a  very  heartfelt 
welcome  to  all  who  came  from  out-of-town.  There  were 
some  unusual  social  features  which  added  much  to  the 
success,  and  the  attendance  at  the  professional  sessions 
was  extremely  encouraging. 

The  method  of  financing  the  meeting  was  particularly 
gratifying  to  Council.  It  is  a  long  time  since  an  annual 
meeting  has  been  carried  out  with  so  little  expense  to 
Council. 

By-law  Changes 

A  new  edition  of  the  booklet  describing  the  charter  and 
by-laws  was  issued  in  June  of  this  year.  There  have  been 
some  changes  in  the  wording  and  in  the  arrangement  of 
the  by-laws  but  no  changes  in  the  by-laws  themselves.  A 
new  index  has  also  been  established  and  several  matters 
cleared  up  which  were  somewhat  confusing  in  the  previous 
edition.    The    preparation    of   the    booklet   and   the    re- 


80 


February,   1942    THE  ENGINEERING  JOURNAL 


arrangement  of  the  contents  involved  a  great  deal  of 
work.  This  was  very  ably  carried  out  by  Secretary 
Emeritus  R.  J.  Durley. 

Co-operation 

Negotiations  between  the  two  branches  of  The  Institute 
and  the  Association  of  Professional  Engineers  in  New 
Brunswick  resulted  in  an  almost  unanimous  approval  of 
the  proposed  co-operative  agreement.  As  a  consequence 
the  agreement  will  come  into  effect  at  the  first  of  January, 
1942.  The  preliminary  canvas  indicates  that  joint  mem- 
bership will  be  applied  for  by  the  great  majority  of 
engineers. 

This  makes  four  provinces  in  which  The  Institute  has 
a  co-operative  agreement  with  the  Association.  In  the 
three  provinces  where  co-operation  has  already  been  in 
force,  very  satisfactory  results  have  been  obtained.  Offi- 
cers of  the  associations  and  of  the  branches  have  reported 
themselves  as  well  satisfied.  It  is  expected  that  the  same 
results  will  be  obtained  in  New  Brunswick,  and  it  is  hoped 
that  a  continuation  of  negotiations  may  result  in  similar 
agreements  being  adopted  in  other  provinces. 

The  adoption  of  the  agreement  in  New  Brunswick  re- 
quires members  of  the  Association  to  pay  a  much  higher 
fee  for  the  joint  membership.  Previously  they  have  en- 
joyed extremely  modest  dues.  It  is  gratifying  to  see  the 
agreement  accepted  by  such  a  splendid  majority  in  spite 
of  this  increased  financial  obligation.  The  officers  of  the 
Association  are  to  be  congratulated  on  the  splendid  man- 
ner in  which  they  have  guarded  the  interests  of  their 
members  and  at  the  same  time  promoted  the  advance- 
ment of  co-operation  within  the  profession. 

The  principal  point  of  contact  between  The  Institute 
and  sister  societies  in  Canada  continues  to  be  the  Wartime 
Bureau  of  Technical  Personnel.  Such  joint  efforts  do 
much  towards  pointing  out  the  common  interests  and 
provide  opportunities  for  better  understanding  of  each 
other's  problems  and  ambitions.  The  Institute  is  very 
pleased  to  work  closely  with  these  bodies  and  hopes  for 
an  ever  increasing  activity  in  such  things. 

International  Relations 

The  splendid  co-operative  relationships  which  have 
always  existed  between  The  Institute  and  sister  societies 
in  other  parts  of  the  world  have  continued.  There  has 
been  a  substantial  exchange  of  correspondence  with  the 
British  organizations  and  arrangements  have  been  com- 
pleted whereby  their  members  who  are  in  Canada  on  war 
work  are  given  the  privileges  of  The  Engineering  Institute, 
and  whereby  members  of  The  Institute  who  are  in  the 
Old  Country  may  make  use  of  the  British  institutions 
without  fee. 

The  officers  and  members  of  the  American  societies 
continue  to  be  most  helpful  and  cordial.  It  is  a  real 
pleasure  and  an  inspiration  to  know  that  these  societies 
are  interested  in  our  progress  and  are  willing  to  con- 
tribute to  it  in  whatever  manner  we  may  require.  The 
presence  of  officers  of  these  organizations  at  our  annual 
meeting  is  a  source  of  great  pleasure.  Frequently,  officers 
of  The  Institute  attend  the  American  societies'  meetings, 
and  it  is  through  such  contacts  that  the  excellent  relation- 
ships continued  to  expand. 

Beyond  a  doubt  the  advent  of  war  in  the  United  States 
will  bring  about  a  further  development  in  the  co-operative 
relationships  with  these  American  societies.  Ever  since 
the  outbreak  of  war  in  1939  the  engineers  of  the  United 
States  have  expressed  sympathy  and  support  for  the  ideals 
of  their  fellow  engineers  in  Canada.  It  will  be  a  source 
of  much  satisfaction  and  gratification  to  Canadian 
engineers  to  work  side  by  side  with  their  friends  south 
of  the  border. 


Engineers'  Council  for  Professional  Development 

1941  marked  the  first  full  year  of  The  Institute's  parti- 
cipation in  the  activities  of  this  Council.  It  has  demon- 
strated the  value  of  such  affiliation  and  has  indicated 
further  channels  through  which  The  Institute  may  assist 
the  profession. 

At  the  annual  meeting  held  in  New  York  in  October 
The  Institute's  representatives  on  E.C.P.D.  were  in  at- 
tendance in  full  strength.  In  addition,  President  Mac- 
kenzie and  Past-President  Cleveland,  of  Vancouver,  were 
in  the  group. 

The  plans  of  E.C.P.D.  are  comprehensive  and  will  have 
an  important  bearing  on  the  welfare  of  engineers  both 
in  Canada  and  in  the  United  States.  The  membership  of 
E.C.P.D.  consists  of — American  Society  of  Civil  Engin- 
eers, American  Institute  of  Mining  and  Metallurgical 
Engineers,  The  American  Society  of  Mechanical  Engin- 
eers, American  Institute  of  Electrical  Engineers,  The 
Society  for  the  Promotion  of  Engineering  Education, 
American  Institute  of  Chemical  Engineers,  National 
Council  of  State  Boards  of  Engineering  Examiners,  The 
Engineering  Institute  of  Canada. 

Wartime  Bureau  of  Technical  Personnel 

The  Bureau  is  being  operated  by  The  Engineering  In- 
stitute of  Canada,  The  Canadian  Institute  of  Mining  and 
Metallurgy,  The  Canadian  Institute  of  Chemistry,  and 
the  eight  provincial  associations  of  professional  engineers. 
The  head  office  is  at  Ottawa.  The  object  is  to  locate  all 
technical  personnel  in  Canada  so  that  the  war  activities 
of  the  government  and  of  industry  may  be  assisted. 

Forty-eight  thousand  questionnaires  have  been  circu- 
lated, and  from  the  completed  forms  a  very  elaborate 
filing  system  has  been  established  so  that  engineers  of 
any  particular  classification  or  experience  can  be  found 
without  delay.  The  records  indicate  not  only  a  person's 
qualifications  but  his  availability  for  war  work.  From 
this  information  it  has  been  possible  to  obtain  for  war 
work  several  hundreds  of  persons  who  were  not  previously 
so  engaged.  The  demands  upon  the  Bureau  are  increas- 
ing but  with  the  records  practically  complete  and  the 
staff  now  thoroughly  experienced  it  is  possible  to  locate 
the  required  persons  in  a  minimum  of  time. 

Hundreds  of  industries,  departments  of  government, 
and  the  active  service  forces  have  used  the  Bureau's  fac- 
ilities. The  wisdom  of  such  a  system  is  being  proven  every 
day,  and  it  is  expected  that  the  facilities  of  the  Bureau 
will  be  more  and  more  in  demand  for  the  duration. 

The  Institute's  interests  in  this  development  are  that 
the  general  secretary  has  been  loaned  to  the  Bureau  to 
act  in  the  capacity  of  assistant  director,  and  that  many 
members  throughout  the  country  have  used  the  Bureau 
either  to  secure  engineers  or  to  find  more  suitable  work 
for  themselves.  Beyond  a  doubt  the  Bureau  renders  a  real 
service  to  the  entire  profession  and  The  Institute  is  well 
justified  in  supporting  it. 

Band  Instruments  for  the  Royal  Canadian  Engineers 

During  the  course  of  the  annual  meeting  at  Hamilton, 
a  collection  was  made  to  raise  a  sum  of  money  as  a  con- 
tribution towards  the  purchase  of  band  instruments  for 
the  Royal  Canadian  Engineers  at  Petawawa.  An  amount 
of  $160.00  was  raised  and  transmitted  to  Lieut.-Colonel 
J.  P.  Richards,  Officer  Commanding.  A  grateful  acknowl- 
edgment has  been  received,  accompanied  by  an  invitation 
for  members  of  The  Institute  to  visit  the  camp  any  time 
that  they  might  be  in  the  locality. 

Christmas  Cards 

On  account  of  the  additional  activities  brought  about 
by  the  war,  Council  decided  to  discontinue  for  the  year 
the  practice  of  issuing  Institute  Christmas  cards.   In  pre- 


THE  ENGINEERING  JOURNAL     February,  1942 


81 


vious  years  these  have  been  distributed  up  to  a  quantity 
of  over  two  thousand.  Special  greetings  were  sent  by 
mail  and  cable  to  the  officers  of  sister  societies  in  different 
parts  of  the  world. 

Roll  of  The  Institute 

The  membership  of  all  classes  now  totals  5,373,  which 
appears  to  be  the  highest  figure  ever  attained  in  The  In- 
stitute's history.  This  number  does  not  include  new  mem- 
bers who  will  come  into  The  Institute  at  the  first  of 
January,  1942,  by  reason  of  the  New  Brunswick  co- 
operative agreement.  New  names  added  to  the  roll  for 
the  year  1941  amounted  to  451,  but  deaths,  resignations 
and  removals  reduce  the  net  figure  to  a  gain  of  253.  This 
new  figure  will  be  very  gratifying  to  all  members  of  The 
Institute,  particularly  when  it  is  understood  that  the 
number  of  members  in  arrears  of  fees  is  smaller  now  than 
it  has  been  for  many  years.  Special  efforts  were  made  to 
collect  arrears,  and  the  Finance  Committee  has  taken  a 
firm  stand  with  those  members  who  have  failed  to  keep 
reasonably  up  to  date.  Consequently,  the  figure  repre- 
senting to-day's  membership  is  indicative  of  a  healthy 
condition. 

During  the  year  1941,  four  hundred  and  thirty-nine 
candidates  were  elected  to  various  grades  in  The  Institute. 
These  were  classified  as  follows:  One  hundred  and  twenty- 
three  Members;  thirty -three  Juniors;  two  hundred  and 
seventy-one  Students,  and  twelve  Affiliates.  The  elections 
during  the  year  1940  totalled  four  hundred  and  thirty-six. 

Transfers  from  one  grade  to  another  were  as  follows: 
Junior  to  Member,  twenty-eight;  Student  to  Member, 
twenty-eight;  Student  to  Junior,  seventy-one;  Affiliate  to 
Junior,  one,  a  total  of  one  hundred  and  twenty-eight. 

The  names  of  those  elected  or  transferred  are  published 
in  The  Journal  each  month  immediately  following  the 
election. 

Removals  From  The  Roll 

There  have  been  removed  from  the  roll  during  the  year 
1941,  for  non-payment  of  dues  and  by  resignation, 
seventy-one  Members;  eighteen  Juniors;  sixty-six  Stu- 
dents, and  two  Affiliates,  a  total  of  one  hundred  and  fifty- 
seven.  Twelve  reinstatements  were  effected  and  sixteen 
Life  Memberships  were  granted. 

Deceased  Members 

During  the  year  1941  the  deaths  of  forty-one  members 
of  The  Institute  have  been  reported  as  follows: 

Members 


Adams,  Francis  Porter 
Bishop,  William  Israel 
Blanchard,  Joseph  Elie 
Bloomfield,  James  Munro 
Brandon,  Edgar  Thomas  John 
Coke-Hill,  Lionel 
Cook,  Archibald  Sinclair 
Cross,  Frederick  George 
Dawson,  Alexander  Scott 
DuCane,  Charles  George 
Fripp,  Frederick  Bowles 
Gray,  John  Hamilton 
Harry,  Wilmot  Earl 
Hawley,  George  Prince 
Hill,  Edgar  Murray  MacCheyne 
Holt,  Sir  Herbert  Samuel 
Johnstone,  William  Morrison 
Kipp,  Theodore 
Lamoureux,  Joseph  Arthur 


Lumbers,  William  Cooper 

Mitchell,  Charles  Hamilton 

Moloney,  James  Grant 

Morrison,  John  William 

Perrin,  Vincent 

Philip,  Patrick 

Phillips,  George 

O'Reilly,  Francis  Joseph 

Ramsay,  Robert 

Sandwell,  Percy 

Silliman,  Justus  Mitchell 

Sinclair,  Malcolm 

Stewart,  William   Lewis  Reford 

Sullivan,  William  Henry 

Uniacke,  Robert  Fitzgerald 

Vermette,  Joseph  A. 

Wieir,  James 

Wright,  Athol  Choate 


Total  Membership 

The  membership  of  The  Institute  as  at  December  31st, 
1941,  totals  five  thousand,  three  hundred  and  seventy- 
three.  The  corresponding  number  for  the  year  1940  was 
five  thousand,  one  hundred  and  twenty. 

1940 

Honorary  Members 15 

Members    3,465 

Juniors   588 

Students 985 

Affiliates     67 

5,120 
1941 

Honorary  Members 16 

Members    3,560 

Juniors   638 

Students  1,084 

Affiliates     75 


5,373 


Benny,  Walter  Robert 

Lalonde,  A.  Gaston 
MoClung,  Joseph  Eldon 
Murray,  Robert  Leslie 


Junior 

Students 


Respectfully  submitted  on  behalf  of  the  Council, 

C.  J.  Mackenzie,  m.e.i.c,  President, 

L.  Austin  Wright,  m.e.i.c,  General  Secretary. 

TREASURER'S   REPORT 

The  President  and  Council: 

It  gives  me  great  satisfaction  to  report  that  in  spite  of 
the  heavy  expenditures  for  repairs  to  the  Institute  build- 
ing, the  Financial  Statement  again  shows  an  improve- 
ment over  the  preceding  year. 

The  contributions  made  towards  the  repairs  undertaken 
have  permitted  to  show  an  increase  of  $1,771.99  in  the 
surplus  account. 

Investments  are  shown  at  cost,  which  is  $1,006.49  less 
than  the  present  market  value. 

In  spite  of  this  condition,  it  is  urged  that  all  possible 
means  should  be  exercised  to  conserve  the  resources  of 
the  Institute. 

Respectfully  submitted, 

John  Stadler,  m.e.i.c,  Treasurer. 

FINANCE  COMMITTEE 

The  President  and  Council: 

The  auditors'  report  of  the  finances  of  The  Engineering 
Institute  shows  that  they  are  in  sound  condition. 

There  is  a  surplus  of  $1,771.99,  after  allocating  $3,120.05 
to  building  repairs.  The  repairs  to  the  building  cost  $10,- 
441.63  towards  which  special  subscriptions  were  raised  by 
the  branches,  amounting  to  $7,321.60  (on  December  31st 
last,  with  more  coming) ,  leaving  a  balance  to  be  made  up 
from  general  funds  of  $3,120.05. 

The  Finance  Committee  takes  the  opportunity  of  con- 
gratulating the  Montreal  Branch  which  has  subscribed 
more  than  $6,000.  to  this  fund. 

The  report  has  been  drawn  up  in  the  usual  manner, 
with  the  exception  that  the  land  and  buildings  of  the 
Institute  were  carried  in  the  auditors'  statement,  at  cost, 
which  is  $91,495.22.  As  this  amount  is  in  excess  of  the 
true  value,  the  land  and  buildings  are  henceforth  carried 
at  their  assessed  value  by  the  City  of  Montreal,  which 
is  $36,000,  and  the  balance  of  the  cost,  or  $55,495.22,  is 
written  off  as  depreciation.  This  will  have  the  effect  of 
very  substantially  decreasing  the  surplus  account  which 
stood  before  this  change  at  $110,459.44.   The  surplus  ac- 


82 


February,  1942    THE  ENGINEERING  JOURNAL 


count  now  stands  at  $54,964.22,  an  amount  very  much 
closer  to  its  true  value. 

Respectfully  submitted, 

deGaspe  Beaubien,  m.e.i. c,  Chairman. 

PUBLICATION  COMMITTEE 

The  President  and  Council: 

The  principal  duty  of  your  Committee  is,  of  course, 
the  supervision  of  the  publication  of  the  Journal,  and 
while  no  major  changes  have  been  made  in  policy  or  in 
arrangement  of  it,  a  number  of  problems  have  been  pres- 
ented to  us. 

Several  members  have  sent  in  suggestions  for  changes, 
and  to  them  we  wish  to  express  our  appreciation,  as  the 
criticisms  have  all  been  of  a  constructive  nature.  If  we 
have  not  complied  with  their  requests,  it  is  because  a  can- 
vass of  other  members  has  indicated  that  no  change,  or 
an  alternative  change,  was  desirable. 

There  has,  at  times,  been  a  scarcity  of  good  papers  foi- 
publication,  but  we  feel  that  the  standard  has  been  well 
maintained.  Occasionally,  papers  are  presented  of  such 
length  that,  if  printed  in  the  Journal,  they  would  increase 
the  cost  too  greatly.  For  this  reason  we  have  at  times  had 
to  ask  authors  to  abbreviate  their  articles,  and  in  other 
instances  have  had  to  decline  the  paper. 

One  large  paper  of  outstanding  merit  is  that  by  S.  R. 
Banks,  on  the  Lion's  Gate  Bridge,  and  it  has  been  decided 
to  publish  it  in  full.  Fortunately,  this  work  divides  itself 
quite  readily  into  three  sections,  and  it  will  shortly  be 
published  in  three  successive  issues  of  the  Journal.  For 
this  paper  Mr.  Banks  has  been  awarded  the  Gzowski 
medal. 

One  of  the  duties  of  this  Committee  is,  in  conjunction 
with  the  general  secretary,  to  approve  all  publications  is- 
sued in  the  Institute's  name.  Consequently,  Mr.  Bennett's 
Committee  submitted  the  manuscript  for  the  new  book- 
let "  The  Profession  of  Engineering  in  Canada  ",  and  the 
committee  spent  considerable  time  in  a  careful  study  of 
it.  The  Committee  has  felt  that  as  this  is  one  of  the  most 
important  publications  ever  issued  by  the  Institute  par- 
ticular care  should  be  taken  in  the  preparation  of  the 
material.  Mr.  Bennett  and  his  Committee  have  complet- 
ed a  tremendous  task  and  their  work  should  be  of  con- 
siderable benefit  to  prospective  students  of  engineering 
throughout  Canada.  The  Committee  hopes  that  its  com- 
ments and  suggestions  have  been  of  some  assistance  to 
Mr.  Bennett. 

We  again  wish  to  thank  those  who  have  offered  sug- 
gestions for  improvement  of  the  Journal,  and  we  hope 
members  will  continue  to  take  an  active  interest  in  this 
publication. 

Respectfully  submitted, 

C.  K.  McLeod,  m.e.i.c,  Chairman. 

PAPERS  COMMITTEE 

The  President  and  Council: 

During  the  year  the  activities  of  the  Papers  Committee 
have  not  been  as  extensive  as  desired.  Owing  to  the  pres- 
sure of  war  it  has  been  difficult  for  engineers  to  find  time 
to  arrange  an  itinerary  to  visit  and  speak  at  branch  meet- 
ings. However,  the  branch  programmes  have  been  great- 
ly assisted  by  the  visit  of  the  president  who  was  often 
accompanied  by  past-presidents,  vice-presidents,  the  gen- 
eral secretary  and  other  officers  of  The  Institute. 

The  increased  number  of  regional  meetings  of  Council 
and  the  more  frequent  visits  of  officers  and  members  at 
other  branches  is  a  good  development  in  The  Institute. 
It  stimulates  the  branch  activities  and  promotes  greater 
co-operation  among  all  engineers. 


Co-operation  between  branches  is  steadily  improving. 
This  has  proved  to  be  a  benefit  in  arranging  programmes. 
Notices  of  meetings  indicate  that  where  a  branch  has  a 
particularly  good  meeting,  the  speaker  is  soon  found 
addressing  another  branch. 

There  is  increasing  evidence  of  the  desirability  of  Head- 
quarters becoming  a  clearing  house  for  papers  and  films 
to  a  greater  extent.  When  a  good  film  is  secured  and  the 
branches  advised,  there  is  a  demand  for  its  showing  at 
branch  meetings. 

In  this  connection,  the  film  showing  the  Tacoma  Bridge 
Disaster  has  helped  considerably  in  completing  pro- 
grammes for  branch  meetings.  The  film  has  been  routed 
from  Halifax  to  Victoria;  in  several  branches  special 
meetings  had  been  arranged  and  the  showing  accompanied 
by  commentaries  from  a  member  specialized  in  bridge 
engineering.  The  film  was  also  shown  in  most  of  the  en- 
gineering colleges  under  the  auspices  of  the  local  branches. 

The  unanimous  satisfaction  expressed  by  those  who 
have  had  the  opportunity  of  seeing  the  Tacoma  Bridge 
film  indicates  that  it  was  well  worth  the  small  disburse- 
ment made  for  its  purchase. 

Through  the  courtesy  of  the  University  of  Manitoba 
it  has  been  possible  to  borrow  another  film  entitled, 
"  Photoelastic  Stress  Analysis."  It  has  already  been 
shown  to  some  of  the  branches  and  it  is  expected  that 
the  others  will  be  given  the  same  opportunity. 

There  is  a  broad  field  for  this  committee  in  assisting 

the  branches  with  papers  and  films.  Some  assistance  can 

be  given  by  officers  and  members  by  taking  every  oppor- 

tunty  to  attend  meetings  of  their  own  and  other  branches. 

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  69  and  70  of  the  February,  1941, 
Journal,  five  members  of  the  committee,  Messrs.  Heartz, 
Ellis,  Macdonald,  Legget  and  the  chairman,  together  with 
Mr.  Murray,  representing  Mr.  R.  M.  Smith,  met  at 
Hamilton  to  review  the  work  of  the  committee  and  to 
determine  the  future  activities. 

The  committee  discussed  pre-college  training  and  en- 
trance requirements,  student  selection  and  guidance, 
engineering  curricula,  scholarships,  summer  employment 
for  engineering  students,  extra-mural  studies  and  branch 
activities  for  younger  members. 

It  was  decided  to  ask  authority  of  Council  to  proceed 
with  the  publication  of  a  brochure  on  student  guidance 
as  the  first  extensive  activity  of  the  committee  and  to 
supplement  this  with  a  pamphlet  on  counselling  for  dis- 
tribution to  The  Institute  branches.  This  was  approved 
by  Council. 

A  draft  of  the  proposed  brochure  was  distributed  to 
the  committee  members  and  to  the  members  of  Council 
in  the  early  summer  of  1941,  and  after  much  correspond- 
ence and  discussion  it  was  finally  approved  by  Council 
and  is  now  in  the  hands  of  the  printers.  It  is  hoped  that 
distribution  to  all  secondary  schools  in  Canada  will  be 
made  during  February  and  March,  1942. 

When  this  brochure  is  distributed,  each  branch  will  be 
asked  to  co-operate  by  naming  a  Student  Counselling 
Committee  so  that  all  secondary  schools  in  Canada  may 
have  the  benefit  of  the  advice  of  practicing  engineers  in 
the  matter  of  student  guidance. 

During  the  year  we  have  maintained  close  contact 
with  the  several  committees  of  the  E.C.P.D.,  and  we  value 
very  highly  the  opportunities  offered  to  meet  with  their 
members  and  to  discuss  our  common  problems. 


THE  ENGINEERING  JOURNAL     February,  1912 


83 


We  have  noted  the  increased  interest  in  the  younger 
members  by  our  several  branches,  and  we  hope  to  be  able 
to  stimulate  this  interest  by  the  distribution  of  information 
covering  the  several  fields  of  activity  of  this  committee. 

Respectfully  submitted, 

Harry  F.  Bennett,  m.e.i.c,  Chairman. 

LIBRARY  AND  HOUSE  COMMITTEE 

The  President  and  Council: 

Your  committee  carried  on  with  the  same  membership 
as  last  year  because  of  the  major  repairs  to  headquarters 
building  which  had  been  recommended  and  authorized.  It 
was  agreed  by  Council  that  a  separate  Library  Committee 
would  be  appointed  this  year  to  study  the  requirements 
and  possibilities  of  establishing  the  library  on  a  satis- 
factory and  adequate  basis,  in  keeping  with  the  status  of 
The  Institute.  The  unique  opportunity  of  a  fresh  start 
had  been  presented  by  the  elimination  of  a  tremendous 


accumulation   of   obsolete   files   and   records   due   to   the 
building  renovation. 

Unfortunately  pressure  of  other  activities  has  prevented 
Council  from  taking  the  necessary  steps  to  provide  the 
proper  support  for  such  a  committee,  and  no  appointment 
was  made.  It  is  the  strong  recommendation  of  your  chair- 
man, voicing  the  opinion,  previously  expressed,  of  the 
committee,  that  action  be  taken  as  soon  as  possible. 

Tabulated  below  is  a  summary  of  the  accessions  to 
the  library  in  the  past  year  together  with  the  number  of 
requests  for  information  received  by  the  librarian: 

Accessions  (for  the  most  part  Reports,  etc.) 440 

Books    Borrowed 234 

Bibliographies  prepared   (a  total  of  66  pages) ...  24 

Photostats  furnished  (a  total  of  70  pages) 6 

Requests   for  information 1 ,021 

by  telephone 413 

by   letter 364 

in  person 244 

Books  presented  for  review  by  publishers 44 


COMPARATIVE  STATEMENT  OF  REVENUE  AND  EXPENDITURE 

For  the  Year  Ended  31st  December,  1941 

Revenue  Expenditure 


Membership  Fees: 

Arrears 

Current 

Advance 

Entrance 


1941 

$  3,557.00 

26,686.75 

569.44 

1,632.00 


1940 

$  3,332.75 

26,295.10 

505.21 

2,238,00 


32,445.19       32,371.06 


Publications: 

Journal  Subscriptions $  7,698.65  $  7,495.51 

Journal  Sales 36.72  43.88 

Journal  Advertising 15,723.32  13,566.35 


Building  Expense: 

Propertv  and  Water  Taxes 

Fuel 

Insurance 

Light,  Gas  and  Power 

Caretaker's  Wages  and  Services 

House  Expense  and  Repairs 

Building  Repairs— Cost $10,441.63 

Collected  7,321.60 


1941 

$  1,995.48 
578.68 
154.78 
339.05 
976.00 
385.52 


1940 

$  2,074.28 
557.28 
120.36 
329.15 
878.00 
35.74 


3,120.03    1,350.00 


$  7,549.54  $  5,344.81 


$23,458.69    $21,105.74      Publications: 


Income  from  Investments. 
Refund  of  Hall  Expense. 
Sundry  Revenue 


505.10 
450.00 
102.16 


458.93 

465.00 

66.80 


Journal  Salaries  and  Expense . 

Provincial  Sales  Tax 

Sundry  Printing 


$17,639.26 
357.34 
589.80 


$16,251.63 
231.84 
494.23 


$18,586.40    $16,977.70 


Office  Expense: 

Office  Salaries $13,825.79 

Postage,  Telegraph  and  Excise 1,290.12 

Telephone 598.55 

Office  Supplies  and  Stationery 1,663.48 

Audit  Fees  and  Legal  Expenses 315.00 

Messenger  and  Express 141.54 

Miscellaneous  Expense 449.51 

Depreciation — Furniture 368.63 

$18,652.62 


$12,420.57 

1,296.72 

604.32 

1,557.36 

290.00 

89.59 

430.25 

370.87 

$17,059.68 


Total  Revenue  for  Year 


General  Expense: 

Annual  and  Professional  Meetings 764.20  1,284.39 

Meetings  of  Council 292.57  612.32 

Travelling 785.83  1,693.51 

Branch  Stationery 148.90  194.58 

Prizes 350.32  343.21 

Library  Expense 1,079.49  999.92 

Bank  Exchange 107.48  149.57 

Examinations  and  Certificates 7.32  8J,4'2 

Committee  Expenses 558.02  255.65 

National  Construction  Council 100.00  50.00 

Sundry 110.07  61.00 

$  4,289.56  $  5,559.73 

Rebates  to  Branches $6,111.03  $6,304.00 

Total  Expenditure  for  Year 55,189.15  51,245.92 

Surplus  for  Year 1,771.99  3,221.61 

$56,961.14  $54,467.53 


84 


February,   1942    THE  ENGINEERING  JOURNAL 


The  foregoing  figures  show  that  the  library  continues 
to  be  of  great  use  to  the  members  and  proves  one  of  the 
most  valuable  services  provided  by  The  Institute. 

The  removal  of  the  periodicals  files  in  the  basement, 
occasioned  by  the  repairs  made  early  in  the  year,  has 
provided  an  opportunity  for  establishing  a  more  conven- 
ient classification.  This  is  under  way  and  should  be 
completed  soon. 

The  only  activities  of  your  committee  during  the  year 
were  connected  with  the  repairs  to  headquarters.  This 
work  was  fully  reported  in  The  Journal,  but  for  purposes 
of  this  record  the  following  details  are  repeated. 

The  whole  of  the  auditorium  section  was  underpinned 
with  concrete  piers  to  hardpan.  The  work  was  done  by 
A.  F.  Byers  &  Company,  Limited,  at  a  contract  sum  after 
calling  for  competitive  bids.  The  total  cost  of  the  repair, 
including  minor  patching  of  plaster  and  redecoration,  was 
$10,441.63.  The  front  section  of  the  building  was  not 
underpinned.  It  shows  signs  of  post  settlement  but  this 
was  not  connected  with  the  evidence  of  current  trouble 


in  the  newer  auditorium  section  built  in  1913.  It  was 
agreed  that  the  front  building,  an  old  remodelled  residence, 
was  not  of  sufficient  value  and  not  of  the  proper  layout 
to  warrant  the  expense  of  underpinning. 

In  studying  and  carrying  out  this  work  Messrs.  J.  A. 
McCrory  and  J.  A.  Lalonde  were  added  to  the  commit- 
tee because  of  their  experience  in  construction  matters. 

During  the  year  the  caretakers'  quarters  were  complete- 
ly redecorated  and  some  repairs  made  to  roof,  skylights, 
etc.   Hardwood  floors  were  laid  in  most  rooms. 
Respectfully  submitted, 

Brian  R.  Perry,  m.e.i.c,  Chairman. 

LEGISLATION  COMMITTEE 

The  President  and  Council: 

During  the  year  1941,  your  committee  was  not  pre- 
sented with  any  business  or  problems  concerning  Institute 
legislation. 

The  committee  has  been  ready  at  all  times  to  be  of 


COMPARATIVE  STATEMENT  OF  ASSETS  AND  LIABILITIES 
As  at  31st  December,  1941 


Assets 

Liabilities 

Current: 

1941 

1940 

Current: 

1941 

1940 

Cash  on  hand  and  in  bank .... 

$      826.24 

$  2,043.18 

Accounts  Payable 

$  2,476.18 

$  2,321.54 

Accounts  Receivable 

$3,425.85 

Rebates  to  Branches 

479.39 

641.81 

Less:  Reserve  for  Doubtful  Ac- 

126.42 

3,299.43 

2,596.43 

Special  Funds: 

$  2,955.57 

$  2,963.35 

Arrears  of  Fees — Estimated .... 

2,500.00 

2,500.00 

As  per  Statement  attached 

13,336.60 

13,682.39 
1,350.00 

Reserve  for  Building  Maintenance 

1,350.00 

$  6,625.67 

$  7,139.61 

Surplus  Account: 

Special  Funds — Investment  Account: 

Balance  as  at    1st  January, 

Investments 

$11,760.14 

1941 108,687.45 

Cash  in  Savings  Accounts    .  .  . 

1,876.21 

13,636.35 

13,682.39 

Add:  Excess  of  Revenue  over 
Expenditure  for  the  year 

Investments — At  Cost: 

as  per  Statement  attach- 

Bonds: 

ed 1,771.99 

Dominion  of  Canada, 

3%,  1951 

$2,500.00 

$110,459.44 

Dominion  of  Canada, 

Less:  Write  down  in  valuation  of 

4H%,  1946 

96.50 

Land  and  Buildings 55,495.22 

Dominion  of  Canada, 

54,964.22 

108,687.45 

4H%,  1958 

180.00 

Dominion  of  Canada, 

4H%,  1959 

4,090.71 

Montreal  Tramways, 

5%,  1941 

950.30 

Montreal  Tramways, 

5%,  1955 

2,199.00 

Province  of  Saskatchewan, 

5%,  1959 

502.50 

Shares: 

Canada  Permanent  Mort- 

gage   Corporation,    2 

Shares 

215.00 

Montreal  Light,  Heat  and 

Power  Cons. — 40  shares 

N.P.V 

324.50 

$11,058.51 

$  8,558.51 

(Approximate  market  value — 

12,065.00). 

Advances  to  Branches 

100.00 
100.00 

100.00 
100.00 

Deposit — Postmaster 

Prepaid  and  Deferred  Expenses 

275.00 

700.00 

45.00 

45.00 

Library — At  cost  less  depreciation 

1,448.13 

1,448.13 

Furniture  and  Fixtures — Cost  $15,421.84 

Less:  Depreciation 

12,104.11 

3,317.73 

3,414.33 

Land  and  Buildings — Cost .... 

$91,495.22 

91,495.22 

Less:  Depreciation 

55,495.22 

Assessed  Valuation 

36,000.00 
$72,606.39  : 

$126,683.19 

$72,606.39 

126,683.19 

Audit  Certificate 

We  have  audited  the  books  and  vouchers  of  The  Engineering  Institute  of  Canada  for  the  year  ended  31st  December,  1941,  and  have 
received  all  the  information  we  required.  In  our  opinion  the  above  Statement  of  Assets  and  Liabilities  and  attached  Statement  of  Revenue  and 
Expenditure  for  1941  are  properly  drawn  up  so  as  to  exhibit  a  true  and  correct  view  of  the  Institute's  affairs  as  at  31st  December,  1941,  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,  13th  January,  1942.  Chartered  Accountants. 


THE  ENGINEERING  JOURNAL     February,  1942 


85 


assistance  if  called  upon,,  and  is  very  pleased  to  report 
that  no  legislative  difficulties  interrupted  the  activities  of 
The  Institute  during  this  time  of  national  emergency. 
Respectfully  submitted, 

E.  M.  Krebser,  m.e.i.c,  Chairman. 

BOARD  OF  EXAMINERS  AND  EDUCATION 

The  President  and  Council: 

Your  Board  of  Examiners  and  Education  for  the  year 
1941  has  had  prepared  and  read  the  following  examina- 
tion papers  with  the  results  as  indicated: 

Number  of  Number 
Candidates  Passing 

I.  Elementary  Physics  and  Mechanics  . .       2  1 

II.  (a)  Strength   and   Elasticity   of   Ma- 

terials         2  1 

V.    (at  General  Metallurgy  1  1 

V.    (b)    (1)  Metallurgy  of  Iron  and  Steel      1  1 

Respectfully  submitted, 

R.  A.  Spencer,  m.e.i.c,  Chairman. 

COMMITTEE    ON    WESTERN  WATER   PROBLEMS 

The  President  and  Council: 

A  very  comprehensive  report  was  prepared  by  the 
Committee  on  Western  Water  Problems  and  approved  by 
Council  February  5,  1941,  as  set  out  in  minutes  1527  to 
1539,  and  published  in  the  Journal  for  May  1941.  This 
report  was  formally  and  officially  submitted  to  the  Rt. 
Hon.  W.  L.  Mackenzie  King,  Prime  Minister,  under  date 
of  April  26,  1941. 

As  a  result  of  representations  made  to  the  Dominion 
Government  by  various  individuals  and  organizations,  in- 
cluding members  of  our  Committee,  the  Dominion  Gov- 
ernment, by  Order-in-Council  dated  February  17,  1941. 
appointed  a  committee  to  be  known  as  The  St.  Mary  and 
Milk  River  Waters  Development  Committee,  consisting 
of  Mr.  Victor  Meek,  M.E.I.C,  Controller,  Dominion 
Water  and  Power  Bureau;  Mr.  George  Spence,  Director. 
Prairie  Farm  Rehabilitation;  and  Mr.  W.  E.  Hunter,  of 
the  Department  of  Finance. 

This  committee  is  charged  with  the  duty  of  making  a 
thorough  study  and  reporting  within  a  year  upon  all 
aspects  of  the  proposals  that  further  storage  and  irriga- 
tion works  be  built  in  Canada  on  the  St.  Mary  and  Milk 
rivers.  Without  limiting  the  generality  of  the  foregoing, 
the  committee  shall  consider  the  following  matters: 

(a)  The  water  supply  in  Canada's  share  of  inter- 
national streams  in  Southern  Alberta,  the  water  require- 
ments of  the  presently  constructed  projects  and  water 
available  for  further  irrigation  development. 

(b)  The  most  feasible  plan  to  put  these  waters  to 
beneficial  use,  including  selection  of  lands  to  be  irri- 
gated, estimates  of  cost  of  storage  reservoirs  and  other 
works  required  for  complete  development. 

(c)  Construction  programme  with  annual  estimated 
expenditure  over  the  period  of  years  required  to  com- 
plete full  development. 

(d)  The  arrangements  necessary  with  the  owners  of 
the  present  irrigation  projects  and  the  owners  of  the 
further  lands  to  be  irrigated. 

(e)  The  benefits  which  this  water  development  would 
confer  on  Canada,  the  province  of  Alberta  and  the 
residents  of  the  districts  affected. 

(f)  The  allocation  of  costs  and  methods  of  financing. 

(g)  The  administrative  control  to  be  exercised  over 
the  projects  after  completion,  including  maintenance 
and  operation  of  the  works  constructed  and  coloniza- 
tion of  the  irrigable  lands. 

The  committee  shall  not  hold  public  hearings.  With 
that  limitation,  it  may  invite  and  receive  representations, 


in  person  or  in  writing  or  both,  from  interested  bodies  and 
individuals. 

The  committee  may  invite  the  co-operation  of  Depart- 
ments of  the  Canadian  Government  not  represented 
thereon.  In  particular,  the  committee  shall  invite  the  co- 
operation of  the  Department  of  External  Affairs  in  deal- 
ing with  international  aspects  of  the  proposals. 

The  Dominion  Government  also  invited  the  Govern- 
ment of  the  Province  of  Alberta  to  designate  one  or  more 
persons  to  work  with  their  committee.  The  Province  com- 
plied with  this  request  by  appointing  a  committee,  to  be 
known  as  the  Alberta  Water  Development  Committee, 
consisting  of  Hon.  N.  E.  Tanner,  Minister  of  Lands  and 
Mines;  Hon.  D.  B.  McMillan,  Minister  of  Agriculture, 
and  Mr.  P.  M.  Sauder,  M.E.I.C,  Director  of  Water  Re- 
sources. 

The  two  Government  committees  have  held  three  hear- 
ings in  western  Canada,  lasting  from  three  to  five  days 
each,  at  which  the  western  members  of  the  E.I.C  Com- 
mittee and  Sub-committee,  and  other  members  of  the 
Institute  were  present  and  gave  whatever  assistance  they 
could  to  the  Government  committees.  On  the  occasion  of 
the  inspection  of  the  dam  site  on  the  St.  Mary  river  by 
the  full  membership  of  the  two  Government  committees, 
on  September  21,  1941,  the  following  members  of  the  In- 
stitute Committee  and  Sub-committee  were  present: 
Messrs.  G.  A.  Gaherty,  Chairman;  T.  H.  Hogg,  Past- 
President,  E.I.C;  S.  G.  Porter,  Past-President.  E.I.C; 
A.  Griffin;  P.  M.  Sauder;  D.  W.  Hays;  H.  J.  McLean. 

Other  members  of  the  Engineering  Institute  of  Canada 
present  were:  Messrs.  B.  Russell,  Senior  Consulting  En- 
gineer, P.F.R.A.,  (Prairie  Farm  Rehabilitation  Act)  ;  W. 
L.  Foss,  District  Engineer,  P.F.R.A.,  in  charge  of  St. 
Mary  Surveys;  0.  H.  Hoover,  Officer  in  Charge,  Domin- 
ion Water  and  Power  Bureau,  Calgary. 

The  members  of  the  Government  committee  and  other 
officials  and  individuals  interested  in  this  problem  have 
expressed  their  appreciation  of  the  very  material  assist- 
ance that  has  been  rendered  by  the  Institute  Committee, 
both  through  its  report  and  through  the  advice  and  help 
given  by  the  individual  members  of  the  Institute  Commit- 
tee. The  Dominion  Government  Committee  now  has  all 
the  data  it  requires  in  hand,  and  is  engaged  in  preparing 
its  final  report  and  recommendations  to  the  Government. 

It  is  recommended  that  the  Committee  of  the  Institute 
be  continued  for  another  year  in  order  that  it  may  stand 
by  and  give  whatever  other  assistance  it  is  able  to  render 
to  the  Government  Committee. 

Respectfully  submitted  on  behalf  of  the  Committee  on 
Western  Water  Problems. 

G.  A.  Gaherty,  m.e.i.c,  Chairman. 

COMMITTEE  ON  INTERNATIONAL  RELATIONS 

The  President  and  Council: 

During  the  past  year  an  effort  has  been  made  by  the 
Committee  on  International  Relations  to  further  wherever 
possible  the  contact  of  members  of  The  Institute  and  of 
Canadian  engineers  generally  with  the  engineers  of  other 
countries. 

The  most  formal  and  extensive  of  these  contacts  has 
been  through  the  participation  of  The  Engineering  In- 
stitute of  Canada  in  the  deliberations  of  the  Engineers' 
Council  for  Professional  Development.  Several  members 
of  The  Institute  who  have  served  on  committees  of 
E.C.P.D.  have  attended  meetings  of  their  committees  in 
the  United  States,  and  at  the  annual  meeting  of  E.C.P.D. 
held  in  New  York  City,  on  October  30,  nine  Institute 
members,  including  the  president  and  four  past-presidents 
took  part  in  the  deliberations.  The  reception  that  has  been 
accorded  the  representatives  from  Canada  on  these  oc- 
casions has  been  most  gratifying  and  it  is  evident  that 
much  benefit  in  an  international  sense  has  flowed  from 
their  participation. 


86 


February,  1942    THE  ENGINEERING  JOURNAL 


Useful  international  work  has  been  done  in  showing 
courtesies  to  refugee  engineers  and  other  non-Canadian 
engineers  temporarily  in  Canada.  This  has  been  most  out- 
standing in  connection  with  members  of  the  Association 
of  Polish  Engineers  in  Canada  and  of  the  Institution  of 
Electrical  Engineers.  At  the  first  meeting  of  the  Toronto 
Branch  of  The  Institute  for  the  season,  sixteen  Polish 
engineers  were  the  guests  of  the  Branch  and  one  of  them 
presented  an  excellent  paper.  Thanks  to  the  generosity  of 
Council,  The  Engineering  Journal  will  be  sent  free  of 
charge  for  the  year  1942  to  engineers  from  other  countries 
now  in  Canada  on  war  work. 

Isolated  cases  of  useful  international  contacts  were 
found  in  the  participation  of  members  of  The  Institute 
in  two  important  annual  conventions  of  American  engin- 
eering organizations  held  in  Toronto  during  the  past  slim- 
mer. For  the  summer  convention  of  the  American 
Institute  of  Electrical  Engineers,  Mr.  M.  J.  McHenry,  a 
member  of  The  Institute's  Committee  on  International 
Relations,  was  the  chairman  of  the  Convention  Com- 
mittee and  The  Institute  was  formally  represented  by 
Past-President  Hogg  and  by  the  general  secretary.  At 
the  annual  meeting  of  the  American  Water  Works 
Association,  held  also  in  Toronto  during  the  past  summer, 
many  members  of  The  Institute  took  part  and  the  chair- 
man of  The  Institute's  Committee  on  International  Rela- 
tions was  asked  to  represent  President  Mackenzie  at 
the  banquet. 

Past-President  Camsell,  another  member  of  the  Com- 
mittee has,  as  a  member  of  the  Board  of  Directors  of 
the  American  Institute  of  Mining  and  Metallurgical  En- 
gineers, been  able  generally  to  further  international  good- 
will and  understanding  and  has  taken  pains  to  explain  to 
his  fellow  directors  Canada's  war  activities  and  our  vital 
relationship  to  Great  Britain  and  to  the  United  States 
in  the  present  crisis. 

On  the  occasion  of  the  granting  of  honorary  membership 
in  the  American  Society  of  Mechanical  Engineers  to  the 
Honourable  C.  D.  Howe,  hon.m.e.i.c,  The  Institute  was 
appropriately  represented  by  Past-President  Challies, 
Professor  R.  W.  Angus,  hon.m.e.i.c.  and  by  the  general 
secretary. 

Respectfully  submitted, 

C.  R.  Young,  m.e.i.c,  Chairman. 

MEMBERSHIP  COMMITTEE 

The  President  and  Council: 

In  these  strenuous  times  all  citizens  have  assumed  more 
work  and  added  duties  or  are  ready  to  do  so.  Engineers 
are  particularly  in  the  forefront.  Their  services  are  so 
much  in  demand  that  their  efforts  must  be  organized, 
regulated  and  co-ordinated  in  order  that  they  may  be 
applied  in  the  most  effective  manner.  The  very  splendid 
part  that  our  Institute  has  been  able  to  play  in  this  work 
brings  a  glow  of  satisfaction  and  pride  to  every  member. 

With  particular  reference  to  membership,  however,  we 
can  note  that  the  record  of  service  and  help  rendered  by 
The  Institute  impresses  other  engineers  who  have  not  been 
Institute  members.  They  should  want  and  no  doubt  many 
of  them  do  want  to  become  members  of  the  organization 
in  which  they  can  identify  themselves  with  such  nation- 
ally helpful  activities. 

In  wartime  there  is,  of  necessity,  considerable  shifting 
around  from  place  to  place.  Membership  in  The  Institute 
makes  available  the  facilities  of  the  widespread  branches 
throughout  Canada.  If  an  engineer  finds  himself  moved 
to  United  States  or  England  or  elsewehre,  the  benefits 
from  Institute  membership  are  more  important.  A  certi- 
ficate of  membership  in  The  Institute  affords  opportunity 
to  meet  men  of  the  same  profession  who  are  members  of 
similar  organizations  in  their  own  land.  It  is  a  valuable 
professional  introduction. 


These  points  are  mentioned  here  to  remind  the  mem- 
bership committees  of  the  various  branches  of  the  ex- 
pectancy of  new  memberships  at  this  time.  We  are  being 
afforded  opportunities  of  meeting  and  being  of  service  to 
many  who  are  not  Institute  members.  Let  us  point  out 
to  them  the  effective  work  The  Institute  has  been  able  to 
perform  for  the  war  effort  and  emphasize  what  services 
The  Institute  has  to  offer  them. 
Respectfully  submitted, 

H.  Nolan  Macpherson,  m.e.i.c,  Chairman. 

COMMITTEE  ON  DETERIORATION  OF 
CONCRETE  STRUCTURES 

The  President  and  Council: 

The  Committee  on  the  Deterioration  of  Concrete  has 
been  relatively  inactive  for  the  past  year,  due  largely  to 
the  fact  that  its  members  are  very  busy  men  and  under 
present  conditions  have  not  been  able  to  devote  the  usual 
time  to  its  work.  Therefore,  the  Committee  can  only  re- 
port that  certain  papers  recording  the  success  of  import- 
ant repairs  made  to  concrete  structures,  which  it  had 
hoped  to  have  ready  for  publication  this  year,  are  still  in 
preparation  and  may  not  become  available  for  some  time. 

The  Committee  is  continuing  to  gather  data  as  circum- 
stances permit  and  it  hopes  at  a  more  favourable  time  to 
place  these  data  before  the  Institute. 
Respectfully  submitted, 

R.  B.  Young,  m.e.i.c.,  Chairman. 

COMMITTEE  ON  PROFESSIONAL  INTERESTS 

The  President  and  Council: 

The  policy  of  the  Council  in  promoting  closer  co-opera- 
tion with  the  provincial  professional  associations  is  still 
achieving  definite  results.  As  a  result  of  protracted 
negotiations,  an  agreement  between  The  Institute  and 
the  Association  of  Professional  Engineers  of  New  Bruns- 
wick has  been  approved  by  both  bodies.  The  extraordin- 
arily strong  support  given  in  the  formal  balloting  within 
both  The  Institute  and  the  Association  augurs  well  for  a 
mutually  satisfactory  consummation  of  the  desire  of  the 
great  majority  of  the  members  of  both  organizations  resi- 
dent in  New  Brunswick  for  a  simplification  in  engineering 
organization  that  will  lead  to  greater  solidarity  in  the  pro- 
fession. This  agreement  is  to  be  formally  completed  at  the 
Annual  Meeting  of  the  Association  in  Saint  John  on 
Monday,  January  12th,  1942. 

The  committee  is  glad  to  report  that  close  co-operation 
is  being  achieved  on  a  mutually  satisfactory  basis  between 
The  Institute  and  the  associations  in  the  provinces  of 
Saskatchewan,  Alberta  and  Nova  Scotia. 

There  is  nothing  definite  to  report  from  the  province 
of  Manitoba  apart  from  a  renewed  intimation  by  the 
president  and  the  general  secretary  when  they  were  in 
Winnipeg  in  September  last  that  The  Institute  would  be 
glad  to  discuss  a  co-operative  agreement  with  the  Associa- 
tion of  Professional  Engineers  of  Manitoba  whenever  the 
officers  of  the  Association  desire  it. 

The  committee  feels  that  it  should  again  record  its 
appreciation  of  the  sympathetic  understanding  that  has 
always  existed  between  The  Institute  and  the  Corporation 
of  Professional  Engineers  of  Quebec.  As  for  the  prov- 
inces of  Ontario  and  British  Columbia,  the  readiness  of 
The  Institute's  committee  to  discuss  co-operation  with  the 
very  efficiently  operated  registration  bodies  is  well  known. 
Respectfully  submitted, 

J.  B.  Challies,  m.e.i.c,  Chairman. 

EMPLOYMENT  SERVICE 

The  President  and  Council: 

The  work  done  during  the  year  is  summarized  in  the 
following  table  and  the  corresponding  figures  for  1940  are 
given  for  purposes  of  comparison: 


THE  ENGINEERING  JOURNAL     February,  1942 


87 


1940  1941 

Registered  members 129  77 

Registered  non-members 89  75 

Number  of  members  advertising  for  positions  41  14 

Replies  received  from  employers 21  9 

Vacant  positions  registered 260  229 

Vacancies  advertised  in  The  Journal 43  35 

Replies  received  to  advertised  positions 143  110 

Men's  records  forwarded  to  prospective  em- 
ployers   179  302 

Men  notified  of  vacancies 178  306 

Placements  definitely  known 147  71 

Registered  vacancies  cancelled 2  10 

Registered  vacancies  still  open 33  31 

Early  in  the  year,  the  Government  established  the  War- 
time Bureau  of  Technical  Personnel  at  Ottawa.  It  will  be 
recalled  that  this  Bureau  is  operated  by  The  Institute  and 
other  engineering  societies.  The  services  of  the  general 
secretary  have  been  made  available  by  Council  to  the 
Bureau,  in  the  office  of  assistant  director. 

The  activities  of  The  Institute  Employment  Service 
have  been  affected  greatly  by  the  Bureau  in  that  all  in- 
formation relative  to  openings  or  men  available  has  been 
sent  to  the  Bureau  and  frequently  subsequent  placements 
have  resulted  from  a  combination  of  the  efforts  of  both 
organizations. 

Originally  it  was  hoped  the  Bureau  might  establish  an 
office  in  Montreal  in  which  case  it  was  expected  that  all 
employment  activities  of  The  Institute  would  be  trans- 
ferred to  it  in  order  to  give  a  better  national  service  to 
all  engineers.  This  still  remains  a  possibility  in  which  The 
Institute  will  be  glad  to  co-operate. 

The  facilities  of  The  Institute  and  its  twenty-five 
branches  across  the  country  have  been  made  available  to 
the  Bureau  for  the  verification  of  qualifications  in  the 
case  of  candidates  for  important  war  positions. 

It  may  be  interesting  to  record  an  example  of  close  co- 
operation with  the  Wartime  Bureau.  Through  one  of  its 
members  in  England,  The  Institute  received  during  the 
year  an  urgent  request  from  the  British  Ministry  of  Air- 
craft Production  for  twenty-five  engineers  and  draughts- 
men. The  Institute  Employment  Service  communicated 
immediately  with  the  Wartime  Bureau  and,  with  the  faci- 
lities of  the  two  organizations,  many  candidates  were 
assembled.  When  the  British  representative  came  from 
England,  the  candidates  from  the  district  of  Montreal 
were  interviewed  at  Headquarters  and  our  Employment 
Service  files  were  again  of  great  assistance. 

The  figures  tabulated  above  indicate  the  vacancies 
registered  and  the  placements  effected  by  The  Institute 
Employment  Service  alone;  they  do  not  record  the  work 
done  in  co-operation  with  the  Wartime  Bureau. 

It  can  be  said  that  no  member  of  The  Institute  has 
been  unemployed  for  any  long  period  of  time  during  the 
year.  As  might  be  expected  the  demand  has  been  larger 
than  the  supply.  This  applies  particularly  to  engineers  with 
plant  experience  in  mechanical,  electrical  and  chemical 
engineering.  The  result  is  that  several  civil  engineers 
whose  previous  experience  had  been  mostly  in  the  field 
have  entered  the  plant  and  are  being  trained  to  do 
mechanical  or  other  industrial  work. 

The  unusual  demand  from  industry  and  from  Govern- 
ment departments  has  resulted  in  several  retired  engineers 
resuming  their  activity.  The  Employment  Service  has 
been  able  to  assist  in  several  such  instances. 

It  is  significant  that  very  few  from  the  graduating 
classes  this  year  have  found  it  necessary  to  make  use  of 
the  Employment  Service.  The  great  majority  had  already 
secured  positions  before  graduation.  On  the  other  hand 
a  large  number  of  engineering  students  have  obtained 
summer  employment  through  our  facilities. 


The  active  forces  have  again  this  year  resorted  to  our 
files  and  it  has  been  possible  for  us  to  help  frequently  in 
recruiting  technically  qualified  men  for  the  various  units. 

In  spite  of  the  numerous  vacancies  conspicuously  ad- 
vertised in  the  press,  we  have  again  this  year  interviewed 
many  applicants  for  work.  These  were  mostly  members 
of  The  Institute  who  wanted  to  make  sure  that  their 
qualifications  were  used  to  the  best  advantage  in  the  war 
effort.  Wé  have  thus  been  able  to  help  in  the  transfer  of 
several  engineers  from  non-essential  industries  to  im- 
portant war  work.  Canadians  who  had  been  employed 
outside  of  the  country  for  the  past  few  years  have  en- 
quired whether  their  services  could  be  used  in  the  war 
effort  and  several  have  returned  upon  our  advice  and 
have  been  placed  advantageously. 

L.  Austin  Wright,  General  Secretary. 

PAST  PRESIDENTS'  PRIZE  COMMITTEE 

The  President  and  Council: 

Your  Committee  on  the  Past-Presidents'  Prize  has 
nothing  to  report.  No  papers  were  received  this  year, 
and  no  meetings  of  the  committee  have  been  held. 

The    committee    awaits   with   interest  the   reaction   of 
Council  to  the  suggestions  regarding  a  change  in  procedure 
which  were  presented  by  the  committee  two  years  ago. 
Respectfully  submitted, 

R.  DeL.  French,  m.e.i.c,  Chairman. 

GZOWSKI  MEDAL  COMMITTEE 

The  President  and  Council: 

It  is  the  unanimous  recommendation  of  your  committee 
that  the  award  be  made  to  Mr.  S.  R.  Banks,  m.e.i.c, 
for  his  paper,  "  The  Lion's  Gate  Bridge,  Vancouver,  B.C." 

So  many  excellent  papers  have  been  found  eligible  for 
consideration  this  year  that  your  committee  members 
have  found  it  very  difficult  to  make  a  choice. 

Among  many  other  papers  of  outstanding  interest  may 
be  mentioned  Mr.  J.  A.  McCrory's  paper,  "  Construction 
of  the  Hydro-Electric  Development  at  La  Tuque  "; — Mr. 
F.  P.  Shearwood's  paper,  "  The  Justification  and  Control 
of  the  Limit  Design  Method  "; — and  the  paper  by  Messrs. 
W.  Storrie  and  A.  E.  Berry,  "  Modern  Sanitation  and 
Water  Supply  Practice." 

Respectfully  submitted, 

H.  O.  Keay,  m.e.i.c,  Chairman. 

DUGGAN  PRIZE  COMMITTEE 

The  President  and  Council: 

Your  committee,  entrusted  with  the  task  of  selecting 
and  recommending  papers  worthy  of  this  award,  has  care- 
fully reviewed  the  papers  presented  to  The  Institute  dur- 
ing the  period  July  1940  to  June  1941,  and  now  begs 
to  report. 

After  a  careful  review,  your  committee  selected  five 
papers  which,  in  its  opinion,  appeared  to  meet  the  condi- 
tions attached  to  this  award. 

Of  the  papers  considered,  each  could  be  said  to  be  a 
contribution  of  distinct  value,  and  certainly  worthy  of 
consideration  for  the  award.  The  diversity  of  subjects 
covered  made  it  rather  difficult  to  set  up  a  standard  of 
comparison;  and  in  any  case,  it  was  felt  by  the  commit- 
tee that  the  margin  between  the  different  papers  was  very 
narrow.  It  was  therefore  rather  gratifying  to  discover 
that  the  three  members  of  the  committee  had,  after  due 
consideration  and  without  previous  consultation,  arrived 
at  the  same  decision. 

We  recommend  that  the  Duggan  Medal  and  Prize  be 
awarded  to  Mr.  O.  W.  Ellis  for  his  paper  "  The  Forge- 
ability  of  Metals." 

Respectfully  submitted, 

John  T.  Farmer,  m.e.i.c,  Chairman. 


88 


February,  1942    THE  ENGINEERING  JOURNAL 


PLUMMER  MEDAL  COMMITTEE 

The  President  and  Council: 

Your  committee  considers  that  the  papers  presented  do 
not  quite  measure  up  to  the  standard  of  previous  medal 
papers,  and  that  it  would  be  in  order  to  omit  the  award 
of  the  Plummer  Medal  this  year. 

Respectfully  submitted, 

J.  F.  Harkom,  m.e.i.c,  Chairman. 

LEONARD  MEDAL  COMMITTEE 

The  President  and  Council: 

Your  committee,  consisting  of  Messrs.  L.  L.  Bolton,  A. 
E.  Cameron,  G.  E.  Cole  and  V.  Dolmage,  with  myself 
as  chairman,  recommend  that  the  Leonard  Medal  for  this 
year  be  awarded  to  Mr.  G.  Reuben  Yourt  for  his  paper 
called  "  Ventilation  and  Dust  Control  at  the  Wright- 
Hargreaves  Mine,"  published  in  the  November  1940  issue 
of  the  Canadian  Mining  &  Metallurgical  Bulletin. 

The  committee  is  pleased  to  give  honourable  mention 
to  Mr.  M.  F.  Goudge  for  his  paper  on  "  Magnesia  from 
Canadian  Brucite  "  published  in  the  September  1940  issue 
of  the  Canadian  Mining  &  Metallurgical  Bulletin. 
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 
Council  at  its  meeting  on  January  17th,  1942,  and  the 
following  awards  were  made: 

H.  N.  Ruttan  Prize  (Western  Provinces).  No  papers 
received. 

John  Galbraith  Prize  (Province  of  Ontario),  to  A.  L. 
Malby,  jr.e.i.c.  for  his  paper  "  Carrier  Current  Control 
of  Peak  Loads." 


Phelps  Johnson  Prize  (Province  of  Quebec— English), 
to  G.  N.  Martin,  jr.e.i.c,  for  his  paper  "  Characteristics 
and  Peculiarities  of  Some  Recent  Large  Power  Boilers  in 
England." 

Ernest  Marceau  Prize  (Province  of  Quebec — French), 
to  A.  T.  Monti,  s.e.i.c,  for  his  paper  "  Vedette  de  40  Pieds 
de  Longueur." 

Martin  Murphy  Prize  (Maritime  Provinces).  No 
papers  received. 

NOMINATING  COMMITTEE 

Chairman:  E.  P.  Muntz. 

Branch  Representative 

Border  Cities   C.  G.  R.  Armstrong 

Calgary    F.  K.  Beach 

Cape  Breton  J.  A.  McLeod 

Edmonton    W.  R.  Mount 

Halifax   R.  L.  Dunsmore 

Hamilton A.  Love 

Kingston    A.  Jackson 

Lakehead   P.  E.  Doncaster 

Lethbridge    J.  M.  Davidson 

London   V.  A.  McKillop 

Moncton    B.  E.  Bayne 

Montreal   R.  DeL.  French 

Niagara  Peninsula C.  G.  Moon 

Ottawa    J.  H.  Parkin 

Peterborough   W.  M.  Cruthers 

Quebec   A.  0.  Dufresne 

Saguenay  N.  D.  Paine 

Saint  John    J.  R.  Freeman 

St.  Maurice  Valley E.  B.  Wardle 

Saskatchewan  R.  A.  Spencer 

Sault  Ste.  Marie  K.  G.  Ross 

Toronto    W.  E.  Bonn 

Vancouver  J.  N.  Finlayson 

Victoria    S.  H.  Frame 

Winnipeg  H.  W.  McLeod 


THE  ENGINEERING  JOURNAL     February,  1942 


89 


Abstracts  of  Reports  from  Branches 


BORDER  CITIES  BRANCH 

The  Executive  Committee  met  eight  times  during  the 
year  for  the  transaction  of  branch  business. 

Eight  branch  meetings  were  held  including  a  special 
meeting  honouring  the  visit  of  our  president  and  the 
annual  meeting. 

Information  about  the  various  meetings  follows,  attend- 
ance being  given  in  brackets: 

Jan.  10 — Mr.  R.  K.  Scales  of  the  Ethyl  Corporation,  Detroit,  ad- 
dressed the  branch  on  Fuels  and  Engines  of  the  Future. 
(35). 

Feb.  14 — Mr.  H.  Lloyd  Johnson,  Resident  Engineer,  Canadian  In- 
dustries Limited,  addressed  the  branch  on  the  Warden 
System  of  Civilian  Defence.  (27). 

Mar.  14 — Mr.  J.  A.  McCrory,  Vice-President  and  Chief  Engineer  of 
the  Shawinigan  Engineering  Company,  addressed  the 
branch  on  the  Power  Development  of  the  St.  Maurice 
River.  (59). 

April  25 — Mr.  Cyril  Cooper,  Manager  of  the  Windsor  Elementary 
Flying  Training  School,  addressed  the  Branch  on  the 
British  Commonwealth  Air  Training  Plan.   (31). 

May  17 — Dr.  N.  W.  McLeod,  of  the  Imperial  Oil  Ltd.,  addressed  the 
branch  at  the  Sarnia  Riding  Club  on  Soil  Technology  as 
Applied  to  Modern  Highway  and  Air  port  Construc- 
tion. (29). 

Nov.  14 — Mr.  D.  Ramseyer,  Superintendent  of  the  Ford  Soy-Bean 
Plant,  Dearborn,  Michigan,  addressed  the  branch  on 
Soy-Beans  in  Industry.  (53). 

Nov.  26 — Special  meeting  honouring  Dean  C.  J.  Mackenzie,  our  Pres- 
ident, accompanied  by  Vice-President  K.  M.  Cameron, 
Councillor  J.  A.  Vance  and  H.  F.  Bennett,  from  the 
London  Branch.  Dr.  Mackenzie  spoke  on  the  Work  of 
the  National  Research  Council.  (31). 

Dec.  12 — Annual  meeting  and  election  of  officers,  complimentary 
dinner  to  F.  H.  Rester.  An  address  on  Recruiting  and 
Training  Activities  of  the  Air  Force  was  given  by 
Flight-Lieutenant  Hugh  C.  Flemming,  Commanding 
Officer  of  the  Windsor  recruiting  station  of  the  Royal 
Canadian  Air  Force. 

CALGARY  BRANCH 

The  following  report  covers  the  activities  of  the  branch 
for  the  year  1941.  Attendances  are  shown  in  brackets: 

Meetings 

16— Soil  Mechanics,  by  Prof.  R.  M.  Hardy.  (50). 
30— Seven  reels  of  motion  pictures  loaned  by  the  U.S.  Bureau  of 
Mines  were  shown.  These  pictures  depicted  the  Manufac- 
ture of  Steel.  (51). 
13 — Students  and  Juniors  night.  Speakers:  Mr.  Langston,  Gun 
Perforation  in  Oil  Wells;  Mr.  Stanley,  Cascade  Power 
Project;  Mr.  Sharp,  Motion  Picture  Projectors.  (47). 
Feb.  27— Explosives,  by  R.  W.  Watson.  (46). 
Mar.    8 — Annual  Meeting  following  luncheon  (35). 
April  15— Organization  of  the  R.C.A.F.  Civilian  Staff,  by  T.  M. 
Moran  (38). 
9 — Exploring  for  Oil  by  Geophysics,  by  W.  H.  Gibson  (63). 
23 — Power  Plants  in  Australia,  by  H.  K.  Dutcher  (58). 
6 — -Aircraft  Design,  by  Flight-Lieutenant  W.  Thornber  (57). 
Nov.  20 — A  motion  picture  was  shown  by  Mr.  Davidson  and  Mr. 
Pettinger  of  the  Alberta  Wheat  Pool  entitled  The  History 
of  Power  in  Canada  (53.) 
Dec.     4 — Business  meeting  to  discuss  the  proposed  new  By-laws  of 

the  Calgary  Branch  (15). 
Dec.  17 — Showing  of  coloured  scenic  pictures  by  Dr.  Pilchard  and 
Mr.  S.  G.  Coultis.  This  was  our  annual  ladies  night  (81). 

In  addition  to  the  above  regular  meetings,  a  banquet  was 
held  on  September  26,  in  honour  of  Dr.  C.  J.  Mackenzie, 
president  of  The  Institute. 

During  the  year,  the  Branch  Executive  Committee  met 
eight  times. 

EDMONTON  BRANCH 

1941  saw  a  large  increase  in  the  membership  of  the 
Edmonton  Branch,  due  to  the  agreement  with  the  Associa- 
tion of  Professional  Engineers. 

During  the  year  nine  meetings  in  all  were  held.  All  but 
two  of  these  were  preceded  by  a  dinner.  The  following 


Jan. 
Jan. 


Feb. 


Oct. 
Oct. 

Nov 


Note — For   Membership    and    Financial 
Statements    see     pages    94     and     95. 

summary    gives    particulars.    Attendances    are    shown    in 
brackets  : 

Jan.  14 — The  Development  of  the  Combustion  Chamber  of  the 
Diesel  Engine,  by  E.  A.  Hardy,  Professor  of  Agricultural 
Engineering,  University  of  Saskatchewan  (40). 

Jan.  27 — Motion  picture  in  seven  reels  showing  the  manufacturing 
of  steel.  Meeting  arranged  by  the  Engineering  Students 
Society  of  the  University  of  Alberta. 

Feb.  25 — Arc-welding  in  Industry,  by  C.  W.  Carry,  Standard  Iron 
Works,  Edmonton  (40). 

April  1 — Annual  ladies  night.  Entertainment  by  the  Belasco  Players 
and  showing  of  a  motion  picture  entitled  "Silvercraft" 
(52). 

April  22 — Compressed  air — Its  application  in  construction  and 
effect  on  workers,  by  D.  Hutchison,  Mackenzie  River 
Transport.  This  was  the  final  meeting  of  the  1940-41 
session  and  election  of  branch  officers  took  place  (25). 

Oct.  2 — The  visit  of  the  president,  Dr.  C.  J.  Mackenzie,  coincided 
with  the  banquet  of  the  Regional  Convention  of  the 
Canadian  Institute  of  Mining  and  Metallurgy. 
The  president  of  the  Engineering  Institute  was  guest- 
speaker  at  a  banquet  arranged  by  the  C.I.M.  &  M. 
Eleven  members  of  the  Institute  and  their  wives  attended, 
while  others  were  present  as  members  of  C.I.M.  &  M. 

Oct.  29 — The  motion  picture  Tacoma  Bridge  Failure  was  shown. 
I.  F.  Morrison,  Professor  of  Civil  Engineering,  University 
Of  Alberta,  lead  an  interesting  discussion.  Chrysler  Cor- 
poration films  were  also  shown  (53). 

Nov.  18 — CKUA  New  Broadcasting  Station,  by  J.  W.  Porteous, 
University  of  Alberta  (47). 

Dec.   16 — St.  Mary  and  Milk  River  Irrigation  Development,  by 

W.  L.  Foss,  of  the  Prairie  Farm  Rehabilitation  Office  (30). 

HALIFAX  BRANCH 

The  following  is  a  resume  of  the  activities  of  the  branch 

for  the  past  year. 

In  spite  of  the  increased  burden  placed  on  practically  all 

members  by  the  war,  we  are  able  to  report  that  all  meetings 

have  been  well  attended,  and  would  like  to  thank  the  mem- 
bers for  their  continued  interest. 

During   the   year   five   dinner   meetings   were   held,   as 

follows: 

Feb.  20— Mr.  C.  D.  Harvey,  Provincial  Archivist,  spoke  on  The 
First  Settlers  of  this  Province  and  their  Effect  on  its 
Future.  Also  Mr.  R.  L.  Dunsmore  gave  a  brief  outline  of 
the  recent  Annual  Meeting  of  the  Institute  at  Hamilton. 
At  this  meeting  Mr.  S.  W.  Gray  took  over  the  duties  of 
secretary-treasurer  of  the  branch. 

Mar.  20 — Mr.  R.  L.  Dunsmore  presented  a  technicolour  talking  pic- 
ture, Friction  Fighters.  At  this  meeting,  Mr.  I.  P. 
MacNab  presented  the  certificate  for  the  Institute 
Student  Prize  to  Wallace  A.  MacCallum,  of  Amherst, 
N.S. 

May  12 — This  was  the  most  important  meeting  of  the  year,  as  our 
guests  included  our  President  Dean  Mackenzie,  Vice- 
President  K.  M.  Cameron,  General  Secretary  L.  Austin 
Wright,  Councillor  J.  A.  Vance,  and  R.  L.  Dobbin  and 
G.  A.  Gaherty.  The  guest  speaker  of  the  evening  was 
Father  Burns,  Professor  of  Philosophy  at  St.  Mary's 
College,  whose  subject  was  Social  Reconstruction 
after  the  War.  President  Mackenzie  spoke  briefly  on  the 
contribution  being  made  by  engineers  to  the  war  work, 
and  the  fact  that  their  value  is  recognized,  particularly  in 
Great  Britain.  Mr.  Wright  gave  a  short  talk  on,  The 
Progress  and  Problems  of  the  Wartime  Bureau  of 
Technical  Personnel.  The  Institute  film  showing  the 
collapse  of  the  Tacoma  Bridge  was  the  final  feature  of 
the  evening. 

Oct.  23 — Mr.  Guina,  Assistant  General  Manager  of  the  Canadian 
Colloid  Company,  spoke  on  the  subject  of  Boiler  Feed 
Water  and  its  Control. 

Nov.  27 — Mr.  M.  Walsh,  Chief  Engineer  of  the  Gunite  and  Water- 
proofing Company,  described  the  Method  of  Prestres- 
sing  Concrete,  and  presented  a  film  showing  the  con- 
struction of  large  storage  tanks  by  gunite. 

May  22 — Mr.  P.  A.  Lovett  presented  the  Institute  Student  Prize  to 
Harold  T.  Rose  at  the  Graduation  Exercises  of  the  Nova 
Scotia  Technical  College. 


90 


February,  1942    THE  ENGINEERING  JOURNAL 


During  the  year  the  Executive  held  eleven  meetings,  at 
which  the  ordinary  routine  business  was  transacted. 

Pactically  all  matters  in  connection  with  the  co-oper- 
ation of  the  Institute  and  the  Association  of  Professional 
Engineers  have  been  cleared  up. 

The  membership  of  our  branch  since  the  agreement 
was  completed,  has  increased  by  107  members, — only  four 
corporate  members  are  not  members  of  the  Association. 

The  purchase  of  an  $80.00  War  Savings  Certificate  was 
made  during  the  year  from  monies  saved  by  not  having 
any  musical  entertainment  at  our  Dinner  Meetings. 

HAMILTON  BRANCH 

The  branch  has  continued  in  the  co-operation  with  allied 
societies  by  having  joint  meetings  when  possible.  The 
following  is  a  brief  account  of  meetings  and  activities 
during  the  year,  attendances  being  shown  in  brackets: 

Jan.  6 — Annual  Business  Meeting  and  Dinner  held  at  the  Rock 
Garden  Lodge.  Current  Events  was  the  subject  chosen 
by  Colonel  Beauchemin,  who  gave  an  excellent  address 
until  being  relieved  of  his  disguise  when  it  became  evident 
that  the  imposter  was  Mr.  T.  S.  Glover,  m.e.i.c.  Chairman 
Alex.  Love  closed  his  term  of  office  and  turned  the  affairs 
of  the  Branch  to  the  incoming  Chairman,  W.  A.  T. 
Gilmour  (64). 

Feb.  6  and 

Feb.  7 — The  Fifty-fifth  Annual  General  Meeting  of  the  Institute 
re-convened  at  the  Royal  Connaught  Hotel,  Hamilton. 
The  Hamilton  Branch  wishes  to  thank  all  of  the  branches 
for  their  attendance  and  support  which  helped  to  make 
the  meeting  an  outstanding  success.  An  unusual  and  en- 
enjoyable  feature  was  the  joint  dinner  (615)  with  the 
Niagara  District  Electric  Club  and  the  demonstration 
and  lecture  given  by  Mr.  J.  O.  Perrine,  Assistant  Vice- 
President  of  the  American  Telegraph  and  Telephone 
Company. 

Mar.  10 — Aerial  Surveying,  by  Professor  K.  B.  Jackson,  held  at 
McMaster  University  (52.) 

Apr.  18 — Electricity  in  National  Defence,  by  Mr.  C.  A.  Powell,  of 
the  Westinghouse  Company,  Pittsburgh,  held  in  the 
Westinghouse  Auditorium.  This  was  a  joint  meeting  with 
the  Toronto  Section  of  the  American  Institute  of  Elec- 
trical Engineers  (226). 

May  9 — Alcohol  from  Wheat,  by  Dr.  H.  B.  Speakman,  Director  of 
Ontario  Research  Foundation,  Toronto.  Held  at  Mc- 
Master University  (36). 

Oct.  2— The  220  Kv.  System  of  the  Hydro  Electric  Power  Com- 
mission, by  Mr.  A.  H.  Frampton,  of  the  H.E.P.C.  of 
Ontario.  Held  in  the  Westinghouse  Auditorium.  This 
was  a  joint  meeting  with  the  Toronto  Section  of  the 
American  Institute  of  Electrical  Engineers  (168). 

Nov.  7 — War  Production  was  exemplified  during  an  evening  visit 
to  the  plant  of  The  Dominion  Foundries  and  Steel 
Limited.  The  tour  of  inspection  was  conducted  by  guides 
under  the  able  direction  of  Mr.  W.  D.  Lamont,  Chief 
Metallurgist.  The  light  supper  served  in  the  cafeteria 
after  the  long  tour  was  thoroughly  appreciated  by  our 
party  (65). 

Dec.  16 — Tool  Steels  for  Engineers,  by  Mr.  H.  B.  Chambers, 
Metallurgist,  Atlas  Steels  Limited,  Welland.  Held  at 
McMaster  University  (46).  During  this  meeting  a  quiz 
of  ten  questions  about  tool  steel  was  handed  out  to 
members  and  guests.  Each  one  checked  his  neighbour's 
paper  while  Mr.  Chambers  gave  the  correct  replies.  The 
prize,  a  current  novel,  was  won  by  a  guest. 
After  our  meetings  at  McMaster,  it  is  our  general  practice  to 
serve  coffee  and  sandwiches  and  enjoy  half  an  hour  of 
good  fellowship. 

Obituary 
The  Branch  will  miss  the  kind  and  genial  presence  of  Mr. 

F.  P.  Adams,  City  Engineer  of  Brantford,  who  passed  away 

during  the  year  after  so  many  years  of  work  in  the  Institute. 
Publicity 
The  Executive  wishes  to  express  some  appreciation  to 

the  press,  especially  The  Hamilton  Spectator  and  The  Daily 

Commercial  News  for  their  generous  support. 

General 
The  usefulness  of  the  Branch  has  been  greatly  enlarged 

by  the  many  courtesies  and  help  given  to  us  by  the  manage- 
ment of  McMaster  University  and  we  record,  here,  our  very 

deep  appreciation  for  all  these  things. 
The  Executive  Committee  held  eight  business  meetings 

with  an  average  attendance  of  seven. 


KINGSTON  BRANCH 

The  branch  held  the  following  meetings  during  the  year: 

Jan.  30 — Dinner  meeting  at  Queen's  Students'  Union.  Lt.-Col. 
LeRoy  F.  Grant  presented  the  award  of  the  Institute  to 
Mr.  James  M.  Courtright,  Science  '41,  a  student  at 
Queen's.  Mr.  M.  N.  Hay,  of  the  Aluminum  Co.  of 
Canada  Ltd.,  Kingston,  spoke  on  The  Aluminium  In- 
dustry of  the  World. 

Feb.  25 — Meeting  held  in  conjunction  with  a  dinner  at  Queen's 
Student's  Union.  The  chairman,  Mr.  T.  A.  McGinnis, 
presided.  The  guest  speaker  was  Dr.  A.  E.  Berry,  Director 
of  the  Sanitary  Engineering  Division  of  the  Ontario 
Department  of  Health.  His  subject  was  The  Engineer 
in  Public  Health. 

Mar.  13 — Joint  meeting  was  held  with  the  Queen's  University  Engin- 
eering Society  to  enable  a  large  number  of  science 
students  the  opportunity  of  hearing  Mr.  Otto  Holden, 
Chief  Hydraulic  Engineer  of  the  Hydro-electric  Power 
Commission  of  Ontario  speak  on  The  Ogoki  River  and 
Long  Lake  Diversions. 

June  14 — Special  dinner  meeting  was  held  at  the  Cataraqui  Golf  Club 
in  honour  of  the  election  of  Principal  Wallace  of  Queen's 
University  to  honorary  membership  in  the  Institute. 
Many  out  of  town  guests  were  present  as  the  Council 
had  been  invited  to  hold  a  meeting  in  Kingston  to  cele- 
brate the  occasion.  During  the  afternoon  Chairman  and 
Mrs.  McGinnis  entertained  at  tea. 

LAKEHEAD  BRANCH 

The  branch  held  the  following  meetings  during  the  year: 


Jan.    15- 


-Dinner  meeting  at  the  Royal  Edward  Hotel,  in  Fort  Wil- 
liam. The  chairman,  Mr.  H.  G.  O'Leary,  presided.  The 
speaker  was  Mr.  J.  I.  Carmichael  of  the  Canadian  Car 
and  Foundry  who  spole  on  Some  Problems  in  Aircraft 
Production. 


Feb. 
Mar. 

April 
May 
Aug. 

Sept. 
Oct. 


14 — Annual  ladies  night  was  held.  This  year  it  took  the  form  of 
a  St.  Valentine's  supper  dance  in  the  Norman  Room  of 
the  Royal  Edward  Hotel. 

20 — Meeting  was  held  in  the  City  Council  Chambers  in  the 
Whalen  Building,  Port  Arthur.  The  vice-chairman,  Mr. 
B.  A.  Culpeper,  presided  in  the  absence  of  the  chairman. 
The  speaker  was  Mr.  R.  B.  Chandler,  Manager  of  the 
Port  Arthur  Public  Utilities  Commission,  who  spoke  on 
The  Ogoki  and  Long  Lac  Diversions. 

23 — Dinner  meeting  was  held  at  the  Royal  Edward  Hotel,  in 
Fort  William.  The  chairman  presided.  The  speaker  was 
Mr.  R.  R.  Holmes  of  the  Thunder  Bay  Paper  Co.,  who 
spoke  on  The  Treatment  of  Boiler  Feedwater. 

21 — Annual  dinner  meeting  was  held  at  the  Port  Arthur  Golf 
and  Country  Club.  The  chairman  presided  and  presented 
his  report.  He  welcomed  the  incoming  officers  and  handed 
over  the  chairmanship  to  Mr.  B.  A.  Culpeper. 

16 — Special  meeting  was  called  to  make  an  inspection  tour  of 
Temporary  Grain  Storage  Buildings  and  conveyor  gal- 
leries being  constructed  for  the  bulk  storage  of  grain. 
The  storage  buildings  inspected  were  those  being  con- 
structed for  the  United  Grain  Growers  Limited  at  Port 
Arthur. 

22 — Dinner  meeting  was  held  at  the  Royal  Edward  Hotel,  in 
Fort  William.  The  president,  vice-president  and  general 
secretary  were  special  guests.  Dr.  Mackenzie  spoke  on 
The  National  Research  Council  in  Relationship  to 
the   War. 

15 — Dinner  meeting  was  held  at  the  Italian  Hall,  in  Port  Arthur. 
Five  short  addresses  were  given  as  follows:  G.  H.  Bur- 
bidge,  on  Lakehead  Winds;  J.  Koreen,  Building  of  a 
Ship;  S.  T.  McCavour,  The  Trials  and  Tribulations 
of  the  Pulp  and  Paper  Industry  in  Wartime;  R.  J. 
Prett,  Prefabricated  Hangars,  and  H.  P.  Sisson,  Build- 
ing of  a  Road. 


LETHBRIDGE  BRANCH 

The  regular  meetings  of  the  branch  were  held  in  the 
Marquis  Hotel,  on  Wednesdays,  with  refreshments  served 
after  the  meetings,  in  accordance  with  the  policy  decided 
on  in  the  previous  year.  One  meeting,  at  which  the  Tacoma 
Bridge  film  was  shown,  was  held  in  the  Auditorium  of  the 
Collegiate  Institute. 

The  following  is  the  list  of  the  meetings  held,  with  the 
speakers  and  subjects,  with  attendance  shown  in  brackets: 
Jan.  15 — Mr.  J.  H.  Ross,  Director  of  Y.T.  for  Alberta,  Co-ordination 
of  the  Youth  Training  Movement  with  the  Nat- 
ional Defense  Movement  (29). 


THE  ENGINEERING  JOURNAL     February,  1942 


91 


Feb.     5 — Preceded    by    corporate    members    meeting.    Mr.     John 

Dykes,  The  Life  of  Robert  Burns.  (14). 
Mar.  22 — Joint  meeting  with  the  Assoc,  of  Prof.   Eng.  of  Alberta. 

Mayor  D.  H.  Elton,  History  Repeats  Itself. 
Feb.  26— Mr.  L.  B.  George,  Div.  Master  Mech.  C.P.R.,  A  Visit  to 

an  Aeroplane  Plant  (25). 
Nov.    5 — Subject:  Films:  1.  Tacoma  Bridge  Disaster;  2.  Crude  Oil 

Refining;  3.  Crude  Oil  Production. 

The  annual  meeting  of  the  branch  was  held  on  April 
2nd. 

On  May  10,  1941,  R.  B.  McKenzie,  jr.E.i.c.  was 
appointed  secretary-treasurer,  E.  A.  Lawrence  having 
volunteered  for  active  service. 

LONDON  BRANCH 

During  the  year  1941,  the  executive  held  six  business 

meetings.  Nine  regular  and  special  meetings  were  held  as 

follows.  Attendance  is  given  in  brackets: 

Jan.  15 — Annual  meeting  and  election  of  officers  held  at  the  Grange 
Tea  Rooms,  London.  The  Machinery  of  Law,  by  R.  E. 
Laidlaw  of  the  Canadian  National  Railways  legal  staff 
(56). 

Feb.  19 — Regular  meeting  held  in  the  Board  of  Education  board 
rooms,  City  Hall,  London.  The  Analysis  of  Stresses  by 
Polarized  Light,  by  H.  C.  Boardman  of  the  Chicago 
Bridge  &  Iron  Works  (56). 

Mar.  13 — Regular  meeting  held  in  the  Board  of  Education  board 
rooms,  City  Hall,  London.  Power  Development  on  the 
St.  Maurice  River.  J.  A.  McCrory,  Chief  Engineer  of 
The  Shawinigan  Engineering  Co.  (37). 

Apr.  17 — Regular  meeting  held  in  the  Board  of  Education  board 
rooms,  City  Hall,  London.  Junior  Engineers  Meeting, 
A.  L.  Furanna,  Chief  Draftsman  Public  Utilities  Com- 
mission, London,  spoke  on  The  1940  Analysis  of  Lon- 
don's Low  Voltage  Network,  A.  F.  Hertel,  Engineer, 
Dept.  of  Public  Works,  spoke  on  Some  Ways  of  Winning 
the  War.  H.  G.  Stead,  Chief  Engineer,  E.  Leonard  & 
Sons,  spoke  on  The  Development  of  Power  (28). 

May  21 — Regular  meeting  held  in  Gettas  Tea  Rooms,  Talbot  St., 
St.  Thomas.  Supper  meeting  followed  by  showing  of  the 
film  The  Failure  of  the  Tacoma  Bridge  (40). 

Oct.  1 — Regular  meeting  held  in  the  Officers'  Mess  of  the  Talbot 
St.  Armouries,  London.  Recent  Electrical  Engineering 
Developments,  J.  M.  Galillee,  Assistant  Advertising 
Manager  of  The  Candian  Westinghouse  Co.  (70). 

Oct.  29— Regular  meeting  held  in  the  Drill  Hall  of  the  Talbot  St. 
Armouries,  London.  Films  depicting  various  scenes 
of  the  Present  War.   (150) 

Nov.  26 — Special  luncheon  meeting  held  in  the  Crystal  Ball  Room, 
Hotel  London,  London.  Research  and  War.  Dean  C.  J. 
Mackenzie,  President  of  the  Institute.  Meeting  was 
held  in  conjunction  with  the  Canadian  Club  (30). 

Dec.  10 — Regular  meeting  held  at  the  Hume  Cronyn  Memorial 
Observatory,  University  of  Western  Ontario,  London. 
The  Planets  and  Stars,  by  Prof.  Kingston,  University 
of  Western  Ontario. 

Average  attendance  of  all  meetings:  50. 

MONCTON  BRANCH 

The  Executive  Committee  held  four  meetings.  Six 
meetings  of  the  branch  were  held  as  follows  : 

Mar.  18 — A  meeting  was  held  in  the  City  Hall.  A  motion  picture 
sound  film  entitled  The  Mining,  Smelting  and  Refin- 
ing of  Copper-Nickel  Ores  was  shown. 

Apr.  22 — A  combined  meeting  of  Monction  Branch,  and  the  Engineer- 
ing Society  of  Mount  Allison,  was  held  in  the  Science 
Building  of  Mount  Allison  University,  Sackville.  C.  S.  G. 
Rogers,  Bridge  Engineer,  Atlantic  Region,  Canadian 
National  Railways,  gave  a  review  of  the  causes  of  the 
Tacoma  Bridge  collapse.  Mr.  Rogers'  remarks  were 
illustrated  with  moving  picture  film. 

May  14 — A  dinner  meeting  was  held  at  the  Riverdale  Golf  Club,  for 
the  purpose  of  meeting  the  president  of  the  Institute, 
Dean  C.  J.  Mackenzie,  Vice-President  K.  M.  Cameron, 
Chairman  of  the  Papers  Committee,  J.  A.  Vance,  and 
R.  L.  Dobbin,  member  of  the  Legislation  Committee. 

May  30 — The  annual  meeting  was  held  on  this  date. 

Nov.  28 — A  meeting  was  held  in  the  City  Hall.  R.  M.  Phinney,  S.B., 
Engineer  of  Train  Operation,  General  Railway  Signal  Co., 
Rochester,  N.Y.,  gave  an  illustrated  address  on  Cen- 
tralized Traffic  Control. 

Dec.  1 — A  combined  meeting  of  Moncton  Branch,  and  the  Engineer- 
ing Society  of  Mount  Allison,  was  held  in  the  Science 
Building  of  Mount  Allison  University,  Sackville.  R.  M. 


Phinney  repeated   his   address  on  Centralized  Traffic 
Control. 

It  is  with  regret  that  we  record  the  passing  of  Robert 
Leslie  Murray,  s.e.i.c,  whose  death  occurred  on  November 
17th. 

MONTREAL  BRANCH 

Notwithstanding  the  difficult  conditions  imposed  by  the 
war,  the  affairs  of  the  branch  have  been  conducted  as  usual. 
Though  engineers  and  technical  men  have  been  unusually 
busy,  the  attendance  has  been  good,  and  the  interest  and 
enthusiasm  most  encouraging.  As  in  the  past,  members  of 
all  committees  have  given  active  and  efficient  support  to  all 
branch  activities. 

The  outstanding  achievement  of  the  year  was  the  cam- 
paign for  funds  to  effect  repairs  to  the  Headquarters  build- 
ing of  the  Institute.  The  responsibility  of  contacting  the 
membership  of  the  branch  was  undertaken  by  the  Executive 
Committee  who  were  ably  assisted  by  Past  Presidents, 
Councillors  and  several  members  of  the  branch  in  carrying 
out  this  important  assignment.  The  splendid  result  achieved 
speaks  for  itself,  an  amount  of  $6,000  has  been  collected  for 
the  fund. 

A  special  committee  was  organized  to  co-operate  with  the 
Royal  Canadian  Engineers  in  finding  suitable  candidates 
for  officers  and  other  ranks.  Several  meetings  were  held — 
the  initiative  now  being  in  the  hands  of  Lt.-Col.  P.  M. 
Knowles,  O.C.,  R.C.E.,  Montreal. 

On  February  11,  through  the  courtesy  of  the  Rotary 
Club  of  Montreal,  the  members  were  invited  to  a  luncheon 
which  was  addressed  by  the  Honourable  C.  D.  Howe, 
Hon.M.E.i.c,  Minister  of  Munitions  and  Supply,  who  had 
recently  returned  from  England. 

On  April  28,  l'Association  des  Anciens  Elèves  de  l'Ecole 
Polytechnique  invited  all  members  of  the  Branch  to  attend 
a  lecture  in  the  new  auditorium  of  l'Ecole  Polytechnique  on 
The  Place  of  Soil  Technology  in  Modern  Highway  and 
Airport  Construction,  by  Mr.  N.  W.  McLeod,  D.Sc,  CE. 

Papers  and  Meetings  Committee 
(Chairman:  J.  M.  Crawford) 
The  regular  Thursday  night  meetings  have  been  carried 
on  as  usual  despite  the  increased  tempo  of  activity  in  in- 
dustrial and  engineering  circles.  In  some  cases,  however,  it 
has  not  been  possible  to  secure  what  would  have  been  most 
interesting  papers  due  to  the  necessary  restrictions  placed 
upon  the  publicizing  of  certain  phases  of  work  directly  con- 
nected with  the  war  effort. 

Mention  is  here  made  of  the  visit  on  June  12,  to  the 
plant  of  Canadian  Vickers  Limited.  A  record  crowd  of  300 
taxed  the  well-organized  preparations  of  Vickers,  showing 
the  keen  interest  of  Institute  members  in  such  plant  visits. 
Following  is  a  list  of  the  papers  delivered  during  the 
calendar  year  of  1941,  with  the  attendance  shown  in 
brackets: 

Jan.     9 — Annual  Meeting  of  the  Branch  (80). 
Jan.    16 — Our  Cities:  Their  Role  in  the  National  Economy,  by 

George  S.  Mooney  (50). 
Jan.    23 — Diesel  Electric  Locomotives,  by  Prof.  Louis  E.  Endsley 

(100). 
Jan.    30 — Annual  Branch  Smoker  (482). 

Feb.      3 — Energy,  Frequencies  and  Noise  Relations  in  Line  and 
Amplifiers    of    Coaxial    Cables    and    Other    Multi- 
Channel  Telephone  Systems,  by  Dr.  J.  O.  Perrine  (100) 
Feb.   13 — Recent  Installations  of  Large  Boilers  in  England,  by 

Gerald  N.  Martin  (65). 
Feb.   20 — Development  of  Transport  Mechanization,  by  R.  L. 

Martin  (80) 
Feb.  27 — Transmission  Line  Fault  Location,  by  E.  W.  Knapp, 

M.E.I.C.   (90). 

Mar.    6— Automotive  Industry's  War  Effort,  by  R.  D.  Kerby  (77) . 
Mar.  13 — Destructive    Forces,    Damage    and    Repair,    by    John 

Dibblee,  m.e.i.c.  (68). 
Mar.  20 — Departures  in  Bridge  Foundation  Construction,  by  A. 

Sedgwick  (125). 
Mar.  27 — Utilization  of  the  Power  Resources  of  the  Upper  St. 

Maurice  River,  by  E.  V.  Leipoldt,  M.E.I.C.  (85). 


92 


February,  1942    THE  ENGINEERING  JOURNAL 


tpril    3 — War  Time  Communications,  by  G.  L.  Long  and  J.  L. 

Clarke  (60). 
tpril  17 — Improving  Operations  in  Industrial  Plants,  by  W.  T. 

Johnson  (95). 
ipril  24 — Soil-Cement  Paving,  by  Roy  A.  Crysler  (75). 
une  12 — Plant  Visit — Canadian  Vickers  Ltd.  (300). 
)ct.      2 — Opening  meeting — Movie  and  Refreshments  (160). 
)ct.      9 — Modern  Power  and  Distribution  Systems  in  Indus- 
trial Plants,  by  J.  L.  McKeever  (85). 
>ct.    16 — Control  of  Operating  Costs  by  Budget,  by  H.  M.  Hether- 

ington  (55). 
>ct.    23 — The  Aluminum  Industry  Related  to  our  War  Effort, 

by  A.  W.  Whitaker,  Jr.  (190). 
>ct.    30 — Municipal    Management    and    the    Engineer,    by    J. 

Asselin  (50). 
vov.    6 — Centralized  Traffic  Control  for  Railway  Operation,  by 

Robert  M.  Phinney  (65). 
lov.  13— Glass  in  National  Defense,  by  C.  J.  Phillips  (120). 
lov.  20— Annual  Student  Night  (170) 

lov.  27 — Portland-Montreal  Pipeline,  by  W.  R.  Finney  (225). 
)ec.     4— The  Trolley  Bus,  by  L.  W.  Birch  (65). 
)ec.  11 — The  Chemical  Descent  of  Man,  by  Robert  R.  Williams, 

M.S.Sc.D.   (125). 

Junior  Section 
(Chairman:  A.  P.  Benoit) 
The  Junior  Section  has  had  another  successful  year,  in 
pite  of  the  fact  that  the  war  activities  both  in  the  military 
,nd  industrial  fields,  have  somewhat  impeded  its  progress, 
^he  student  engineer  and  the  young  engineer  are  for  a  good 
iart  doing  military  training  in  the  evenings  and  have  little 
ime  to  attend  meetings  as  often  as  they  would  like. 

As  in  previous  years,  the  Students'  Night,  which  took 
dace  on  November  20,  was  the  highlight  of  the  Junior 
lection's  activities.  Mr.  H.  A.  N.  Holland,  of  McGill 
Jniversity,  carried  off  first  prize  with  a  very  original  paper 
n  construction  and  Mr.  R.  Quintal,  of  l'Ecole  Polytech- 
lique  was  awarded  second  prize  for  a  most  interesting  talk 
n  Geophysical  Prospecting.  One  of  the  main  objects  of 
he  Junior  Section  is  to  interest  students  in  Institute 
ffairs.  It  has  been  suggested  that  students  should  join  the 
nstitute,  when  registering  with  their  respective  univer- 
ities  each  fall,  and  this  plan  will  be  tried  out  next  year, 
^his  year,  Mr.  R.  E.  Heartz  addressed  the  McGill  Students 
/hile  Mr.  L.  Trudel  spoke  at  l'Ecole  Polytechnique. 

The  executive  of  the  Junior  Section  is  at  present  drafting 
,  circular  letter  which  will  be  sent  to  all  students,  to  invite 
hem  to  present  papers  and  to  take  a  more  active  part  in 
he  Institute's  activities  and  the  discussions  at  the  meetings. 
The  Junior  Section  was  instrumental  in  securing  a  Branch 
'Tews  Editor,  Mr.  Graham  Wanless  having  kindly  con- 
ented  to  assume  the  duties. 

The  following  is  a  list  of  the  Junior  Section  meetings  with 
he  attendance  given  in  brackets: 

an.   27 — Annual  Meeting — Prof.  R.  E.  Jamieson,  m.e.i.c,  spoke  on 
the  Corporation  of  Professional  Engineers  of  Quebec 
(40). 
'eb.    10 — Experimental    Research    on     Soil    Stabilization,    by 

Jacques  Hurtibise,  jr. e. i.e.  (16). 
eb.  24 — Aspect  Légal  de  l'Arpentage,   par  Gabriel   Dorais,    Jr. 

E.i.c.  (20). 
lar.  17 — Some  Aspects  and  Problems  encountered  in  Television 

Broadcasting  by  W.  B.  Morrison,  b.a.Sc.  (39) 
ilar.  31 — A  Simple  Explanation  of  Ship  Model  Testing,  by  A. 

Monti,  s.E.i.c.  (20). 
)ct.      6 — Opening  night.  Talk  by  Mr.  R.  E.  Heartz  on  Policy  and 

the  Young  Engineer  (90). 
>ct.   20 — Transformer  Troubles,  by  Pierre  Duchastel  (21). 
Jov.  20 — Student  night.  Synthetic  Gasoline,  by  R.  M.  Rousseau 
(Ecole   Polytechnique),   First  Summer  in  Construc- 
tion,  by   H.    A.    N.    Holland    (McGill);    Geophysical 
Prospecting,    by    R.    Quintal    (Ecole    Polytechnique); 
Surveying  and  Mapping  in  Newfoundland,  by  M.  C. 
Baker  (McGill).  A  motion  picture  was  shown  through  the 
courtesy  of  The  Canadian  General  Electric  Co.  (170). 
)ec.     5— Synthetic  Rubbers  in  War-Time,  by  J.  W.  Crosby  (80). 
(Joint  meeting  with  Quebec  Rubber  and  Plastics  Group 
held  at  the  Faculty  Club.) 
)ec.   15 — Engineering   Services   of  the   Montreal    C.N.R.   Ter- 
minal, by  Richard  Noonan,  Jr.  e.i.c.  (25). 


Membership  Committee 
(Chairman:  P.  E.  Savage) 

The  Membership  Committee  this  year  concentrated  its 
efforts  on  students  at  McGill  Uuiversity  and  the  Ecole 
Polytechnique.  This  work  was  done  mainly  through  the 
Junior  Section,  which  carried  it  out  very  thoroughly,  and 
with  gratifying  results. 

The  second  main  effort  of  the  Committee  was  directed  at 
non-members  who  made  use  of  the  Institute  Employment 
Service.  Most  of  these  men  who  had  obtained  positions  in 
the  past  two  years  were  canvassed  by  means  of  personal 
letters,  but  with  very  disappointing  results.  It  was  noted 
that  most  of  the  men  in  this  group  would  qualify  for 
Affiliate  Membership. 

Obituaries 
It  is  with  regret  that  we  record  the  names  of  those  who 
have  died  during  the  year,  and  we  wish  to  extend  to  their 
families  the  most  sincere  sympathy  of  the  Branch. 

Members 
William  Israel  Bishop  Patrick  Philip 

Joseph  Elie  Blanchard  Robert  Ramsay 

George  Prince  Hawley  William  Lewis  Reford  Stewart 

Sir  Herbert  Samuel  Holt         James  Weir 
Joseph  Arthur  Lamoureux 

Student 
Gaston  Lalonde 

Publicity  Committee 
(Chairman:  Gordon  D.  Hulme) 

In  order  to  establish  and  maintain  friendly  relations  with 
the  press,  representatives  of  the  Montreal  newspapers  were 
invited  to  discuss  with  the  Publicity  Committee  steps 
which  should  be  taken  to  publicize  the  Branch's  activities 
during  the  coming  season.  Three  representatives  from  the 
Gazette,  two  from  the  Montreal  Daily  Star  and  one  from 
La  Presse  attended  a  Committee  meeting. 

Announcements  concerning  each  Branch  function  were 
included  in  the  city  items  of  the  various  papers,  at  the 
request  of  the  committee. 

On  the  organization  of  the  Annual  General  Meeting  Com- 
mittee, the  Branch  publicity  committee  was  invited  as  a 
group  to  handle  the  publicity  for  that  function.  The  invita- 
tion was  accepted  and  the  committee  is  now  operating  in 
that  capacity  as  well  as  continuing  the  publicizing  of  items 
of  local  interest. 

Reception  and  Entertainment  Committee 
(Chairman:  W.  W.  Timmins) 

A  smoker  was  held  at  the  Ritz-Carlton  Hotel  on  Thurs- 
day evening,  January  31,  for  which  a  record  number  of  545 
tickets  were  sold.  The  smoker  was  organized  by  Mr.  W.  P. 
M  alone  and  was  intended  to  create  the  atmosphere  of  the 
gay  nineties. 

Refreshments  were  served  at  the  Annual  Meetings  and 
the  opening  fall  meetings  of  the  Branch  and  of  the  Junior 
Section  and  also  at  the  Student  Night.  Several  courtesy 
dinners  were  given  to  out-of-town  speakers,  but  due  to  small 
attendances  the  Executive  Committee  has  decided  to  drop 
this  function  for  the  present.  Out-of-town  guests  are  to  be 
entertained  by  the  sponsors  of  the  papers  and  any  members 
wishing  to  join  are  entirely  welcome  to  do  so. 

Throughout  the  world,  the  Branch  is  represented  in 
various  units  of  the  armed  forces.  We  look  to  our  fellow 
members  with  pride  and  keep  them  constantly  in  our 
thoughts.  Our  hope  is  that  they  may  have  a  safe  and  speedy 
return. 

NIAGARA  PENINSULA  BRANCH 

The  Executive  held  four  business  meetings  and  one 
electoral  meeting  to  conduct  the  affairs  of  the  branch. 

The  programme  committee  arranged  and  conducted  the 
following  professional  meetings: 


rHE  ENGINEERING  JOURNAL     February,  1942 


93 


MEMBERSHIP  AND  FINANCIAL  STATEMENTS 

Branches 

u 
i>   1. 

P3U 

if 

& 

0 

O 

u 
« 

ft, 

83 

U 

s 

0 
0 

S 

W 

"es 
X 

s 

0 

S 

CB 

X 

0 
S 

■IN 

73 

es 
ri 

M) 

*C 
-a 

X 

ri 

S 

0 

"0 

s 

0 

ri 

MEMBERSHIP 

Resident 

Hon.  Members 

51 
9 

7 

95 
14 
12 

31 
3 

4 
2 

67 
9 

24 
1 

145 

9 

17 

1 

88 

18 

21 

1 

2 
38 
12 

24 

29 
2 
5 
5 

14 

1 

6 

31 
4 
3 

Members 

Juniors 

Students 

Affiliates 

Total .  .              

67 

121 

40 

101 

172 

128 

76 

41 

21 

38 

Non -Resident 

Hon.  Members 

18 
9 
4 

15 
4 
5 

24 
9 
3 
1 

7 
1 
4 

71 
4 
9 

17 
1 

8 
2 
5 

18 
4 
5 

23 
4 
9 
1 

9 

2 
1 

Members 

Juniors 

Students 

Affiliates 

Total 

31 

24 

37 

12 

84 

18 

15 

27 

37 

12 

Grand  Total  December  31st,  1941 

December  31st,  1940 

Branch  Affiliates,  December  31st,  1941. . . 

98 
97 

145 

128 
39 

77 
70 

113 

83 

256 
233 

146 

151 

17 

91 

73 

68 
64 

58 
40 

50 

54 

1 

FINANCIAL  STATEMENTS 

Balance  as  of  December  31st,  1940 

Income 

Rebates  from  Institute  Headquarters .  . 

Payments  by  Professional  Assns 

Branch  Affiliate  Dues 

189.84 
157.12 

184.70 
59.00 

205.83 

262.60 

112.00 
41.31 

241.57 
141.63 

88.61 
207.93 

249.56 

37.20 
469 . 20 

0Ï56 
17.53 

94.15 

180.34 

286.30 

39.00 

53.55 

479.00 

78.63 

109.62 

0^09 

162.87 

150.10 

F77 
390.63 

61.33 

80.30 
7.00 
0.28 

29.00 

260.67 
93.35 

Interest 

Miscellaneous 

Headquarters  Building  Fund   Subscrip- 
tions  

Total  Income 

400.82 

415.91 

141.63 

207.93 

618.64 

857.85 

109.71 

542.50 

116.58 

93.35 

Disbursements 

Printing,  Notices,  Postage  ® 

General  Meeting  Expense  © 

Special  Meeting  Expense® 

Honorarium  for  Secretary 

45.31 
259.64 

8.00 
59.00 

8'l5 

12.51 

154.48 
39.93 

10.00 
125 . 00 

16^15 

46.86 

113.24 

1.14 

58.29 
22.50 
53.89 
50.00 

8.60 
10.00 

0.12 

109 . 00 

98.74 

62.50 
34.65 
94.35 

60.00 

3.55 

180 . 00 

89.54 

57.64 

129.21 

50.00 
125.15 

2.80 

300 . 00 
3.30 

42.72 
7.75 
45.05 
25.00 
12.55 

15^00 

15.58 
220.43 
218.22 

10.00 

11.00 

5.00 
57.43 

26^00 
0'45 

40.98 
27.52 
15.25 

Stenographic  Services 

Headquarters  Building  Fund 

Travelling  Expenses  © 

Subscriptions  to  other  organizations .  .  . 
Subscriptions  to  The  Journal 

1Ï 

2i 

9( 

L00 
L00 

L00 

i 
5^ 

)00 
L00 

Special  Expenses 

Miscellaneous 

Professional  Assn.  Registration  Fees.  .  . 

Total  Disbursements 

Surplus  or  Deficit 

380.10 

20.72 

210.56 

518.17 
102.26 
103.57 

128.14 
1349 

203.40 

4.53 

93.14 

642.79 

24.15 
220.41 

757.64 
100.21 
280.55 

148 . 07 
38.36 
40.27 

475.23 

67.27 

230 . 14 

88.88 
27.70 
89.03 

142.75 
49.40 

Balance  as  of  December  31,  1941 

2bl 

L06 

20Î 

L92 

©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. 


94 


February,  1942    THE  ENGINEERING  JOURNAL 


F  THE  BRANCHES  AS 

»  AT  DECEMBER  31,  1941 

JS 

s 

se 

s 

-H 

es 

h 

0 

es 

h 
S 

o 

es 

«"3 

h     /. 

-  S 

M'- 
es  - 

es 
es 

0 
u 
0 

A 

h 
V 

A 

es 

4) 

3 
M 

A 

0 

•H 

S 

J3 
u 
— • 

es 

«■S 

0 

0 
u 

> 
3 
0 
o 

S 

es 
•m 

ta 

0 

60 

a 
a. 

S 
3 

•m   « 

V 

es 

es 

w    03 

es 

es 

0 

es 

•H 

^ 

s 

ZB, 

O 

0. 

<y 

■J) 

X 

c/3>- 

Gfi 

Cfî 

r* 

> 

> 

5* 

3 

2 

1 

1 

17 

780 

63 

290 

30 

82 

50 

29 

30 

98 

18 

348 

120 

44 

125 

5 

149 

15 

34 

13 

13 

16 

5 

17 

10 

5 

53 

7 

2 

13 

4 

359 

25 

38 

15 

18 

20 

8 

19 

38 

2 

78 

10 

5 

66 

16 

4 

3 

1 

3 

2 

10 

5 

3 

26 

1307 

107 

367 

58 

114 

89 

44 

66 

146 

25 

490 

142 

52 

207 

4 

47 

9 

51 

21 

18 

3 

25 

4 

71 

36 

12 

1 

46 

9 

17 

4 

19 

9 

5 

4 

7 

3 

17 

14 

9 

3 

2 

5 

7 

24 
2 

1 

15 
2 

4 
1 

4 
1 

26 

1 

24 
2 

15 

9 
1 

5 

2 

2 

15 

92 

10 

77 

31 

27 

3 

58 

8 

114 

65 

31 

55 

13 

24 

41 

1399* 

117 

444 

89 

141 

92 

102 

74 

260 

90 

521 

197 

65 

231 

41 

1350 

133 

438 

91 

139 

71 

93 

94 

220 

98 

541 

199 

57 

220 

4 

6 

10 

19 

7 

12 

1 

7 

•For  voting  purposes  only,  there  should  be  added  to  Montreal  Branch,  an  additional  309  members,  186  being  resident  in  the  United  States,  98 
ritish  possessions  and  32  in  foreign  countries. 


6.39 

1,688.27 

309 . 14 

572 . 76 

166 . 59 

99.66 

279.39 

282.21 

84.63 

20.94 

392.11 

964.85 

192.93 

106.30 

214.82 

8.23 

1,960.88 

224 . 55 

630.88 

152.90 

272.33 

143.89 

132.05 

121.58 

2.35 
271.43 

147.07 

685 . 24 

315.65 

102.50 

348.45 

5.00 

73.00 

39 .  55 

54.00 

14.00 

33.00 

3.00 

35.00 

2.15 

13.85 

1.50 

45.72 

0.75 

0.96 

6.04 

1.85 

0.40 

22.50 

819.45 

81.39 
23.00 

2.96 
379.00 

385 . 55 

70.00 
40.85 

34.83 

94.00 

269 . 83 

99.15 

17.00 

40.87 
63.03 

5.38 

2,867.18 

369.99 

1,112.56 

167.65 

658.84 

143.89 

242.90 

156.41 

294.72 

280.11 

956 . 42 

415.20 

122.50 

509.85 

8.65 

817.90 

79.70 

147 . 22 

50.14 

82.04 

26.10 

51.32 

28.77 

35.26 

18.12 

130.30 

64.00 

20.00 

134.85 

0.91 

107.65 

40.30 

46.50 

173 . 50 

19.00 

5.00 

17.63 

139.28 

121.86 

190.15 

65.00 

49.02 

3.90 

1,098.36 

34.98 

217.45 

34.38 

358 . 04 

77.01 

120.50 

28.21 

39.40 

257 . 00 

9.65 

14.77 

5.00 

300 . 00 

75.00 

100.00 

25.00 

58.00 

25.00 

125.00 

50.00 

35.00 

50.00 

0.00 

120.00 

3.00 

25.00 

9.00 

10.00 

5.00 

14.00 

1.00 

20.00 

1.75 

20.00 

73.58 

23.15 

379 . 00 

40.85 

100.00 

99.00 

60.00 

64.00 

49.53 

9.75 

8.10 

23.55 

22.23 

17.20 
10.00 

8.00 

32.00 

16.30 

6.00 

6.00 

10.00 

14.00 

68.29 

100.00 

30.00 

59.50 

62.56 

26.15 

480.00 

34.68 

7.21 

100.88 

53 .  07 

3.30 

2.02 

0.85 

14.56 

0.79 

2.66 

1.00 

21.50 

26.13 

2.50 

10.00 

3.67 

2,768.19 

382.18 

857.74 

199.82 

724 . 60 

193 . 62 

267 . 23 

130.10 

271.43 

316.38 

1,231.15 

324 . 13 

128.90 

391.32 

8.29 

98.99 

12.19 

254.82 

32.17 

65.76 

49.73 

24.33 

26.31 

23.29 

36.27 

274.23 

91.07 

6.40 

118.53 

8.10 

1,787.26 

296.95 

827.58 

134.42 

33.90 

220 . 66 

257.88 

110.94 

44.23 

355.84 

690.62 

284.00 

99.90 

333.35 

E  ENGINEERING  JOURNAL     February,  1942 


95 


Jan.  24 — Dinner  meeting  at  the  Leonard  Hotel,  St.  Catharines.  The 
speaker,  Professor  R.  W.  Angus,  gave  an  illustrated  talk 
on  The  History  of  the  Development  of  Water  Tur- 
bines and  Pumps. 

Mar.  21 — Dinner  meeting  at  the  Reeta  Hotel,  Welland.  The  speaker, 
Mr.  H.  B.  Chambers,  of  the  Atlas  Steel  Company,  gave 
an  illustrated  talk  on  Some  Fundamental  Steel  Char- 
acteristics of  Special  Interest  to  Engineers. 

May  16 — Joint  dinner  meeting  with  the  Ontario  Chapter  of  the 
American  Society  for  Metals,  held  at  the  Leonard  Hotel, 
St.  Catharines.  The  speaker,  Mr.  0.  W.  Ellis  of  the 
Ontario  Research  Foundation,  talked  on  Forgeability 
as  applied  to  both  ferrous  and  non-ferrous  metals. 

June  16 — Annual  dinner  meeting  held  at  the  General  Brock  Hotel, 
Niagara  Falls.  After  the  dinner,  the  newly  elected  branch 
officers  and  executive  were  introduced  to  the  membership. 
The  speaker,  Mr.  E.  L.  Durkee  of  the  Bethlehem  Steel 
Company,  gave  a  talk  on  The  Erection  of  the  Steel 
Superstructure  of  the  Rainbow  Bridge.  This  most 
interesting  talk  was  illustrated  with  three  reels  of  motion 
pictures. 

Oct.  29 — Dinner  meeting  held  at  the  General  Brock  Hotel,  Niagara 
Falls.  The  principal  speaker  was  Dr.  Shortridge  Hardesty 
of  Waddell  and  Hardesty,  New  York,  who  spoke  on  The 
Rainbow  Bridge  from  the  viewpoint  of  design.  Mr.  E.  L. 
Durkee,  resident  engineer  of  the  Bethlehem  Steel  Com- 
pany, provided  a  running  commentary  to  the  Bethlehem 
Steel  Company's  movie  on  the  construction  of  the  bridge. 
The  co-operation  of  the  Niagara  Falls  Bridge  Commission 
is  appreciated  for  making  this  meeting  possible,  and  for 
opening  the  work  to  inspection  in  the  afternoon. 

Nov.  20 — Joint  dinner  meeting  with  the  Niagara  Group  of  the  Amer- 
ican Institute  of  Electrical  Engineers,  held  at  the  Wel- 
land House,  St.  Catharines.  The  speaker,  Mr.  J.  W. 
Bateman  of  the  Canadian  General  Electric  Company, 
gave  a  talk  and  demonstration  on  Some  Interesting 
Applications  of  Light,  Ultra-Violet  and  Infra-Red 
Radiations. 

OTTAWA  BRANCH 

During  the  year  the  Managing  Committee  held  ten 
meetings  for  the  transaction  of  general  business. 

It  is  with  deep  regret  that  we  report  the  deaths  of  four  of 
our  members:  W.  M.  Johnstone,  m.e.i.c,  J.  A.  Vermette, 
m.e.i.c,  A.  C.  Wright,  m.e.i.c,  and  J.  A.  Lamoureux, 
m.e.i.c,  of  Fort  Coulonge,  P.Q. 

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  "Technical  Methods  of  Analysis"  by  Griffin  was  pre- 
sented 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.      9 — Evening  meeting,  Auditorium,  National  Research    Council 
Building.  Annual  meeting,  Ottawa  Branch,   E.I.C.  Ad- 
dress by  Dr.  C.  A.  Robb,  Gauges  for  Mass  Production 
(80). 
Jan.    30 — Air   Raid   Precautions,   by    Mr.    Alan   Hay,    Consulting 

Engineer,  Federal  District  Commission  (96). 
Feb.   13 — Military  Explosives,  by  Mr.  E.  T.  Sterne,  Allied  War  Sup- 
plies (122). 
Feb.   27 — Planning  and   Construction  of  Aerodromes,   by   Mr. 

G.  L.  McGee,  Department  of  Transport  (114). 
Mar.  13— Fighter  Squadron,  by  Flying  Officer  H.  T.  Mitchell  (145). 
Mar.  27 — Research  and  Security,  by  Mr.  L.  A.  Hawkins,  General 

Electric  Company,  Schenectady,  N.Y.  (76). 
April  10 — Evening  Meeting,  Auditorium,  National  Research  Council 
Building.  Mr.  A.  E.  Davison,  Hydro  Electric  Power  Com- 
mission   of    Ontario,    spoke    on    Dancing    Cables    and 
Bridges  (198). 
Aug.  17 — Visit  of  members  of  the  Ottawa  Branch  and  their  friends  to 
the    Royal    Canadian    Engineering   Training   Centre   at 
Petawawa  on  invitation   of    the    Commanding    Officer, 
Lieut.-Col.  J.  P.  Richards  (80). 
Oct.    23 — The  Role  of  Research  in  War,  by  Dr.  C.  J.  Mackenzie, 

Acting  President,  National  Research  Council  (105). 
Nov.  20 — The  Royal  Canadian  Navy  1911-1941,  by  Commander 

H.  N.  Lay,  Naval  Service  Headquarters,  Ottawa  (105). 
Dec.     4 — Air   Co-operation,   by   Squadron   Leader   W.    W.    Ross, 

R.C.A.F.  Station,  Rockcliffe  (77). 
Dec.   18 — Construction  Features  of  the  Barrett  Chute  Develop- 
ment, by  Mr.  A.  L.  Malcolm,    Hydro   Electric  power 
Commission  of  Ontario  (81). 


PETERBOROUGH  BRANCH 

The  following  meetings  were  held  during  the  year  1941, 
with  attendance  shown  in  brackets: 

Jan.  16 — Power  Transmission,  A.  E.  Davidson,  Electrical  Engin- 
eering Dept.,  Hydro  Electric  Power  Commission,  To- 
ronto, Ontario  (66). 

Feb.  13 — Modern  Trends  in  Industrial  Applications,  L.  E. 
Marion,  Apparatus  Sales  Dept.,  Canadian  General 
Electric  Co.  Ltd.,  Toronto,   Ontario   (33). 

Feb.  27 — -Processing  of  Copper,  C.  L.  Sherman,  Metallurgist, 
Phillips  Electrical  Works  Ltd.,  Brockville,  Ontario  (51). 

Mar.  20 — Juniors  and  Students  Night.  Some  Aspects  of  Railway 
Signalling,  J.  M.  Mercier,  Test  Dept.,  Canadian  General 
Electric  Co.  Ltd.,  Peterborough  (64). 

April  24 — Carrier  Current  for  Peak  Load  Control,  A.  L.  Malby, 
Industrial  Control  Eng.  Dept.,  Canadian  General 
Electric  Company  Ltd.,  Peterborough  (39). 

May  15 — Annual  Meeting  and  Election  of  Branch  Executive  (36). 

Sept.  27— Joint  Meeting  E.I.C,  Peterborough  Branch  and  A.I.E.E., 
Toronto  Section.  Short  Time  Rating  of  Electrical 
Equipment.  (108). 

Oct.  23 — Plastics,  A.  E.  Byrne,  Appliance  and  Merchandise  Dept., 
Canadian  General  Electric  Co.  Ltd.,  Toronto  (30). 

Nov.  6— The  220,000  Volt  System  of  the  H.E.P.C.,  A.  H.  Framp- 
ton,  Assistant  Electrical  Engineer,  Hydro  Electric 
Power   Commission,    Toronto,    Ontario    (46). 

Nov.  18 — Annual  Dinner.  Attended  by  President  C.  J.  Mackenzie, 
Vice-Presidents  de  Gaspé  Beaubien  and  K.  M.  Cameron 
and  other  guests  (72). 

Dec.  11 — The  causes  of  Accidents  to  Electrical  Equipment, 
C.  A.  Laverty,  Engineer  and  Electrical  Inspector,  Boiler 
Inspection  and  Insurance  Co.,   Montreal   (24). 

The  number  of  Branch  Executive  meetings  held  during 
year  1941-7. 

Special  Committees 
Meetings  and  Papers  Committee — A.  J.  Girdwood,  jr.E.i.c 
Social  and  Entertainment  Committee — R.   L.   Dobbin, 

M.E.I.C 

Membership  and  Attendance  Committee — A.  L.  Malby, 
jr.E.i.c;  J.  M.  Mercier,  s.e.i.c 

Branch  News  Editor — E.  W.  Whiteley,  jr.E.i.c 

Auditor— E.  R.  Shirley,  m.e.i.c 

Peterboro  Representative  on  Nominating  Committee — 
W.  M.  Cruthers,  m.e.i.c 

QUEBEC  BRANCH 

Ten  general  branch  meetings  were  held  through  the  year: 
as  listed  below  with  the  attendance  given  in  brackets. 

Jan.  27 — Municipal  Management  by  an  Engineer,  by  Robert 
Dorion,  m.e.i.c,  Manager  of  Shawinigan  Falls,  Quebec 
(45). 

Feb.      8 — Annual  Branch  Dance  at  Quebec  Winter  Club  (116). 

Feb.  17 — Nickel  Industry,  sound  films  presented  at  Palais  Mont- 
calm Theatre  (200). 

Feb.  28 — Mining  and  its  Importance  in  the  War,  by  Hon.  T.  A. 
Crerar,  at  a  luncheon-meeting,  Château  Frontenac. 
(Joint  meeting  with  Canadian,  Rotary  and  Kiwanis 
Clubs). 

Mar.  10 — The  Engineer  and  Hydroelectric  Development,  by 
MM.  Huet  Massue,  m.e.i.c,  and  Guy  Rinfret,  m.e.i.c, 
sponsored  by  Shawinigan  Water  &  Power  Co.  (500). 

April  28 — Visit  to  the  Building  and  Laboratories  of  the  New  Science 
Faculty,  Laval  University,  and  film  presentation  Tacoma 
Bridge  Disaster  (50). 

Sept.  15 — First  Annual  Golf  Tournament  at  Royal  Quebec  Golf 
Club  (44). 

Nov.  15 — President  C  J.  Mackenzie  visit  and  Institute's  Regional 
Council  Meeting  at  Chateau  Frontenac  (37). 

Dec.  1 — General  Annual  Meeting  and  election  of  Officers  of  the 
Quebec  Branch.  Film  Colourful  Gaspesian  Tour,  by 
Alex.  Larivière  (55). 

Dec.  15 — Technical  Principles  of  Radio-Communication,  by 
G.  E.  Sarault,  chief  engineer  C.B.F.  Radio-Canada  and 
"Rambling  Radio-Canada  Stations"  films  in  Techni- 
color, which  Mr.  Aurèle  Séguin  of  C.B.C.  explained  (200). 

During  the  year  six  meetings  of  the  Executive  Com- 
mittee were  held,  at  which  the  attendance  averaged  seven,  or 
sixty-five  per  cent. 


96 


February,  1942    THE  ENGINEERING  JOURNAL 


SAGUENAY  BRANCH 

The  branch  held  the  following  meetings  during  the  year: 

an.  14 — Experiences  of  an  Engineer  in  China,  by  A.  T.  Cairn- 
cross  of  the  Aluminum  Co.  of  Canada  Limited. 

eb.  21 — Combustion  Boiler  Installations,  by  W.  H.  D.  Clark, 
Chief  Engineer  of  the  Combustion  Engineering  Cor- 
poration. 

lar.  28 — Engineering  in  the  Battle  of  France,  by  Jean  Flahault, 
Aluminum  Co.  of  Canada  Limited. 

lay  2 — Film  showing  Tacoma  Bridge  Disaster.  Also  Electric 
Welding  and  Brazing  of  Copper  and  Aluminum,  by 
H.  Brayne  of  the  Aluminum  Co.  of  Canada  Limited. 

lay  28 — Film  on  Fighting  Oil  Fires  by  the  Water  Fog  Method, 
shown  by  the  Rockwood  Sprinkler  Co. 

uly     4 — Annual  Meeting  and  election  of  Executive  Committee. 

ug.  22 — Sub-surface  Engineering,  by  Professor  R.  F.  Legget  of 
the  University  of  Toronto. 

let.  14 — Construction  Problems,  by  V.  G.  Younghusband,  Vice- 
President  of  the  Foundation  Co.  of  Canada. 

fov.  25 — The  General  Principles  of  Petroleum  Oil  Refining,  by 
C.  D.  McCoy,  Oil  Refining  Division  of  Foster  Wheeler 
Corporation. 

)ec.  16 — Road  Building,  by  J.  A.  E.  Gohier,  Chief  Engineer  of  the 
Quebec  Roads  Department. 

SAINT  JOHN  BRANCH 

Six  meetings   of  the   Executive   Committee   were   held 
uring  the  year,  and  five  general  branch  meetings  were 
teld,  as  follows.  Attendance  is  given  in  brackets: 
an.    15 — Annual  joint  dinner  meeting  with  the  Association  of  Profes- 
sional Engineers  of  the  Province  of   New  Brunswick.   A 
paper  on  The  LaTuque  Development  was  presented 
by  J.  A.  McCrory,  of  Shawinigan  Engineering  Co.  (42). 
lar.  21 — Supper    meeting.    An    International    Nickel    Co.    four-reel 

picture  The  Nickel  Industry  was  shown  (16). 
ipril  18 — Evening  meeting.   A  two-reel  film  The  Tacoma   Bridge 
Disaster  was  shown,  followed  by  several  coloured  reels 
of  New  Brunswick,  shown  by  H.  P.  Lingley  (20). 
lay  16 — Annual  dinner  and  election  of  officers  of  the  branch.  Special 
guests   were   Dean   C.   J.    Mackenzie,    President   of   the 
Institute,  K.  M.  Cameron,  Vice-President  for  Ontario, 
J.    A.    Vance   and   H.    Massue,    Councillors,    L.    Austin 
Wright,   General  Secretary,   R.  L.   Dobbin  and  G.   A. 
Gaherty.  The  president  spoke  on  the  relation  of  the  en- 
gineer and  the  engineering  profession  to  the  War  (43). 
)ec.  11 — Supper  meeting.  Address  on  Mechanization  in  War,  by 
G.  W.  Berry,  Manager  of  the  Ford  Motor  of  Canada  at 
Saint  John,  illustrated  by  a  film  "Tools  for  the  Job."  (33). 

ST.  MAURICE  VALLEY  BRANCH 

The  following  meetings  were  held  by  the  Branch  this  year: 

A&r.  22 — Annual  dinner  meeting  at  the  Cascade  Inn,  Shawinigan 
Falls.  Retiring  Chairman  C.  H.  Champion  introduced  the 
newly  elected  chairman,  Dr.  A.  H.  Heatley,  of  Shawinigan 
Falls.  L.  Austin  Wright,  general  secretary,  spoke  on 
The  Wartime  Bureau  of  Technical  Personnel. 

Ipril  29 — Meeting  was  held  at  the  Laurentide  Club,  Grand' Mère.  The 
guest  speaker  was  Dr.  P.  L.  Pratley,  who  gave  a  brief 
outlook  on  the  design  of  suspended  bridges.  The  Institute 
film  Tacoma  Bridge  Failure,  was  shown. 

SASKATCHEWAN  BRANCH 

Twenty-four  members  of  the  Branch  are  on  active  service 
vith  His  Majesty's  Forces,  nine  being  overseas  and  all 
îolding  commissions  in  the  Navy,  Army  or  Air  Force. 

As  in  the  past  several  years  all  meetings,  except  the 
innual  and  one  special  meeting,  were  held  jointly  with  the 
association  of  Professional  Engineers  and  the  local  branch 
)f  the  American  Institute  of  Electrical  Engineers.  The 
arogramme  for  the  year  was  as  follows  : 

Ian.    24 — The   Making   and   Shaping    of  Steel,   a    nine-reel    film 

loaned  by  the  United  States  Bureau  of  Standards. 
Feb.   21 — Annual  Meeting. 
Mar.  21 — Air  Gunnery  and   Bombing,  by   F/L.   Geo.   Thornber, 

illustrated  by  lantern  slides. 
Sept.  25 — Special  meeting  to  meet  President  C.  J.  Mackenzie, 
^ov.  21 — The  Tacoma  Bridge,  a  two-reel  film  depicting  structural 

problems  and  failure  after  four  months  of  life. 
Dec.   16 — Talk  by  Major  T.  G.  Tyrer  giving  personal  reminiscences  of 

his  recent  military  trip  overseas. 


The  average  attendance  at  the  meetings  was  46,  a 
decrease  of  11  from  last  year,  explainable  in  part  by  the 
fact  that  a  number  of  the  members  are  asbent  on  active 
service. 

SAULT  STE.  MARIE  BRANCH 

The  Executive  Committee  met  on  January  8th,  1941,  and 
appointed  standing  committees.  The  committees  and  the 
chairman  are  as  follows: 

Papers  and  Publicity J.  S.  Macleod,  m.e.i.c. 

Entertainment J.  L.  Lang,  m.e.i.c. 

Membership A.  H.  Russell,  m.e.i.c. 

Legislation  and  Remuneration.  .  .F.  Smallwood,  m.e.i.c. 

Junior  Engineers N.  C.  Cowie,  jr. e. i.e. 

It  will  be  noted  that  an  additional  committee,  the  Junior 
Engineers'  Committee,  was  formed  this  year.  A  meeting  was 
held  this  year  under  the  auspices  of  the  Junior  Engineers' 
Committee.  This  committee  also  furnished  the  Papers  Com- 
mittee with  an  additional  speaker  during  the  year. 

The  executive  met  three  times  during  the  year  to  conduct 
and  promote  the  activities  of  the  Branch  and  Institute. 

Seven  dinner  meetings  were  held  during  the  year.  The 
average  attendance  was  20  members  and  guests.  While  the 
meetings  were  usually  held  on  the  last  Friday  of  the  month, 
this  was  not  a  rigid  rule  as  some  were  arranged  to  suit  the 
convenience  of  the  speaker. 

Programmes  of  the  meetings  held  were  as  follows  : 

Jan.    31 — Installation  and  Operation  of  Modern  Strip  Mills,  by 

L.  F.  McCaffrey. 
Feb.   28 — Kilowatts,  Horse-power  and  Water,  by  N.  C.  Cowie, 

Jr.  E.I.C. 
Mar.  21 — The  Queen  Elizabeth  Highway,  by  A.  L.  MacDougall. 
April  22 — The  St.  Lawrence  Deepening  and  Its  Possibilities,  by 

J.  H.  MacDonald. 
Sept.  26 — Blast  Furnace  Plant  of  the  Algoma  Steel  Corporation, 

T.  F.  Rahilly,  Jr.  e.i.c. 
Nov.  28 — The  Steel  Industry,  by  David  L.  Mekeel. 
Dec.   12 — Annual  Meeting  and  Tacoma  Bridge  Film. 

TORONTO  BRANCH 

The  annual  meeting  of  the  Branch  was  held  at  the  Granite 
Club  on  Thursday,  April  3rd,  1941.  The  meeting  was  pre- 
ceded by  a  dinner  at  7  p.m.,  at  which  several  represent- 
atives from  the  outside  branches  and  sister  societies  were 
present.  Among  these  J.  A.  Vance,  Councillor,  London 
Branch;  Prof.  W.  G.  Mcintosh,  representing  the  A.S.M.E.  ; 
Norman  J.  Howard,  President  American  Waterworks  As- 
sociation; Stanley  R.  Frost,  President,  Association  of  Pro- 
fessional Engineers  of  Ontario;  A.  R.  Hannaford,  Secretary- 
Treasurer,  Hamilton  Branch;  J.  M.  Thomson,  representing 
the  A.I.E.E.  ;  Wills  Maclachlan,  representing  the  Royal 
Canadian  Institute  and  Bruce  Wright  representing  the 
Ontario  Association  of  Architects. 

During  the  past  year  the  executive  committee  has  held 
nine  meetings  with  an  average  attendance  of  eight  members. 

The  regular  meetings  held  during  the  year  are  listed 
below  with  attendance  given  in  brackets: 

Jan.  16 — Student's  Competition.  Relay  Protection  of  Transfor- 
mers, by  P.  B.  Smith;  The  Co-Axial  Cable  in  Tele- 
phone Transmission,  by  G.  M.  Nixon..  Wind  Tunnel 
Testing,  by  D.  P.  MacVannell.  Estimation  of  Aircraft 
Performance,  by  B.  Etkin.  A  Modern  Method  of 
Placing  Concrete,  by  W.  D.  Ramore.  Future  Trend  in 
Aircraft  Design,  by  J.  W.  Ames  (55). 

Feb.  20 — The  Helen  Mine  and  Bénéficia  ting  Plant,  by  George  W. 
MacLeod,  m.e.i.c.  (70). 

Mar.  8 — The  Achievements  of  Engineering,  by  Professor  C.  R. 
Young,  m.e.i.c,  This  was  a  joint  meeting  with  the  Royal 
Canadian  Institute. 

Mar.  20 — Ground  Line  Preservation  of  Poles,  by  T.  H.  Chisholm. 
Measurement  and  Control  of  Conductor  Vibration, 
by  G.  B.  Tebo.  Fatigue  of  Metals,  by  D.  G.  Watt. 
Recent  Developments  in  Concrete  Technology,  by 
R.  B.  Young.  This  was  a  session  on  research  development 
and  given  by  members  of  the  Research  Laboratory  of  the 
Hydro-Electric  Power  Commission  of  Ontario  (70). 


THE  ENGINEERING  JOURNAL     February,  1942 


97 


Oct.     16 — Plastic  Moulded   Wood   in  Aircraft   Construction,   by 

Mr.  J.  W.  Jakimiuk  (100). 

Nov.  6 — Air  Bombing  and  Structural  Defence,  by  D.  C.  Ten- 
nant,  m.e.i.c.  (180). 

Nov.  29 — What  Use  the  Engineer  Makes  of  Geology,  by  Professor 
H.  Ries.  This  was  a  joint  meeting  with  the  Royal  Cana- 
dian Institute. 

Dec.  4 — Water  Situation  in  Southern  Ontario,  by  Prof.  A.  F. 
Coventry.  Forestry  Situation  in  Ontario,  by  Mr.  F.  A. 
MaeDougall.  Public  Health  in  Ontario  and  Conser- 
vation, by  Dr.  A.  E.  Berry,  m.e.i.c.  Introduction  of  the 
speakers  and  the  film  The  River,  by  Professor  R.  F. 
Legget,  m.e.i.c.  (400). 

Dec.  8 — Fluorescent  Lamps  and  Lighting  Materials,  by  Mr. 
Harris  Reinhardt.  This  was  a  joint  meeting  with  the 
I.R.E.;  I.E.S.  and  A.I.E.E. 

Previous  to  each  regular  meeting,  dinner  has  been  held  in 
Hart  House.  These  have  been  well  attended  and  enjoyed  by 
all  who  have  availed  themselves  of  the  opportunity  to 
attend. 

A  Social  Evening  was  held  on  Saturday  evening,  January 
11th,  for  the  members  and  their  wives  at  the  Engineers' 
Club.  The  President,  Dr.  T.  H.  Hogg  and  Mrs.  Hogg,  the 
chairman  of  the  Branch,  Nicol  MacNicol  and  Mrs.  Mac- 
Nicol,  received  the  guests.  Dinner  was  served  and  was  fol- 
lowed by  entertainment.  There  were  143  present  on  this 
occasion. 

It  is  with  deep  regret  that  we  record  the  death  of  the 
following  members  of  the  branch  during  the  year: — A.  S. 
Cook,  H.  B.  Kippen,  Brig.-Gen.  C.  H.  Mitchell,  Grant 
Moloney  and  R.  F.  Uniacke. 

VANCOUVER  BRANCH 

The  following  meetings  were  held  by  the  Branch  this  year: 
Jan.  20 — Programme  meeting  was  held  at  U.B.C.  Dean  J.  N.  Fin- 
layson,  chairman,  presided.  F.  O.  Forward,  associate 
professor  of  metallurgy,  and  W.  O.  Richmond,  assistant 
professor  of  mechanical  engineering,  were  the  guest 
speakers.  Their  subjects  were  The  Heat  Treatment  of 
Steel  and  The  Application  of  Material  Tests  to 
Design. 

Feb.  26 — Meeting  was  held  at  the  Hotel  Georgia.  The  chairman  pre- 
sided and  the  guest  speaker  was  Mr.  Ralph  Hull,  pro- 
fessor of  mathematics  at  U.B.C,  who  spoke  on  The 
Origin,  Theory  and  Dynamics  of  Tides. 

Mar.  7 — Meeting  was  held  at  U.B.C,  when  the  speaker  was  Mr. 
E.  C.  Gosnell,  chemical  engineer,  Lukens  Steel  Co.  of 
America.  His  subject  was  Clad  Metals,  their  Manufac- 
ture, Application  in  Industry  and  Anti-Corrosive 
Properties. 

Mar.  27 — Meeting  was  held  to  hear  an  address  by  A.  H.  Eggleton, 
manager  of  the  Industrial  X-Ray  Co.,  Vancouver,  on 
Industrial  Applications  of  the  X-ray. 

May  21 — Meeting  was  held  in  the  Georgia  Hotel.  The  vice-chairman, 
Mr.  W.  O.  Scott,  presided  in  the  absence  of  the  chairman. 
The  speaker  for  the  evening  was  Mr.  W.  N.  Kelly,  whose 
subject  was  Woodenwalls  and  Iron  Clads. 

Sept.  29 — Dinner  meeting  was  held  at  the  Hotel  Georgia  in  honour  of 
the  president,  Dean  Mackenzie.  He  gave  a  most  interest- 
ing address  on  The  National  Research  Council  and 
War  Work. 


Oct.  16 — Programme  meeting  was  held  in  the  Medical  Dental  build- 
ing. The  speaker  was  Mr.  Jack  Cribb,  superintendent  of 
West  Coast  Shipbuilders  Ltd.  His  subject  was  Some 
Marine  Salvage  Experiences  of  the  Pacific  Coast. 

Nov.  6 — The  guest  speaker  at  this  meeting  was  W.  O.  Scott,  vice- 
chairman  of  the  branch,  and  assistant  superintendent  of 
the  Dominion  Bridge  Co.  in  Vancouver.  The  subject  of 
his  address  was  Tool  Steels — their  Use  from  the  View- 
point of  the  Shop. 

VICTORIA  BRANCH 

Five  meetings  of  the  executive  committee  and  four  gen- 
eral branch  meetings  were  held  during  1941  as  follows: 
Jan.    17 — Dinner  meeting.  Annual  meeting  and  election  of  officers. 

Motion  pictures  of  interest  to  engineers  by  Mr.  D.  S. 

Scott. 
Oct.    27 — Dinner  meeting.  Address,  Spans  in  Time  and  Space,  by 

by  Sir  Heaton  Forbes  Robinson,  c.g.m.,  m.i.c.e. 
Nov.  10 — Dinner  meeting.   Tacoma    Bridge   Films,    together  with 

additional    pictures    and    explanations    by    Mr.    A.    L. 

Carruthers,  m.e.i.c. 
Dec.   16 — Nomination   luncheon   meeting.   Owing   to   the   prevailing 

blackout  in  the  Pacific  Coast  region,  a  general  meeting  of 

the  branch  called  for  early  in  December,  at  which  a  paper 

was  to  have  been  read,  had  to  be  postponed  to  a  later 

date. 

The  branch  regrets  to  report  the  loss  by  death  of  three  of 
its  Life  Members  during  the  year  in  the  persons  of  F.  J. 
O'Reilly,  J.  H.  Gray,  and  George  Phillips. 

Despite  the  loss  by  death  and  removals  to  other  jurisdic- 
tions, the  membership  of  the  branch  has  been  increased  by 
8  to  66,  mainly  through  transfer  of  members  of  HisMajesty's 
Services  to  this  branch  district.  Several  applications  for 
membership  are  at  present  under  consideration. 

WINNIPEG  BRANCH 

The  following  meetings  were  held  by  the  Branch  during 

the  year: 

Feb.  6 — Annual  meeting.  The  retiring  chairman,  H.  L.  Briggs  gave 
his  address  and  was  thanked  by  Professor  G.  H.  Herriott. 
Following  the  election  of  the  new  officers  a  sound  film 
entitled  There  is  a  difference  was  shown. 

April  3 — Meeting  in  the  Theatre  of  the  University  of  Manitoba. 
Two  coloured  movies  were  shown  through  the  courtesy 
of  the  Department  of  Mines  and  Natural  Resources  of 
the  Province  of  Manitoba.  Base  Line  Survey  was  pre- 
faced with  remarks  by  Mr.  H.  E.  Beresford,  director  of 
Surveys  and  The  Summerberry  Fur  Rehabilitation 
Project  had  a  running  commentary  by  the  Honourable 
J.  S.   McDiarmid,   Minister  of  Mines  and  Natural  Re- 


Sept.  24 — Luncheon  meeting  in  the  Georgian  Dining  Room  of  the 
Hudson's  Bay  Company.  D.  M.  Stephens,  vice-chairman, 
presided  in  the  absence  of  the  chairman.  We  were  privil- 
edged  to  have  as  guests  the  president,  vice-president  and 
general  secretary  of  the  Institute.  President  Mackenzie 
was  the  principal  speaker  at  the  meeting. 

Oct.    16 — Meeting  in  the   Broadway  Building  of  the  University  of 
Manitoba.  The  speaker  was  J.  C.  Trueman,  designini 
engineer,  Dominion  Bridge  Co.,  Winnipeg.  He  présente 
a   motion    picture    on   The   Tacoma    Bridge    Failure, 
introducing  the  picture  with  a  short  historical  paper 


J 


98 


February,   1942    THE  ENGINEERING  JOURNAL 


Abstracts  of  Current  Literature 


CALCUTTA  UNDERGROUND  RESERVOIRS 

From  Indian  Engineering  (Calcutta),  July,  1941 

Following  the  sanction  by  the  Government  of  Bengal 
for  the  construction  of  130  underground  reservoirs  in  Cal- 
cutta, work  is  in  progress  on  some  of  them  by  the  Cor- 
poration of  Calcutta  in  consultation  with  the  Chief  Officer 
of  the  Calcutta  Fire  Brigade.  These  are  being  constructed 
with  a  view  to  providing  an  alternate  source  of  unfiltered 
water  for  fighting  fires  that  might  be  caused  in  the  city 
by  air  raids.  The  reservoirs,  which  will  each  have  a 
capacity  of  about  8,000  gallons,  will  cost  about  HV2 
lakhs  of  rupees.  For  the  balance  of  the  reservoirs,  the 
Government  have  requested  the  Corporation  to  prepare 
a  list  of  sites. 

GASOMETERS 

From  Indian  Engineering  (Calcutta),  July,  1941 

Many  people  appear  to  think  that  if  a  bomb  explodes 
on  a  gasholder,  it  is  bound  to  blow  up.  In  general  it  has 
been  proved  in  Europe  that  the  gasholders  commonly 
used  are  comparatively  free  from  danger.  What  would 
happen  if  a  bomb  effects  a  direct  hit  on  a  gasholder  is  a 
troublesome  question,  but  it  does  not  follow  that  the  gaso- 
meter would  blow  up.  It  is  a  question  difficult  to  answer 
because  it  depends  on  many  factors,  viz.,  the  type  of 
holder,  its  age  and  amount  of  gas  in  store,  and  the  type 
of  bomb  with  which  it  has  been  struck.  There  are  two 
main  types  of  holders,  which,  between  them,  store  ap- 
proximately 90  per  cent  of  domestic  and  industrial  gas 
storage.  These  are  the  guide-framed  water-sealed  holder, 
and  the  spiral-guided  water-sealed  holder.  In  one  large 
undertaking  in  Britain  a  gasholder  received  a  direct  hit. 
The  incendiary  bomb,  on  contact  with  the  holder,  which 
was  two-thirds  filled,  burst  the  side  sheets  and  ignited 
the  gas;  two  high  explosive  bombs  following  penetrated 
the  same  lift,  burst  through  the  tank  plates,  and  exploded 
in  the  raft,  causing  a  large  hole  in  the  tank.  The  effect 
of  this  was  to  release  the  water.  Immediate  attention 
averted  worse  damage. 

BURMA  ROAD 

From  Indian  Engineering  (Calcutta),  July,  1941 

It  is  reported  that  a  determined  effort  is  being  made  to 
speed  up  the  transport  of  vital  supplies  to  China  via  the 
Burma  road.  As  a  step  towards  this  end,  all  the  Highway 
Administration's  engineering  bureaux  throughout  China 
which  have  hitherto  been  under  various  Government  De- 
partments are  to  be  placed  under  the  centralised  control  of 
the  Transport  Control  Board  of  the  National  Military 
Council.  Reports  are  to  hand  that  floods  and  landslides 
in  the  northern  Shan  States  of  Burma  have  interrupted 
traffic  on  the  China  Highway.  It  is  hoped  to  replace  a 
vital  wrecked  bridge  within  a  few  days.  Transport  in 
Burma  has  also  been  affected.  This  is  unfortunate,  but 
only  to  be  expected  at  this  time  of  the  year  with  the 
Monsoon  in  full  strength.  Moreover,  the  road  may  be 
bombed  again  by  the  Japs,  particularly  following  a  recent 
message  from  New  York  to  the  effect  that  President 
Roosevelt  recently  issued  a  proclamation  suspending 
"  foreign  discriminating  duties  on  tonnage  and  imposts 
within  the  United  States  "  in  respect  of  vessels  to  Burma 
and  their  cargoes.  This  is  apparently  designed  to  help  to 
expedite  the  flow  of  war  materials  to  China  over  the 
Burma  road. 


Abstracts    of    articles    appearing    in 
the   current   technical   periodicals 


AUSTRALIAN  MUNITION  INDUSTRY 

From  Trade  and  Engineering  (London),  November,  1941 

"No  business  in  the  history  of  Australia  has  been  ex- 
panded to  such  a  magnitude,  with  such  violence  and  under 
such  pressure,  as  the  vast  munitions  industry,  "  said  Mr. 
Menzies  recently.  The  amazing  growth  of  new  industries 
since  the  war,  he  added,  had  made  Australia  a  first-class 
manufacturing  country,  with  a  great  export  potentiality, 
and  had  laid  a  strong  foundation  for  a  new  peace-time 
order.  There  are  now  150,000  Australians  working  in  war 
industries,  of  whom  over  50,000  are  directly  engaged  in 
munition-making,  and  Mr.  Menzies  indicated  that  before 
the  end  of  1942  this  latter  number  would  be  increased 
threefold. 

In  the  last  war  munition-making  in  Australia  employed 
only  2,700  persons.  To-day,  in  South  Australia  alone, 
which  before  the  war  was  a  minor  industrial  State,  there 
are  already  more  persons  working  on  munitions  than 
there  were  in  Australia  by  the  end  of  the  last  War.  One 
of  South  Australia's  largest  industrial  enterprises,  Gen- 
eral Motors-Holdens,  is  over  90  per  cent  engaged  in  war 
production.  It  is  already  employing  20  per  cent  more 
hands  than  before  the  war  and  will  soon  employ  more. 
Over  5,000  workers  are  producing  in  its  plant  anti-tank 
guns,  large  presses  for  explosives,  bomb  bodies,  pontoons, 
folding  boats  and  aeroplane  parts.  The  hundredth  two- 
pounder  anti-tank  gun  produced  at  this  factory  was  re- 
cently delivered.  The  production  of  the  requisite  tough- 
ened steel  presented  a  problem  in  overcoming  which  Aus- 
tralian engineers  devised  new  forging  and  machining 
processes. 

Over  300  3-7  in.  anti-aircraft  guns  have  now  been  de- 
livered, the  Government  ordnance  factory  having  achieved 
an  output  in  excess  of  that  for  which  it  was  designed. 
Searchlight  units,  anti-aircraft  predicators,  and  telephone 
and  radio  equipment  for  anti-aircraft  posts  are  being  pro- 
duced. The  Bren  gun  is  in  mass  production,  and  the  uni- 
versal carrier,  a  development  of  the  Bren-gun  carrier,  is 
being  produced  at  the  rate  of  more  than  double  what  was 
expected  of  the  factory.  Hundreds  of  firms  in  all  parts 
of  the  Commonwealth  are  making  components,  and  four 
shops  will  soon  be  engaged  in  assembling  the  vehicles. 

Australia  is  making  her  own  lenses  for  optical  muni- 
tions such  as  range-finders,  telescopic  gun  sights  and  tank 
periscopes,  with  all  the  tools  essential  to  their  manufac- 
ture. Plans  for  the  establishment  in  Government  factories, 
in  Victoria  and  Queensland,  of  annexes  for  building  marine 
engines  for  the  standard  merchant  ships  which  the  Ship- 
building Commission  has  ordered  are  being  pushed  ahead. 
These  annexes  will  carry  the  heavy  engineering  capacity 
of  Australia  a  further  stage  forward.  The  Commission  in- 
tends to  foster  also  the  making  of  ships'  equipment  such 
as  compasses  and  chain  cable. 

Aircraft  Manufacture 

Working  round  the  clock  with  a  staff  of  800,  ultimately 
to  be  increased  to  1,200,  the  Commonwealth  Aircraft  Cor- 
poration's new  factory,  which  has  cost  £A1,500,000,  has 
begun  to  build  the  Pratt  and  Whitney  twin-row  Wasp 
engine,  the  production  of  which  will  lift  Australia  into  the 
ranks  of  the  principal  air  powers.  Factories  elsewhere 
have  long  been  producing  Gipsy  Major  and  single-row 
Pratt  and  Whitney  Wasp  engines.  With  the  twin-row 
engines  and  with  duralumin,  to  be  fabricated  at  the  Aus- 


THE  ENGINEERING  JOURNAL     February,  1942 


99 


tralian  Aluminium  Company's  new  workshops,  Australia 
can  build  some  of  the  speediest  aeroplanes  yet  designed. 
These  engines  will  be  used  in  the  Australian-built  Bristol 
Beaufort  bomber  and  in  the  new  twin-engined  fighter- 
bomber,  designed  by  Wing  Commander  L.  J.  Wackett, 
general  manager  of  C.A.C.,  and  also  in  a  new  British 
twin-engined  fighter  which  the  Government  hopes  to  pro- 
duce later. 

The  completion  of  the  works  in  under  20  months  from 
the  drafting  of  plans  to  the  beginning  of  manufacture 
sets  a  remarkable  standard  in  speedy  organization.  Be- 
fore the  war  experts  declared  that  Australia  could  not 
build  even  motor-car  engines,  yet  she  has  turned  out  150 
h.p.  and  600  h.p.  aero  engines  in  considerable  volume, 
and  now  she  is  about  to  produce  1,200  h.p.  aero  engines. 
Scores  of  engineering  firms  in  New  South  Wales,  Victoria, 
and  South  Australia  are  making  engine  parts  as  sub-con- 
tractors. The  factory  is  already  being  extended  to  facili- 
tate an  increasing  output  of  engines  for  new  types  of 
aircraft,  and  when  completed  it  will  be  comparable  to  the 
largest  aero-engine  factories  overseas.  The  magneto,  car- 
burettor, and  ball-bearings  of  the  twin-row  Wasp  are  im- 
ported but  the  magneto  will  soon  be  manufactured  in  Aus- 
tralia, and  later  the  other  parts  mentioned. 

The  Aircraft  Commission  estimates  that  of  a  total 
aeroplane  production  to  the  value  of  £A20i,000,000  in 
1942  exports  will  be  valued  at  over  £A12,000,000.  The 
Commission  expects  to  produce  over  1,000  aeroplanes  next 
year.  From  June,  1939,  when  C.A.C.  completed  its  first 
Wirraway,  to  the  end  of  December  next,  the  value  of  the 
industry's  output  will  be  £A10,000,000,  the  value  of  this 
year's  production  being  £A7,000.000. 

These  figures  give  some  indication  of  the  rapid  ex- 
pansion of  the  industry.  Already  Australia  is  producing 
far  more  training  machines  than  she  needs  for  herself, 
and  elementary  trainers  are  being  exported  at  the  rate  of 
50  a  month.  The  first  Bristol  Beaufort  assembled  in  Aus- 
tralia from  imported  parts,  with  certain  adaptations  to 
local  needs,  has  proved  a  faster  machine  than  its  oversea 
prototype.  It  attained  an  average  ground  speed  of  270 
m.p.h.  in  an  850-miles  flight  from  Melbourne  to  Brisbane 
— a  new  Australian  record.  Later,  in  a  non-stop  flight  of 
1,500  miles  from  Cairns  (Queensland)  to  Melbourne  in 
7%  hours  it  averaged  nearly  200  m.p.h.  against  a  head 
wind,  easily  the  best  combination  of  speed  and  distance 
an  aeroplane  has  achieved  in  Australia.  It  is  designed 
as  a  dive-bomber,  as  well  as  a  high-level  attack  machine, 
and  is  expected  to  be  exceptionally  fast.  Everything  is 
in  readiness  for  quantity  production  as  soon  as  it  has 
satisfactorily  completed  its  tests.  Many  of  its  compon- 
ents are  inter-changeable  with  those  of  the  Wirraway. 

THE  DEMAND  FOR  TECHNICIANS 

From  Indian  Engineering  (Calcutta),  July,  1941 

Some  of  the  results  of  the  Eastern  Group  Supply  Con- 
ference, held  at  Delhi  last  year,  are  now  becoming  visible. 
The  factories  and  workshops  of  this  country  are  pouring 
out  an  ever-increasing  stream  of  products  in  demand  for 
the  immediate  needs  of  war.  We  are  producing  more  and 
more,  some  of  the  things  are  a  mere  multiplication  and 
extension  of  established  industry,  others  are  new  to  us 
from  the  point  of  view  of  local  manufacture.  In  this  way, 
the  aim  to  increase  this  country's  contribution  to  the  para- 
mount task  of  victory  is  being  achieved.  All  India  should 
be  proud  of  the  contribution  we  have  made  already  to- 
wards the  great  defeats  of  the  Italian  Dictator's  ambi- 
tions in  Africa,  but  it  is  far  too  early  to  rest  on  our 
laurels.  A  lot,  a  great  lot  more,  remains  to  be  done.  We 
are  comparatively  still  only  at  the  beginning  of  our 
maximum  effort,  for  our  capacity  to  produce  is  immense. 
It  is  true  India  is  looked  upon  mainly  as  an  agricultural 


country,  which  she  is,  but  there  is  also  more  than  ample 
room  for  vast  industrial  enterprise  to  redress  the  balance 
of  a  one-sided  national  economy.  In  time  of  peace,  in- 
dustrialisation was  with  us  a  very  slow  process.  Many 
natural  and  artificial  obstacles  had  to  be  overcome,  and 
only  some  vital  emergency  provided  the  necessary  impetus 
for  more  rapid  strides  forward.  The  last  Great  War  set 
us  going,  and  the  present  still  greater  emergency  is  driv- 
ing us  forward  at  a  terrific  speed  for  the  habits  and  hesita- 
tions of  this  country.  Even  so,  when  compared  with  the 
more  industrialised  countries,  our  rate  of  progress  is  still 
far  too  slow,  in  spite  of  the  actual  stream  of  production 
now  flowing  to  supply  and  replenish  the  stores  and  equip- 
ment in  such  immense  demand.  There  are  two  very 
adequate  reasons  to  account  for  it  : —  There  is  first  the 
lack  of  trained  technicians,  and,  secondly,  the  difficulty 
of  securing  the  plant  and  tools  needed.  Gradually  both 
these  obstacles  will  be  overcome,  but  we  ought  not  to 
allow  this  opportunity  to  pass  without  learning  our  lessons. 
None  of  these  tremendous  obstacles  need  have  arisen  had 
we  taken  long  ago  a  wider  view  of  the  potentialities  of 
industry  in  this  vast  country,  with  its  immense  reserve  of 
raw  materials.  Had  we  given  sufficient  encouragement 
and  taken  steps  to  create  and  assemble  sufficient  cadres  of 
trained  technicians  in  the  years  gone  by,  industry  might 
well  at  this  time  have  been  sufficiently  ahead  to  largely 
resolve  the  difficulties  of  personnel  and  equipment  now 
encountered.  In  this  connection  it  is  no  less  useful  to 
consider  the  lack  of  enterprise  on  the  part  of  capital  and 
individuals  in  this  country,  as  well  as  the  wrong  bias  in 
the  educational  sphere.  In  both  these  spheres  we  have 
largely  failed  to  appreciate  the  needs  and  requirements 
of  the  present  age.  Let  us,  therefore,  keep  carefully  in 
mind  the  fact  that  the  present  vast  expansion  of  industrial 
enterprise  for  a  specific  purpose  is  bound  to  have  wide 
repercussions  later,  and  to  consider  the  remedies  needed 
to  repair  past  mistakes.  We  must  draw  the  moral  now 
for  future  guidance. 

DEVELOPMENT  OF  "BRISTOL"  AIRCRAFT 
GUN  TURRETS 

From    The  Engineer   (London),  November  21,   1941 

One  of  the  first  aeroplanes  to  be  fitted  with  an  enclosed 
gun  turret,  necessary  for  the  protection  of  the  gunner 
from  the  air  flow  at  high  speeds,  was  a  Bristol  machine, 
known  as  type  120,  which  was  developed  in  1930  and  1931. 
In  this  case  the  turret  was  mechanically  operated.  The 
first  Bristol  hydraulically  operated  power-driven  gun 
turret  was  developed  in  1935  and  fitted  in  the  nose  of  the 
Bombay  bomber  transport;  and  the  first  Bristol  power- 
operated  gun  turret  to  be  located  amidships  was  fitted  to 
the  Blenheim.  These  turrets  proved  of  great  value  from 
the  very  first,  enabling  the  air  gunner  to  aim  and  fire 
steadily  and  accurately  on  the  beam  when  flying  at  high 
operational  speeds. 

But  the  successful  development  of  the  power-driven 
gun  turret  depended  in  the  first  place  on  the  equally  im- 
portant development  of  the  successful  hydraulic  system, 
which  should  be  simple,  reliable,  and,  above  all,  light  in 
weight.  The  advantages  claimed  for  the  Bristol  hydraulic 
system  are  greater  flexibility  of  control,  a  quick  yet 
smooth  reversal  of  motion  without  shock,  a  useful  "  slip  " 
for  overloads  or  obstruction,  an  easily  convenient  loca- 
tion of  transmission  members,  and  the  use  of  relief  or 
control  valves  to  safeguard  against  overloading.  This 
hydraulic  system  was  developed  in  1935,  in  a  research 
department  specially  devoted  to  the  purpose.  Unit  testing 
was  undertaken  of  such  items  as  pumps,  control  valves, 
undercarriage  jacks  or  "rams",  and  flap  controls,  etc. 
The  most  important  development,  however,  resulted  from 
prolonged  and  active  research  into  the  design  of  suitable 
hydraulic  pumps,  as  the  existing  types  suffered  from  the 


100 


February,  1942    THE  ENGINEERING  JOURNAL 


drawbacks  of  insufficient  capacity  and  pressure  to  be 
suitable  for  the  requirements  of  high-performance  air- 
craft. The  plunger  type  of  pump  suffered  from  violent 
fluctuation  of  pressure,  which  caused  breakages;  so  that 
either  the  vane  type  had  to  be  employed  with  its  con- 
siderable limitations  for  high  pressures,  or  else  the  gear 
pump,  in  which  the  faults  were  that  it  was  difficult  to  get 
clearances  sufficiently  fine  to  reduce  the  "  slip  ",  and  when 
they  were  obtained  there  was  a  resulting  tendency  to 
seize  up.  The  first  "  Bristol  "  pump  was  tested  early  in 
1936.  It  was  a  multi-stage  gear  pump,  which  stepped  up 
the  pressure  very  considerably. 

Realising  that  existing  types  of  gear  pump  would  only 
work  satisfactorily  up  to  a  pressure  of  about  300  lb.  per 
square  inch,  several  such  pumps  were  placed  in  series.  To 
ensure  a  full  supply  of  oil  to  each  it  was  arranged  that 
the  output  from  each  unit  should  be  theoretically  in  excess 
of  the  requirements  for  the  succeeding  stage.  To  control 
the  output  from  each  section  a  small  adjustable  relief 
valve  was  introduced  between  the  stages.  This  design  has 
since  been  developed  to  the  extent  of  producing  a  practical 
three-stage  hydraulic  pump  which  will  give  pressures  of 
1,500  lb.  per  square  inch  or  more,  with  a  flow  of  6  gallons 
per  minute  at  normal  engine  revolutions. 

The  modern  pump  has  three  stages,  the  main  produc- 
tion version  covering  a  range  of  pressures  up  to  1,200  lb. 
per  square  inch,  with  a  delivery  up  to  180  gallons  per 
hour.  Actually  this  unit  is  known  in  the  industry  as  the 
B.H.  integral  type,  though  it  is  built  under  Bristol  patents. 
The  first  of  these  pumps  to  be  type  tested  completed  a 
hundred  hours'  test  satisfactorily  in  February,  1936.  It 
is  claimed  to  have  been  the  first  successful  hydraulic 
pump  to  meet  aircraft  requirements,  and  it  is  now  being 
produced  in  very  large  numbers  by  sub-contractors.  These 
hydraulic  pumps  form  part  of  the  back  cover  auxiliary 
equipment  for  all  types  of  aero-engines,  water-cooled  and 
air-cooled  radial  types,  British  and  American. 

The  Bristol  hydraulic  system  is  operated  as  an  open 
system,  thus  obviating  the  use  of  a  "  recuperator  "  or 
supplementary  air  pressure,  which  is  necessary  with  a 
"  closed  system  ",  involving,  as  it  does,  the  use  of  auxiliary 
pumps  operated  either  by  hand  or  by  motor. 

The  hydraulically  operated  gun  turret  on  the  Blenheim- 
was  small — having  only  a  30"  ring — and  it  was  housed  in  a 
low-drag  retractable  cupola  which  was  operated  mechan- 
ically. The  low  drag  of  the  Bristol  cupola  was  attained 
largely  by  the  use  of  a  moving  seat  for  the  gunner,  syn- 
chronised with  the  gun  movement.  Another  feature  of 
this  Bristol  turret  was  the  "  secondary  motion  "  of  the 
column  on  which  the  guns  were  mounted.  It  could  be 
operated  independently  to  enlarge  the  field  of  fire  and  to 
cover  such  areas  as  could  not  be  reached  by  normal  rota- 
tion. The  first  Blenheim  turret  was  fitted  with  one  Lewis 
gun  and  later  with  the  Vickers  G.O.  or  "  gas-operated  " 
gun.  This  turret  was  then  developed  for  twin  Browning 
guns,  with  which  it  is  fitted  to-day.  The  design  was  such 
that  it  could  be  manufactured  with  ordinary  engineering 
plant  without  requiring  unduly  skilled  labour.  It  was 
probably  the  only  turret  in  the  early  days  that  could  be 
sub-contracted  and  built  straight  from  the  drawings, 
while  the  hydraulic  system  could  be  serviced  by  the  or- 
dinary R.A.F.  personnel  in  the  Service  without  "  sending 
for  the  makers.  " 

The  fitting  of  a  power-operated  gun  turret  amidships  in 
the  fuselage  involved  the  problem  of  a  simple  and  efficient 
"  fire  cut-out  ",  as  well  as  "  gun  restrictor  gears  "  to  avoid 
shooting  off  the  tailplane,  fin,  wireless  masts  or  airscrew 
discs,  etc.,  or  fouling  the  fuselage  itself.  The  Bristol  tur- 
ret, it  is  claimed,  was  the  first  to  be  provided  with  a  com- 
pensator for  rotational  speeds  on  the  "  fire  cut-out  " 
mechanism.  It  ensures  that  a  minimum  of  "  cut-out 
cover  "  is  provided  for  slow  operational  speeds  of  rotation, 


the  cut-out  cover  being  automatically  increased  in  pro- 
portion to  the  increased  speed  of  rotation. 

A  special  gun  mounting  incorporating  a  "  harmonisa- 
ation  gear  "  and  a  shock  absorber  system  incorporated 
with  a  quick-release  mechanism  has  been  developed.  The 
"  harmonisation  gear  "  is  very  simple  and  enables  four 
guns  to  be  lined  up  quickly  and  independently  on  the 
target.  The  quick  release  device  enables  the  guns  to  be 
removed  at  the  touch  of  a  lever  and  to  be  as  easily  re- 
placed without  handling  anything  but  the  gun,  which  be- 
comes automatically  locked  in  position  when  it  is  pushed 
home. 

HIGH-SPEED  ARC  WELDING 

By  S.  G.  P.  de  Lange  and  E.  S.  Waddington 

From    Electrical  Review,   December   5,    1941 

In  devising  the  series  of  experiments  here  described  as 
to  the  possibility  of  obtaining  a  substantial  increase  in 
welding  speed,  it  was  decided  that  the  line  of  research 
should  be  bounded  by  the  following  limitations  : — ■  Ex- 
isting personnel  to  be  used;  cost  of  production  not  to  be 
more;  existing  machines  and  equipment  in  the  average 
works  to  be  used  with  a  minimum  of  additions  for  which 
reasonable  delivery  could  be  obtained  or  which  could  be 
fabricated  in  the  works  themselves;  the  process  to  be 
applicable  to  all  types  of  firms  and  to  shop  as  well  as  yard 
work  and  site  fabrication. 

These  limitations  ruled  out  such  methods  of  increasing 
production  as  the  use  of  automatic  welding  and  of  very 
heavy  electrodes,  leaving  two  alternatives  for  investiga- 
tion. The  first  was  the  use  of  normal  electrodes  with  in- 
creased currents  and  higher  operating  speeds.  Prelimin- 
ary tests,  however,  showed  that  currents  in  excess  of 
makers'  normal  recommendations  on  normal  types  of 
electrodes  resulted  in  a  very  small  increase  in  welding 
speed  and  in  considerable  difficulties  in  many  cases. 

The  second  possibility  was  the  use  of  electrodes  with  a 
high  depositing  speed  due  to  the  type  of  coating  em- 
ployed. Preliminary  investigation  of  theoretical  deposit- 
ing speeds  with  such  electrodes  showed  that  probable  re- 
sults would  be  so  striking  as  to  justify  complete  investi- 
gation and  the  obtaining  of  practical  proof.  Jigs  and 
mechanical  manipulators  are  not  dealt  with  because  they 
should  be  employed  with  either  type  of  electrode,  but  the 
speed  obtained  by  their  use  will  be  greatly  increased  with 
high-speed  electrodes. 


Table  1 


Speed  Of  Deposition 


Gauge  Unit  of  Deposit 


10  single  run 
8  single  run 
6  single  run 


30  grams. 
54  grams. 
60  grams. 


Time  per  unit  deposit 
in  one  foot  of  weld 

Not  more  than  70  sec. 
Not  more  than  90  sec. 
Not  more  than  90  sec. 


The  next  step  was  to  decide  the  specification  of  high- 
speed electrodes.  So  as  to  eliminate  the  human  element, 
since  the  actual  amount  of  deposited  metal  varies  to  a 
certain  extent  with  individual  welders,  the  speed  of  a  rod 
was  based  on  a  definite  weight  of  deposit  in  a  given  time, 
and  the  figures  in  Table  1  were  taken  to  represent  the 
minimum  depositing  times  for  a  high-speed  electrode. 
Other  deposit  weights  of  multi-runs  were  based  on  cal- 
culations from  these  figures. 

A  programme  of  experiments  was  then  drawn  up  with 
the  object  of  covering  a  large  number  of  welds  that  would 
prove  the  advantages  in  production  of  the  method  advo- 
cated, involving  the  minimum  of  variables  and  eliminat- 
ing as  far  as  possible  human  error.  As  it  was  essential  to 
obtain  tests  that  could  be  easily  compared  with  results 
in  practice  without  unnecessary  elaboration,  the  theor- 
etical depositing  efficiency,  power  consumption,  efficiency 
of  the  welding  plant,  extra  time,  cost  of  electricity,  weld- 
ing arc  and  energy  in  watts  were  not  incorporated  in  the 


THE  ENGINEERING  JOURNAL     February,  1942 


101 


tests.  An  efficiency  test  was,  however,  carried  out  on  all 
the  electrodes  used,  so  that  if  necessary  a  more  elaborate 
form  of  findings  could  be  presented  for  those  interested 
more  in  the  theoretical  side  than  the  practical  increase  in 
production. 

The  efficiency  test  consisted  in  taking  three  of  each 
type  and  gauge  of  the  electrodes  employed  on  the  speed 
tests,  removing  their  coating  and  weighing  the  core  wire. 
The  total  weight  of  the  three  selected  electrodes  was  di- 
vided by  three  so  as  to  give  the  average  weight  of  steel 
per  electrode.  The  electrodes  were  then  deposited  at  the 
makers'  recommended  currents  on  suitable  bases  of  steel. 
The  increased  weight  of  plate  after  welding  was  taken 
after  allowance  had  been  made  for  the  weight  and  length 
of  rod  remaining  in  the  holder.  The  weight  of  the  weld- 
ing deposit  was  taken  to  an  accuracy  of  half  a  gramme 
and  the  figure  of  the  percentage  yield  by  weight  was  used 
for  the  efficiency  of  the  electrode  in  question. 

In  the  tests,  pieces  of  mid-steel  plate  a/4,  %  and  y%" 
thick  were  taken,  the  length  of  each  piece  being  slightly 
in  excess  of  12".  The  plates  were  weighed  to  an  accuracy 
of  one  gramme.  A  large  number  of  pieces  were  prepared 
so  that  fillet  and  butt  welds  could  be  carried  out.  The 
fillet  welds  were  made  to  two  standards;  one  with  a  rea- 
sonable throat  thickness  such  as  is  common  practice  in 
many  works  and  suitable  for  a  large  number  of  ordinary 
production  jobs,  and  the  other  with  a  full-throat  thickness 
to  comply  with  British  Standard  Specification  No.  538. 
The  butt- weld  test  pieces  were  vee'd  to  70°. 

First  the  fillet  weld  tests  were  carried  out,  the  pro- 
cedure being  to  deposit  the  selected  electrode  with  the 
maximum  speed  and  the  highest  possible  current  that 
could  be  used  with  satisfactory  mechanical  and  physical 
properties.  After  welding,  the  test  pieces  were  thoroughly 
cleaned  and  accurately  weighed  in  order  to  ascertain  the 
amount  of  deposited  metal.  Exact  times  were  taken  with 
a  stop-watch  of  first-grade  accuracy  and  the  operating 
currents  were  measured  by  an  external  ammeter. 

For  the  butt  welds  a  similar  procedure  was  carried  out 
and  the  whole  of  the  results  were  brought  together  in  a 
large  number  of  tables  from  which  Table  2  is  quoted. 

De-slagging  times  were  not  taken  into  account,  as  these 
varied  very  considerably  with  the  different  makes  of 
electrodes.  The  high-speed  electrodes  employed  were  of 
the  instantaneous  de-slagging  types,  so  that  a  comparison 
that  included  these  times  would  be  even  more  favourable; 
also  if  the  efficiency  figures  had  been  used  in  the  calcula- 
tions, the  result  again  would  have  been  more  favourable, 
as  the  efficiency  of  the  high-speed  electrodes  varied  from 
89.5  to  96  per  cent,  compared  with  62.0  to  90.5  per  cent 
for  the  normal  electrodes. 

Table  2.  —  Savings  In  Man-Hours  And  Wages 
On  1  Million  Feet 


Average  man-hours  saved 
No.  of  (based  on  average  of 

Test  slowest  and  fastest 

normal   electrodes) 


Average  saving  Average 

(based  on  saving  in 

slowest  and  wages — at  2s 

fastest  times)  per   hour 
(per  cent.) 

32.9  930 

21.2  1027 

24.1  1180 

38.7  1597 

26.1  2430 

21.1  1722 

33.1  1194 

27.0  4333 

46.0  5125 

The  average  number  of  man-hours  saved  in  the  nine 
tests  was  21.712. 

Dealing  with  the  summary  of  savings  the  following 
striking  figures  arc  found.    The  average  saving  based  on 


1 

9.305 

2 

10.278 

3 

11.805 

4 

15.972 

5 

24.306 

6 

17.222 

7 

11.945 

8 

43.333 

9 

51.250 

the  slowest  and  fastest  times  is  30  per  cent,  and  the 
highest  average  is  45  per  cent,  for  the  heavier  plate. 

Then  again  in  one  million  feet  of  weld  the  average  of 
nine  tests  shows  a  saving  of  21.712  man-hours  with  a 
maximum  saving  of  51.250  man-hours,  again  based  on 
one  million  feet  of  weld,  but  without  taking  into  account 
de-slagging  times  or  electrode  efficiency. 

Photographs  taken  of  welds  obtained  in  the  tests  prove 
that  the  high-speed  welds  were  equal,  if  not  superior,  to 
the  normal  welds. 

As  all  the  pieces  were  satisfactory,  the  findings  from  the 
tests  can  be  taken  as  conclusive  proof  that  these  results 
can  be  obtained  by  any  works  which  desires  to  increase 
welding  production  without  having  to  alter  existing  equip- 
ment or  train  operators  in  an  entirely  new  technique  and 
methods. 

For  instance,  let  us  suppose  that  a  general  fabrication 
shop  has  a  large  contract  to  carry  out  involving  1  million 
ft.  of  Vi"  plate  and  2  million  ft.  of  %"  plate,  fillet  weld. 
both  of  normal  throat  thickness,  and  %  million  ft.  of  Vk" 
plate,  butt  weld,  the  corresponding  savings  would  be  32.9, 
38.7  and  46  per  cent. 

Assuming  that  the  average  wages  for  a  first-class  welder 
are  2s.  per  hour  and  that  the  overheads  on  labour  are  150 
per  cent.,  then  the  saving  on  the  above  work  alone  would 
represent  £16.716,  apart  from  the  saving  in  man-hours 
and  production  in  a  far  shorter  time.  Even  this  figure 
would  be  increased  in  many  cases,  due  to  taking  into  ac- 
count electrode  efficiency. 

WOMEN  WAR  WELDERS 

From  Robert  Williamson* 

Managers  of  Britain's  war  factories  are  discovering  that 
the  women  now  coming  into  their  works  from  shops,  of- 
fices, the  professions  and  private  life,  have  very  definite 
likes  and  dislikes  about  the  kind  of  work  they  wish  to  do. 
Some  take  to  turning  wheels,  others  prefer  to  use  hand- 
tools;  some  enjoy  work  calling  for  concentration,  others 
would  sooner  have  simple  repetition  work. 

Welding  is  a  job  that  many  women  are  turning  to  now, 
but  even  here  there  are  two  distinct  camps,  those  who  like 
the  fireworks  of  electric  arc  welding  and  those  who  prefer 
fusion  welding.  It  is  often  very  difficult  to  get  women 
to  transfer  from  one  method  to  the  other. 

But  in  one  important  British  factory  fusion  welding 
has  been  made  much  simpler  and  more  effective  by  a  new 
process  which  eliminates  the  usual  defects.  Its  main  fea- 
ture is  the  application  of  a  controlled  temperature  ap- 
plied before  and  during  either  a  manual  or  a  machine 
weld.  Other  features  prevent  the  formation  of  gas  crevices 
or  pockets.  Formerly,  in  spite  of  X-ray  examination, 
weaknesses  were  liable  to  occur,  and  could  be  finally 
detected  only  in  mechanical  tests. 

PAPER  AND  MUNITIONS 

From  Engineering  (London),  November  28,  1941 

The  war  of  1914-18  was  the  first  conflict,  we  believe, 
which  really  qualified  for  the  description  of  a  "  paper 
war";  not  merely  on  the  score  of  the  innumerable  Notes 
and  other  diplomatic  communications  which  passed  and  re- 
passed in  bewildering  profusion,  but  by  reason  of  the  quan- 
tity of  "  paper  work  "  which  complicated  the  existence  of 
everyone  concerned  in  it.  There  are  various  "  establish- 
ments "  laid  down  for  the  quantity  of  ammunition,  food, 
and  other  consumable  stores  with  which  a  warship,  or  a 
military  unit  of  whatever  size,  from  a  battalion  upwards, 
is  required  to  take  with  it  when  on  active  service,  but  we 
do  not  recall  having  seen  anywhere  in  such  lists  an  item, 
"paper,  tonnage  of";  yet  the  account  books  which  even 

*  London  Correspondent  of  The  Engineering  Journal. 


102 


February,  1942    THE  ENGINEERING  JOURNAL 


a  company  quartermaster-sergeant  had  to  take  with  him 
to  the  front  needed  some  carrying.  But,  in  that  war,  paper 
had  not  really  come  into  its  own  as  a  munition;  war  was 
still  very  much  an  affair  of  steel,  and  brass,  and  the  more 
expensive  kinds  of  timber.  Ammunition  boxes  were  made 
of  walnut;  why  walnut,  we  have  never  heard  explained. 
Towards  the  end  of  the  war,  someone  in  authority  began 
to  see  reason,  and  cheaper  timbers  were  used;  but  the 
war  was  hardly  over  before  stocks  of  practically  new 
walnut  ammunition  boxes  were  being  sold  for  firewood. 
A  North-East  Coast  workhouse-master  bought  50  tons 
of  them  for  his  clientele  to  chop  up. 

This  is  a  more  expensive  war  than  the  last  but  in  a 
few  ways  it  is  being  conducted  more  economically.  Am- 
munition boxes,  and  many  other  really  useful  military 
stores,  are  now  made  from  waste  paper,  as  the  Press  of 
the  country  has  been  telling  the  public  with  unwonted 
unanimity  for  the  past  month  or  more.  It  is  for  this  pur- 
pose, and  not  to  relieve  the  shortage  of  paper  for  print- 
ing (for  which,  in  any  case,  the  salved  waste  is  not  suit- 
able) that  Lord  Beaverbrook  made  his  appeal  for  an 
immediate  100,000  tons — a  total  which,  large  as  it  ap- 
pears, represents  only  about  3  per  cent  of  the  pre-war 
annual  consumption  of  paper  in  Great  Britain.  The  pro- 
gress of  the  various  local  collections  suggests  that  a  great 
part  of  this  amount  should  be  forthcoming  from  domestic 
sources,  but  this  is  a  reserve  which,  once  consumed,  can- 
not be  replenished  while  the  war  lasts.  For  the  regular 
flow  that  will  be  still  required,  therefore,  it  is  probable 
that  increased  reliance  must  be  placed  on  industrial  ac- 
cumulations. How  extensive  these  are  is  probably  not 
fully  realised  even  yet  by  many  firms  and  public-utility 
undertakings.  We  should  not  have  thought  it  possible, 
had  the  question  been  put  to  us  at  the  outbreak  of  war, 
before  the  paper  problem  became  acute,  that  the  offices 
of  Engineering  could  contribute  over  11  tons  of  paper  to 
the  national  collection;  yet  this  has  proved  to  be  the  case. 
Admittedly,  this  total  has  been  achieved  only  by  the 
sacrifice  of  some  files  of  periodicals  which,  in  happier 
times,  we  should  have  preferred  to  keep  for  a  year  or  two 
longer,  for  possible  reference  purposes;  but  the  issues  con- 
cerned can  all  be  consulted  in  such  public  reference  files 
as  those  of  the  Patent  Office  (where  photographic  copies 
of  particular  articles  can  still  be  obtained),  the  Science 
Library  at  South  Kensington,  and  the  libraries  of  the 
technical  institutions,  the  value  of  which  has  not  been  so 
fully  appreciated  in  the  past  by  industry  as  it  has  been 
by  research  workers. 

This  is  one  direction  in  which  firms  might  look  for  the 
quota  of  waste  paper  that  the  national  need  requires  of 
them.  Like  all  purges,  however,  it  should  be  conducted 
with  discrimination;  and  we  would  suggest  once  again 
that,  before  jettisoning  files  of  periodicals  that  are  not 
likely  to  be  widely  preserved  in  this  country,  but  which 
are  of  technical  value,  firms  or  individuals  should  inquire 


of  the  more  important  public  and  semi-public  libraries 
whether  any  particular  issues  are  needed  to  complete  their 
own  sets.  This  precaution  is  especially  desirable,  of 
course,  in  the  case  of  Continental  publications,  though 
there  are  some  British  works  of  reference,  complete  files 
of  which  are  not  to  be  found  even  in  the  great  national 
libraries. 

There  are  many  other  directions,  however,  in  which 
engineering  firms  may  be  able  to  assist,  one  of  the  most 
promising  being  the  masses  of  blue  prints  which  are  fre- 
quently retained  as  shop  records  of  finished  work,  even 
though  they  may  show  no  departure  whatever  from  the 
original  tracings.  The  preservation  of  such  prints  is  very 
liable  to  become  a  habit;  and,  even  if  some  copies  must 
be  kept  as  records  of  modifications,  they  usually  represent 
only  a  fraction  of  the  prints  that  are  pigeon-holed  away 
because  it  is  no  one's  particular  responsibility  to  decide 
their  fate.  Timekeepers'  records,  stores  issue  books,  and 
similar  papers  of  purely  ephemeral  utility  are  not  in- 
frequently preserved  for  years  after  they  have  ceased  to 
have  any  real  value.  Among  the  more  technical  publica- 
tions which  are  apt  to  outlive  their  usefulness  may  be 
mentioned  proof  copies  of  papers  read  before  institutions, 
and  obsolete  issues  of  British  Standard  and  other  specifi- 
cations, long  superseded  by  revised  editions. 

While,  realising  the  need  for  waste  paper,  we  have 
been  glad  to  do  our  share  in  striving  to  bring  it  home  to 
those  who  may  not  yet  appreciate  its  real  urgency,  we 
still  feel  that  Government  departments  themselves  might 
do  much  more  to  set  a  national  example  in  avoiding  the 
wasteful  use  of  paper.  The  case,  reported  in  The  Times 
on  November  25,  of  the  shipmaster  who  collected  5  tons 
of  waste  paper  from  his  holds  and  'tween  decks  after  the 
cargo  had  been  discharged,  but  was  forced  to  take  it  to 
sea  and  dump  it  overboard  because,  if  landed,  it  would 
have  been  classed  as  an  "  import  ",  for  which  no  author- 
ity existed,  is  a  typical  piece  of  official  absurdity;  but  it 
is  not  so  much  worse  than  some  of  the  waste  of  new  paper 
that  occurs  when  an  all-powerful  department  decides  to 
set  up  a  publishing  organisation.  We  have  recently  re- 
ceived a  copy  of  No.  1  of  The  Midnight  Watch,  the  wall- 
sheet  with  which  apparently,  the  whole  country  is  to  be 
placarded  in  the  supposed  interests  of  the  fire  guards  and 
other  civil  defence  forces.  As  an  example  of  the  wasteful 
use  of  paper,  it  is  outstanding.  Other  departments  con- 
tinually shower  upon  us.  and  presumably  on  other  edi- 
torial offices  also,  quantities  of  notices,  memoranda  and 
circulars  of  no  conceivable  interest  to  any  engineering 
journal;  in  one  case,  at  least,  after  we  had  written  to  re- 
quest that  no  further  matter  should  be  sent  and  had  re- 
ceived the  thanks  of  the  department  for  doing  so.  When 
such  official  waste  persists,  it  is  not  easy  to  persuade  the 
public  of  the  necessity  for  such  drastic  economy  as  is 
enforced  by  the  Control  of  Paper  (No.  36)  Order,  the  full 
scope  of  which  they  have  not  yet  begun  to  realise. 


THE  ENGINEERING  JOURNAL     February,  1942 


103 


From  Month  to  Month 


HALIFAX  BRANCH  MOVES  UP 

The  fourth  branch  in  Canada  to  pass  the  two  hundred 
mark  in  membership  is  Halifax.  At  the  January  meeting 
of  Council,  acknowledgement  of  the  new  status  was  made 
by  approving  the  selection  of  a  second  councillor  for  the 
branch.  Halifax  now  joins  with  Montreal,  Toronto  and 
Ottawa  to  make  the  "  big  four." 

The  workings  of  the  co-operative  agreement  have  aided 
considerably  in  bringing  about  this  change,  but  principal 
credit  must  go  to  the  engineers  themselves  who  have 
worked  unceasingly  towards  building  up  the  membership 
and  consolidating  the  profession  in  the  province.  It  was 
this  group  which  worked  out  the  agreement  and  saw  to 
it  that  co-operation  became  more  than  a  word. 

The  membership  of  two  hundred  in  a  city  the  size  of 
Halifax  is  something  of  which  to  be  proud.  It  must  not 
be  thought  that  this  figure  has  been  reached  by  transfers 
from  other  branches  or  by  other  newcomers  to  the  city. 
It  was  made  up  of  the  citizens  in  Halifax,  who  are  show- 
ing their  approval  of  the  co-operative  efforts  of  both 
the  Association  and  The  Institute  by  joining  both 
organizations. 

It  is  interesting  to  note  that  after  two  years  of  co- 
ordinated activity  ninety-six  per  cent  of  all  members  of 
The  Institute  in  the  province  are  now  members  of  the 
Association  as  well.  In  Nova  Scotia  under  a  voluntary 
agreement,  joint  membership — the  first  step  towards  real 
co-operation — has  become  a  reality. 

Congratulations  to  Halifax  and  to  Nova  Scotia. 


FOREIGN  CORRESPONDENTS 

Journal  readers  will  have  noticed,  for  some  time,  oc- 
casional short  articles  written  by  Robert  Williamson,  and 
more  recently,  articles  by  Lt.  Colonel  W.  Lockwood 
Marsh  and  Major  Oliver  Stewart.  These  gentlemen  write 
from  London,  England,  and  The  Journal  is  very  pleased 
to  have  their  contributions. 

Mr.  Williamson  is  a  free-lance  writer  in  the  field  of 
general  engineering.  He  has  sent  us  interesting  accounts 
of  developments  in  such  fields  as  civil  engineering,  metal 
trades,  aircraft,  railways  and  so  on. 

Lt.  Colonel  Marsh  is  editor  of  Aircraft  Engineering, 
published  in  London,  and  frequently  prepares  articles  on 
aircraft  for  the  Ministry  of  Information.  He  is  recognized 
as  an  expert  in  this  field.  His  paper  "  Equipment  and 
Armament  of  the  Royal  Air  Force  "  in  the  October 
Journal  was  one  of  the  most  informative  papers  of  its 
kind  published  on  this  side  of  the  Atlantic.  The  present 
issue  also  carries  an  interesting  article  by  the  same  author 
on  the  quality  of  the  British  aeroplane. 

Major  Stewart  is  editor  of  Aeronautics,  and  is  a  regular 
contributor  to  the  London  Evening  Standard,  in  addition 
to  doing  a  regular  weekly  air  review  for  the  Sunday  Ob- 
server. His  contributions  are  largely  restricted  to  the 
subject  of  aeronautics,  a  field  in  which  he  is  well  qualified 
to  speak.  His  article  "  Tactics  and  Unorthodox  Aircraft  " 
in  the  January  Journal  has  received  much  favourable 
comment.  As  would  be  expected,  this  paper  had  to  be 
submitted  to  the  Canadian  censors,  and  it  was  only  after 
a  clearance  had  been  obtained  from  the  English  censors 
that  permission  was  given  for  publication  in  The  Journal. 

It  is  expected  that  further  contributions  will  be  received 
from  these  "  London  Correspondents."  The  Journal  counts 


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


itself  fortunate  to  be  able  to  secure  up-to-date  engineer- 
ing articles  from  the  centre  of  Empire  by  such  competent 
authors. 

POLISH  ENGINEERS  IN  CANADA 

A  short  time  ago,  on  instruction  of  Council,  a  letter  was 
sent  to  all  those  newcomers  to  Canada  who  are  members 
of  the  Association  of  Polish  Engineers  in  Canada,  inform- 
ing them  of  the  Institute's  desire  to  welcome  them  to  this 
country,  and  inviting  them  to  participate  in  Institute 
activities.  For  their  convenience  the  communication  was 
translated  into  Polish. 

Herewith  is  an  acknowledgment  from  the  president  of  the 
Association.  For  obvious  reasons  his  name  is  not  published. 
All  of  these  visitors  have  relatives  still  in  Poland,  and  every- 
thing possible  must  be  done  to  protect  them  from  the  dia- 
bolical activities  of  the  Hun  invader.  The  letter  expresses 
appreciation  of  the  Institute's  assistance,  but  most  signi- 
ficant is  the  note  of  courage  and  hope.  It  says  "our  Father- 
land .  .  .  still  remains  proud  and  unbroken." 

The  story  of  the  Hun  invasion,  its  unspeakable  cruelties, 
the  courage  of  the  Polish  people  and  their  continued  defi- 
ance of  their  despicable  enemy  will  some  day  be  known  to 
the  world.  In  the  meantime,  in  Canada  we  have  the  oppor- 
tunity of  knowing  some  of  these  people  who  have  come  here 
to  continue  their  fight  against  the  despoilers  of  their  homes 
and  country.  It  is  a  privilege  to  be  associated  with  them. 

Herewith  is  the  president's  letter. 

Association  of  Polish  Engineers  in  Canada 

Montreal,  Que., 
January  9th,  1942. 

L.  AUSTIN  WRIGHT,  ESQ., 

GENERAL  SECRETARY  OF  THE 

ENGINEERING  INSTITUTE  OF  CANADA,  MONTREAL. 

Dear  Mr.  Wright: 

I  have  been  asked,  as  President  of  the  Association  of 
Polish  Engineers  in  Canada,  to  express  to  you  and  to  your 
Institute,  the  deep  gratitude  of  our  members  for  your  more 
than  kind  letter  of  January  7th. 

We  appreciate  very  much  the  sympathetic  feelings  of 
your  association,  so  nicely  expressed  in  your  letter,  written 
in  our  mother  tongue;  as  well  as  the  cordial  hospitality  we 
are  enjoying  in  your  noble  country. 

This  hospitality  enables  us  to  continue  in  a  most  effective 
manner — producing  war  tools  in  the  Canadian  war  fac- 
tories— the  task,  the  only  task  we  have  now,  to  fight  the 
enemy — the  common  enemy — the  invader  of  our  unhappy 
Fatherland  which,  though  oppressed,  still  remains  proud 
and  unbroken. 

I  have  been  assured  by  my  colleagues  that  they  already 
love  your  beautiful  country,  as  I  do  myself. 

After  this  war  is  over,  the  friendship  and  love  between 
the  Canadian  and  Polish  peoples,  in  spite  of  the  distance 
separating  our  countries,  will  be  deep  and  sincere. 

Thanking  you  for  the  promise  to  send  us  The  Engineering 
Journal, 

I  am, 

Sincerely  yours, 
Association  of  Polish  Engineers  in  Canada. 

President. 


104 


February,  1942    THE  ENGINEERING  JOURNAL 


POST  WAR  RECONSTRUCTION 

Today  one  hears  so  much  about  post  war  problems  that 
it  would  seem  as  if  the  war  problems  had  all  been  solved. 
Many  persons  and  organizations  are  rushing  into  print  and 
discussions  as  if  each  thought  the  problem  the  most  impor- 
tant matter  on  the  world  agenda.  Doubtless  it  is  important, 
but  with  victory  still  not  fully  arranged  for,  its  sudden  ap- 
pearance in  the  forefront  of  our  deliberations  may,  to  some, 
appear  to  be  inappropriate. 

Several  months  ago  and  at  frequent  intervals  since,  pro- 
posals have  been  made  that  some  attention  should  be  paid 
to  such  matters  by  the  Council  of  the  Institute.  Council  did 
investigate  the  situation  and  was  informed  that  a  committee 
which  appeared  to  be  competent  had  been  appointed  by 
the  Federal  government  to  go  into  the  problem  in  a  national 
way.  Council  agreed  that  sectional  thinking  or  planning 
would  offer  no  satisfactory  solution,  and  undertook  to  wait 
until  the  committee  had  had  a  chance  to  examine  the  situa- 
tion and  prepare  a  solution  that  would  include  all  parts 
of  Canada  and  all  occupational  groups  within  it.  It  was 
Council's  thought  that  in  such  a  plan  there  must  be  a  sec- 
tion which  would  be  of  particular  interest  to  engineers  and 
the  Institute,  to  which  it  might  apply  its  influence  and 
energies. 

Insufficient  publicity  has  been  given  to  the  creation  and 
the  work  of  the  Federal  "Committee  on  Reconstruction." 
Doubtless  this  has  contributed  to  the  anxiety  of  many 
people  and  led  to  the  belief  that  no  planning  was  being  done. 
This  in  turn  has  caused  many  organizations  to  start  some- 
thing of  their  own  without  any  idea  that  others  were  al- 
ready active  and  that  each  was  duplicating  or  complicating 
the  work  of  the  other.  To  the  end  that  a  better  understand- 
ing of  the  situation  and  the  problem  may  be  had,  the  Journal 
publishes  herewith  a  "release"  which  has  been  furnished  it 
in  consequence  of  an  interview  with  Dr.  Cyril  James  during 
which  permission  was  asked  to  publicize  the  establishment 
and  the  work  of  the  committee. 

Branches  of  the  Institute  may  give  real  assistance  to  the 
committee  by  attacking  specific  problems  that  may  be 
placed  before  them.  By  virtue  of  the  national  character  of 
the  Institute,  it  may  be  that  comprehensive  information 
can  be  assembled  that  will  show  the  variation  in  the  needs 
and  desires  of  different  parts  of  the  country.  In  such  things 
the  Institute  may  find  a  real  activity  and  render  a  real 
service. 

Council  has  these  matters  before  it  and  is  in  close  touch 
with  the  committee.  As  soon  as  specific  direction  is  given  to 
it,  instructions  and  advice  will  be  sent  to  the  branches.  It  is 
desired  to  emphasize  that  planning  to  be  constructive  and 
effective  should  be  done  on  a  national  co-operative  basis. 
If  every  separate  interest  or  group  strikes  out  by  itself, 
there  will  be  much  overlapping,  many  omissions  and 
constant  confusion. 

Committee  on  Reconstruction 

Dominion  Government,  Ottawa 

The  Dominion  Government  gave  its  first  attention  to  the 
problems  of  reconstruction  after  the  war  as  early  as  Decem- 
ber, 1939,  when  a  special  Committee  of  the  Cabinet  was 
constituted  (by  P.C.  4O68J/2)  "to  procure  information  re- 
specting and  give  full  consideration  to  and  report  regarding 
the  problems  which  will  arise  from  the  demobilization  and 
the  discharge  from  time  to  time  of  members  of  the  Forces 
during  and  after  the  conclusion  of  the  present  war,  and  the 
rehabilitation  of  such  members  into  civil  life."  The  Com- 
mittee, in  February,  1941,  advised  that  "the  scope  of  its 
duties  should  be  enlarged  to  include  an  examination  and 
discussion  of  the  general  question  of  post-war  reconstruc- 
tion, and  to  make  recommendation  as  to  what  Government 
facilities  should  be  established  to  deal  with  this  question." 
By  P.C.  1218  of  February  17th,  1941,  the  functions  of  the 
Cabinet  Committee  were  enlarged  accordingly;  and  an 
advisory  Committee  on  Reconstruction  was  set  up  shortly 
afterwards. 


Speaking  before  the  Parliamentary  Committee  on  the 
Pension  Act  and  the  War  Veterans'  Allowance  Act  (April 
4th,  1941),  the  Hon.  Ian  A.  Mackenzie,  Minister  of  Pen- 
sions and  National  Health  referred  to  this  as  follows: 

"It  has  been  found  that  all  the  bodies,  official  and  un- 
official, which  have  been  giving  consideration  to  the 
question  of  rehabilitation  of  our  ex-service  men  have 
become  concerned  about  the  question  of  post-war  recon- 
struction. It  must  be  clear  that  this  matter  of  reconstruc- 
tion is  much  wider  than  that  of  the  rehabilitation  of  our 
serving  soldiers,  sailors  and  airmen.  So  great  indeed  are 
the  implications,  so  wide  the  variety  of  problems,  and 
so  significant  for  the  future  of  our  whole  Dominion,  that 
the  study  of  the  question  should  be  begun  now — and 
obviously  it  cannot  be  confined  to  any  one  group  of  men 
or  Department,  but  must  be  the  concern  of  every  branch 
of  the  public  service,  and  of  every  provincial  and  mun- 
icipal authority  in  Canada.  Such  being  the  case,  the  diffi- 
culty arises  as  to  where  a  start  can  be  made.  The  General 
Advisory  Committee  has  at  many  points  touched  this 
problem,  and  as  it  is  representative  of  many  Departments 
of  the  Government,  its  co-operation  in  any  study  of  the 
matter  is  essential.  It  seemed  wise  that  a  small  Committee 
should  undertake  a  survey  of  the  whole  field  and  look  on 
the  problem  in  a  broad  way.  In  consequence  P.C.  1218 
amending  P.C.  40683/2  empowers  the  special  Committee 
of  Cabinet  to  examine  and  discuss  the  general  question 
of  post-war  reconstruction,  and  to  make  recommendation 
as  to  what  Government  facilities  should  be  established 
to  deal  with  this  question." 

The  powers  and  functions  of  the  Committee  on  Recon- 
struction, as  the  advisory  body  set  up  to  report  to  the 
Cabinet  Committee  on  these  matters,  have  recently  been 
codified  by  Order-in-Council  (P.C.  6874).  This  order  auth- 
orizes the  Committee  to  secure  all  necessary  information 
"with  regard  to  reconstruction  policies  and  activities  in 
Canada  and  abroad"  and  charges  all  departments  or  agen- 
cies of  the  government  to  co-operate  with  the  Committee 
in  the  performance  of  its  duties. 

The  chairman  of  the  Committee  is  Dr.  F.  Cyril  James, 
Principal  and  Vice-Chancellor  of  McGill  University.  Other 
members  are  Mr.  Tom  Moore,  president  of  the  Trades  and 
Labour  Congress  of  Canada  and  former  vice-chairman  of 
the  National  Employment  Commission;  Mr.  D.  G.  Mc- 
Kenzie,  vice-president  of  United  Grain  Growers,  Ltd.,  and 
former  Minister  of  Agriculture  in  the  Province  of  Manitoba; 
Mr.  J.  Stanley  McLean,  of  the  Canadian  Chamber  of  Com- 
merce; Dr.  R.  C.  Wallace,  Principal  of  Queen's  University 
and  past  president  of  the  Royal  Society  of  Canada,  and  Dr. 
Edouard  Montpetit,  K.C.,  Secretary-General  of  the  Univer- 
sité de  Montréal.  All  these  members  serve  without  remun- 
eration. Ex-officio  members  are  Dr.  W.  A.  Mackintosh, 
chairman  of  the  Joint  (Canadian-American)  Economic 
Committee;  Mr.  Walter  S.  Woods,  Associate  Deputy 
Minister  of  Pensions  and  National  Health;  and  Brig.-Gen. 
H.  F.  McDonald,  chairman  of  the  Advisory  Committee  on 
Demobilization  and  Rehabilitation.  Dr.  Leonard  C.  Marsh, 
formerly  Director  of  Social  Research  at  McGill  University, 
is  Research  Adviser;  and  Mr.  Robert  England,  formerly 
Director  of  the  Canadian  Legion  Educational  Services,  is 
Executive  Secretary. 

By  P.C.  6874  it  is  provided  that  the  chairman  of  "any 
other  committee  which  may  be  appointed  to  consider  any 
question  of  post-war  economic  reconstruction"  shall  attend 
meetings  of  the  Committee  on  Reconstruction,  and  in 
other  ways  offer  the  fullest  co-operation  to  the  Committee. 

On  the  nature  of  the  Committee  and  the  formidable 
tasks  before  it,  the  Minister  (in  the  same  speech  previously 
cited)  has  said  the  following: 

"It  will  be  observed  that  the  Cabinet  Committee  is 
not,  under  (the)  additional  term  of  reference  (of  P.C. 
40683^)  instructed  to  submit  a  programme  for  post-war 
reconstruction  ;  it  is  asked  to  consider  the  whole  problem, 


THE  ENGINEERING  JOURNAL     February,  1942 


105 


and  to  make  recommendation  as  to  what  facilities  the 
Government  should  establish  to  deal  with  the  question. 
It  was  therefore  thought  wise  that  a  small  group  of  able 
and  distinguished  citizens  who  were  not  already  under 
pressure  of  Departmental  war  work  in  the  public  service, 
should  be  charged  with  the  study  of  this  work  and  asked 
to  report  to  the  Cabinet  Committee.  This  Committee 
will  assemble  information  from  various  bodies  now  en- 
gaged in  a  study  of  the  aspects  of  economic,  social,  and 
international  trends  during  war-time,  and  the  probable 
direction  of  trade  and  development  subsequent  to  the 
war.  Through  the  Department  of  External  Affairs,  our 
High  Commissioners  and  Legations  abroad  are  sending 
us  details  of  plans  being  made  in  Great  Britain  and  the 
sister  Dominions,  and  an  effort  will  be  made  to  secure  as 
complete  documentation  as  possible  upon  the  whole 
problem.  The  forecast  of  a  possible  international  system, 
the  principles  of  social  security  which  may  be  basic  in  a 
reconstruction  programme,  technological  change,  region- 
al specialization  in  relation  to  probable  new  methods  and 
types  of  international  trade,  will  have  to  be  taken  into 
account  when  consideration  is  given  to  planning  of  our 
post-war  economy.  This  suggests  at  once  a  whole  series 
of  very  difficult  questions.  What  war-time  controls  now 
imposed  upon  industry  and  agriculture  should  be  re- 
linquished or  maintained,  either  partially  or  wholly  ? 
How  can  transfer  of  war-time  industry  for  peace-time 
purposes  be  achieved  ?  How  can  such  transfer  and  new 
equipment  be  financed  ?  What  will  be  the  relation  of  our 
regional  economies  resting  on  raw  material  export  to 
world  trade  ?  Can  unemployed  labour  be  absorbed  by  the 
subsidizing  of  public  works  or  by  the  use  of  public  credit 
or  funds  ?  What  measures  of  physical  reconstruction  are 
necessary  for  the  improvement  of  housing  and  health  ? 
Questions  of  social  policy  as  well  as  economic  policy  will 
be  involved  ..." 

The  Advisory  Committee  has  formulated  a  compre- 
hensive programme  of  inquiry  to  cover  the  wide  range  of 
post-war  economic  and  social  problems  which  constitute 
the  territory  of  "reconstruction."  A  number  of  exploratory 
studies  are  now  under  way,  all  for  the  moment  specifically 
Canadian  in  their  area  of  reference,  but  geared  to  close 
co-operation  with  the  work  of  similar  Committees  in  Great 
Britain,  other  Dominions,  and  the  United  States.  The 
special  problems  of  demobilization  of  the  armed  forces  are 
not  included,  as  these  are  receiving  the  detailed  attention 
of  the  Committee  on  Demobilization  and  Rehabilitation 
and  its  several  sub-committees.  The  Committee  on  Recon- 
struction, like  the  Committee  on  Demobilization,  reports 
directly  to  the  Cabinet  Committee,  so  that  its  documents 
are  necessarily  not  public  unless  so  authorized  by  the 
government.  The  Committee,  is,  however,  open  to  receive 
suggestions  from  interested  agencies  and  individuals,  and 
welcomes  the  co-operation  and  interest  of  the  citizen  body 
of  the  Dominion. 

In  addition  to  the  above  information  the  following  ex- 
tracts from  correspondence  aie  submitted  to  explain  or 
illustrate  the  field  and  the  work  of  the  committee. 

Two  special  committees  have  been  set  up  by  the  Dom- 
inion Government.  Each  of  these  is  an  advisory  body 
charged  with  recommending  on  facilities  and  relevant 
policy,  to  a  special  Cabinet  Committee  set  up  in  December, 
1940,  empowered  to  act  on  all  matters  relating  to  rehabilita- 
tion and  reconstruction. 

1.  Demobilization  and  Rehabilitation 

One  of  these  is  specifically  concerned  with  the  demobiliza- 
tion of  the  armed  forces  and  their  re-establishment  into 
civil  life.  This  is  composed  of  ranking  civil  servants,  and 
is  also  an  inter-departmental  committee,  so  that  it  brings 
together  all  kinds  of  governmental  personnel  concerned. 
The  parent  committee  has  set  up  a  series  of  sub-committees, 
all  of  which  are  busily  engaged.  Its  activities  range  all  the 
way  from  immediate  demobilization  techniques  to  admin- 


istrative procedures  and  provisions  necessary  for  getting 
in  the  ex-service  man  on  and  across  the  threshold  of  civil 
employment. 

Undoubtedly  the  major  product  of  the  work  of  this  com- 
mittee so  far  is  that  embodied  in  a  recent  Order-in-Council, 
P.C.  7633,  which  provides  particularly  for  two  things:  the 
extension  of  unemployment  insurance  provisions  to  mem- 
bers of  the  forces;  and  secondly,  comprehensive  facilities 
for  all  men  who  wish  to  continue  training  or  education 
after  their  period  of  military  service.  I  know  that  the 
Demobilization  Committee  attaches  great  importance  to 
this  measure,  and  I  think  with  good  reason. 

2.  Reconstruction 

The  second  committee  is  the  Committee  on  Reconstruc- 
tion, which  is  charged  with  all  phases  of  economic  and 
social  reconstruction  over  and  above  the  problems  of 
specific  demobilization. 

This  committee  is  of  a  different  character,  in  accordance 
with  the  scope,  and  undoubtedly  with  the  controversial 
nature  of  its  task.  It  is  directly  linked  with  the  Demobiliza- 
tion Committee  through  its  joint  executive  secretary  (Mr. 
England),  and  has  other  liaisons  with  governmental  com- 
mittees both  in  Canada  and  elsewhere.  But  its  primary 
members  receive  no  remuneration  and  are  in  a  position  to 
give  completely  independent  expression  of  their  views. 

The  secretariat  of  the  committee  has,  among  other  things, 
built  up  as  comprehensive  as  possible  a  body  of  information 
on  the  economic  and  social  problems  which  must  be  the 
subject  of  reconstruction.  The  committee  sketched  out  the 
general  territory  of  reconstruction;  and  has  undertaken  a 
series  of  special  studies  relating  to  particular  divisions  of 
this  territory.  Since  the  reports  and  memoranda  of  the 
committee  are  the  property  of  the  Cabinet,  they  cannot, 
of  course,  be  made  public  unless  the  government  so  desires. 
And  in  any  case,  the  scope  of  the  field  is  so  vast  that  it 
would  be  futile  to  expect  cut  and  dried  plans  to  be  drawn 
up  at  this  stage.  It  is  quite  easy  for  this  silence  to  be  inter- 
preted as  meaning  that  the  committee  is  not  doing  any 
work;  but  I  can  assure  you  that  such  an  impression  would 
be  wholly  erroneous. 

But  there  is,  of  course,  no  secret  about  the  territory  of 
reconstruction,  and  the  type  of  problems  which  have  to 
receive  consideration.  They  include: 

(i)  The  problems  of  re-employment  and  the  structure 
of  the  post-war  labour  market;  probably  extending 
to  the  relations  of  the  social  services  and  educational 
facilities. 

(ii)  The  re-adaptation  or  re-orientation  of  the  indus- 
trial and  other  economic  expansion  now  proceeding 
at  rapid  pace  for  the  prosecution  of  the  war.  It  is  of 
course  possible  to  break  this  down  into  divisions  of 
manufacturing  industry,  construction,  agriculture 
and  primary  resources,  etc. 

{Hi)  The  redirection  and  restoration  of  international 
trade;  and  allied  reconstruction  in  the  sphere  of 
monetary  systems  and  international  investment. 

(iv)  The  redirection,  abandonment,  or  other  modifica- 
tion of  the  structure  of  legislative  economic  controls. 

(v)  Works  programmes,  whether  for  emergency  em- 
ployment provision  or  as  part  of  the  major  tasks  of 
physical  and  economic  restoration.  This  of  course 
may  be  conceived  broadly  as  including  such  impor- 
tant matters  as  housing,  and  also  natural  resources 
conservation. 

All  these  topics  will,  of  course,  be  the  subject  of  much 
public  discussion;  there  is  already  growing  evidence  of  this 
interest,  though  it  can  hardly  take  precedence  over  interest 
in  our  first  winning  the  war. 

I  am  sure  there  is  no  suggestion  in  the  minds  of  any  one 
connected  with  the  Committee  that  this  discussion  of  post- 
war problems  and  policy  is  the  monopoly  of  the  govern- 


106 


February,  1942    THE  ENGINEERING  JOURNAL 


merit's  advisory  committee.  Public  opinion  itself  is  part  of 
the  reconstruction  picture.  From  another  angle,  provincial 
and  local  governments  are  obviously  concerned  in  present 
planning  and  future  administration.  Yet  again,  there  is  the 
vital  fact  that  Canada's  economic  future  is  tied  up  inex- 
tricably with  that  of  Britain,  the  Dominions  and  the  United 
States.  The  Committee  is  well  aware  of  these  ramifications. 

MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  The  Institute  was  held  at 
Headquarters  on  Saturday,  January  17th,  1942,  at  ten 
thirty  a.m. 

Present:  Vice-President  K.  M.  Cameron,  in  the  chair; 
Past-President  J.  B.  Challies;  Vice-President  de  Gaspé 
Beaubien;  Councillors  J.  H.  Fregeau,  J.  G.  Hall,  W.  G. 
Hunt,  A.  Larivière.  C.  K.  McLeod.  and  G.  M.  Pitts;  Gen- 
eral Secretary  L.  Austin  Wright,  and  Assistant  General 
Secretary  Louis  Trudel. 

Vice-President  Cameron  reported  on  the  joint  meeting 
of  the  Association  of  Professional  Engineers  and  The  In- 
stitute branches  in  New  Brunswick  held  in  Saint  John  on 
January  12th,  at  which  the  co-operative  agreement  be- 
tween The  Institute  and  the  Association  had  been  signed. 
The  president  had  been  unable  to  make  the  trip,  and  had 
asked  Mr.  Cameron  to  sign  on  behalf  of  The  Institute, 
an  honor  which  he  had  greatly  appreciated. 

A  very  successful  meeting  had  been  held.  The  Premier 
of  the  Province  was  present  and  gave  a  notable  address 
on  public  affairs,  which  had  been  widely  quoted  in  the 
press.  Mr.  Cameron  remarked  that  this  made  four  prov- 
inces out  of  eight  in  which  there  was  a  co-operative 
agreement  between  The  Institute  and  the  Provincial  Pro- 
fessional Association.  There  is  no  Professional  Association 
in  Prince  Edward  Island.  From  general  reports  he  be- 
lieved that  the  movement  would  gradually  extend  to  the 
other  provinces.  Mr.  Wright  spoke  of  the  forthcoming 
annual  meeting  of  The  Institute,  and  from  conversations 
with  the  Premier  and  other  officials  it  seemed  to  Mr. 
Cameron  that  there  would  be  a  good  representation  of 
engineers  from  the  province  of  New  Brunswick  at  the 
meeting. 

The  general  secretary  reported  briefly  on  the  meeting  of 
the  executive  committee  of  the  Engineers'  Council  for  Pro- 
fessional Development  which  he  had  attended,  at  Council's 
request,  in  place  of  Dr.  J.  B.  Challies,  The  Institute's 
representative  on  the  Council.  Although  a  great  deal  of 
work  had  been  done  at  this  meeting,  there  was  little  new 
to  report,  the  business  consisting  mostly  of  confirming  the 
policies  adopted  at  the  recent  annual  meeting  and  the 
setting  up  of  machinery  necessary  to  carrying  them  out. 
Mr.  Henninger,  of  the  Committee  on  Information  had 
submitted  a  dummy  of  the  new  booklet  "  Engineering  as 
a  Career."  It  would  be  distributed  at  a  cost  of  ten  cents 
a  copy,  or  seven  and  a  half  cents  a  copy  in  lots  of  one 
hundred  or  more.  Mr.  Wright  explained  that  Mr.  H.  F. 
Bennett  had  thought  this  would  be  a  good  booklet  to 
distribute  to  heads  of  engineering  schools  and  high  schools, 
although  it  covered  much  of  the  same  ground  as  our  own 
booklet,  which  is  also  in  the  course  of  preparation. 

Mr.  Beaubien,  chairman  of  the  Finance  Committee, 
presented  the  auditors'  statement  for  the  year  1941.  He 
pointed  out  that  the  report  was  made  up  in  the  usual  way 
as  far  as  the  various  items  were  concerned,  but  at  the 
meeting  of  the  Finance  Committee  some  changes  had  been 
suggested.  The  land  and  buildings  are  carried  on  the 
books  at  actual  cost,  $91,495.22,  which  is  out  of  propor- 
tion with  their  present  value.  In  past  years  very  little 
depreciation  had  been  shown,  and  the  Finance  Committee 
recommended  that  an  amount  of  $55,495.22  be  allowed 
for  depreciation,  which  would  show  the  land  and  buildings 
at  their  assessed  value,  namely  $36,000.00. 

Mr.  Beaubien  explained  the  various  items  on  the  state- 


ment, and  pointed  out  that  the  financial  condition  of  The 
Institute  is  better  than  it  has  been  for  a  number  of  years. 

Mr.  Wright  reported  that  arrangements  for  the  Annual 
Meeting  were  progressing  favourably,  although  there  was 
still  some  uncertainty  as  to  whether  or  not  two  of  the 
principal  speakers  would  be  able  to  be  present.  However, 
some  very  distinguished  American  engineers  were  ex- 
pected at  the  meeting,  and  it  was  hoped  that  it  would  be 
possible  to  arrange  for  substitutes  should  there  be  any 
last  minute  cancellations. 

Mr.  Hunt,  chairman  of  the  Annual  Meeting  Commit- 
tee, gave  a  detailed  report  on  the  financing  of  the  meet- 
ing. The  desirability  of  asking  for  subscriptions  from 
outside  organizations  was  discussed,  and  it  was  agreed 
that  the  decision  on  this  should  be  left  to  the  annual  meet- 
ing committee.  In  any  case,  Council  would  assume  the 
responsibility  for  any  deficit. 

The  general  secretary  presented  a  report  from  the  Pro- 
visional Committee  of  the  Julian  C.  Smith  Memorial 
Medal  in  which  it  was  recommended  that  for  the  year 
1941  three  additional  awards  be  made  which,  in  conjunc- 
tion with  the  eight  made  last  year,  would  be  known  as 
inaugural  awards.  It  recommended  that  the  following 
persons  receive  the  medal: 

Wilbert  George  McBride  Montreal 

Professor  and  Head  of  Department  of  Mining  En- 
gineering, McGill  University. 
For   outstanding   academic   service   to   a   great   uni- 
versity   and    for   his    contribution   to    the   Canadian 
mining  industry. 

William  George  Murrin  Vancouver 

President,     British     Columbia    Power     Corporation, 

Limited. 
For  his  contribution  to  the  development  of  the  Prov- 
ince of  British  Columbia  as  a  leading  utility,  banking 
and  business  executive. 

Ernest  Walter  Stedman,  o.b.e.  Ottawa 

Air  Vice-Marshal 

For  professional  service  of  vital  importance  to  the 
Empire  as  Air  Member  of  the  Air  Council  for  Aeron- 
autical Engineering  in  the  Royal  Canadian  Air  Force. 

Council  accepted  the  report  unanimously,  and  directed 
that  copies  of  it  be  submitted  to  all  members  of  Council 
and  to  all  past-presidents.  It  also  requested  that  the  three 
additional  recipients  be  appropriately  advised  by  the 
president. 

The  Provisional  Committee's  report  also  made  certain 
recommendations  with  regard  to  rules  and  regulations  for 
future  awards.  These  are  to  be  considered  at  the  February 
meeting  of  Council. 

The  general  secretary  reported  that  the  corporate  mem- 
bership of  the  Halifax  Branch  has  now  passed  the  two- 
hundred  mark,  and  that,  in  accordance  with  the  by-laws, 
the  branch  is  now  entitled  to  a  second  councillor.  On  the 
recommendation  of  the  executive,  it  was  unanimously 
resolved  that  John  R.  Kaye,  m.e.i.c.,  be  appointed  as  the 
second  councillor  representing  the  Halifax  Branch. 

A  letter  was  presented  from  the  secretary  of  the  Tor- 
onto Branch  requesting  Council  to  hold  a  regional  meeting 
of  Council  in  Toronto  on  a  Saturday  early  in  April.  The 
Council  of  the  Association  of  Professional  Engineers  of 
Ontario  holds  its  regular  quarterly  meeting  about  that 
time,  and  it  was  proposed  that  the  two  bodies  should  meet 
on  the  same  day  and  devote  the  evening  to  a  joint  dinner 
to  honour  C.  R.  Young  as  the  new  dean  of  the  Faculty 
of  Applied  Science  and  Engineering  at  the  University  of 
Toronto  and  also  as  president  of  The  Institute. 

A  letter  from  the  secretary  of  the  Association  indicated 
that  Saturday,  April  18th,  would  be  the  most  suitable  date 


THE  ENGINEERING  JOURNAL     February,  1942 


107 


for  the  Association  meeting.  Accordingly,  subject  to  the 
approval  of  the  incoming  Council,  it  was  unanimously 
agreed  that  the  April  meeting  of  Council  should  be  held 
in  Toronto,  on  Saturday,  the  18th,  and  that  a  joint  dinner 
be  held  in  the  evening,  at  which  the  guest  of  honour  would 
be  Dean  C.  R.  Young. 

The  general  secretary  reported  on  the  work  of  the  War- 
time Bureau  of  Technical  Personnel.  He  mentioned  the 
possibility  of  a  change  in  regulations  whereby  the  Bureau 
might  be  given  additional  work  to  do  along  with  addi- 
tional responsibilites.  He  also  stated  that  he  was  endeav- 
ouring to  arrange  things  in  such  a  way  that  he  would  have 
to  spend  less  time  at  Ottawa  and  therefore  would  have 
more  time  for  Institute  affairs. 

It  was  noted  that  the  Association  of  Professional  En- 
gineers of  Ontario  was  holding  its  annual  meeting  on  the 
evening  of  the  Council  meeting,  when  W.  C.  Miller, 
m.e.i. c,  of  St.  Thomas,  would  be  installed  as  the  new 
president.  The  general  secretary  was  directed  to  send  the 
congratulations  and  good  wishes  of  Council  to  the 
Association  and  to  Mr.  Miller. 

In  view  of  the  fact  that  The  Institute's  representative 
on  the  National  Construction  Council  of  Canada  is  now 
residing  in  Montreal,  and  as  his  term  of  office  will  expire 
within  the  next  month  or  two,  it  was  suggested  that  some 
member  of  The  Institute  in  Ontario,  who  would  be  in  a 
better  position  to  take  an  active  part  in  the  deliberations 
of  the  Council,  should  be  asked  to  accept  this  appoint- 
ment. Accordingly,  it  was  unanimously  resolved  that 
Mr.  D.  C.  Tennant,  m.e.i.c,  of  Toronto,  be  appointed  as 
The  Institute's  representative  on  the  Council  for  the 
coming  year. 

On  the  motion  of  Dr.  Challies,  seconded  by  Mr.  Hall, 
it  was  unanimously  resolved  that  Dr.  P.  L.  Pratley, 
m.e.i.c,  be  renominated  for  a  further  three-year  period 
as  The  Institute's  representative  on  the  Main  Committee 
of  the  Canadian  Engineering  Standards  Association. 

Letters  were  presented  from  Mr.  Fraser  S.  Keith  and 
Mr.  Mudge  suggesting  that  the  gun  which  stands  on  The 
Institute's  property  on  Mansfield  Street  should  be  turned 
over  to  the  government  for  war  purposes.  There  was  an 
interesting  story  in  connection  with  the  gun,  which  Mr. 
Keith  could  supply,  and  which  might  be  published  if  the 
gun  were  presented  to  the  government. 

Mr.  McLeod  understood  that  all  such  guns  were  the 
property  of  the  government.  The  City  of  Westmount  had 
been  informed  that  the  government  was  calling  for  tenders 
to  collect  all  these  guns  and  salvage  them.  After  discus- 
sion, it  was  left  with  the  general  secretary  to  make  in- 
quiries and  find  out  just  what  the  situation  is,  and  dispose 
of  the  gun  to  the  best  advantage  of  the  government- 
sponsored  salvage  campaign. 

A  resolution  from  the  Lakehead  Branch  of  The  Insti- 
tute was  presented  to  Council.  This  resolution  dealt  with 
post-war  problems  and  concluded  with  a  recommendation 
that  the  resolution  be  submitted  for  discussion  at  the  next 
annual  meeting,  in  the  belief  that  out  of  such  a  discussion 
could  be  developed  a  policy  for  The  Institute  to  follow. 
The  resolution  made  certain  specific  recommendations  for 
an  Institute  organization,  and  concluded  with  the  recom- 
mendation "  that  planning  for  the  post-war  period  be 
undertaken  and  continued  as  one  of  the  major  activities 
of  The  Institute  until  such  time  as  normal  peacetime  con- 
ditions have  been  restored." 

A  long  discussion  followed.  It  was  pointed  out  that  this 
matter  had  been  before  Council  several  times,  and  that 
at  previous  meetings  it  was  decided  to  take  no  action  at 
the  moment  in  view  of  the  fact  that  the  Dominion  gov- 
ernment had  set  up  a  non-partisan  committee  to  examine 
the  whole  problem.  Council's  attitude  had  always  been 
that  it  was  undesirable  to  step  into  this  very  complicated 


field  without  first  determining  what  had  already  been 
done  by  the  main  committee.  In  this  way  The  Institute's 
efforts  could  be  made  to  work  in  conjunction  with  the 
general  plan,  eliminating  any  possibility  of  hindering  the 
work  of  the  main  committee. 

The  general  secretary  reported  that  under  instructions 
from  the  president  he  had  interviewed  Dr.  F.  Cyril  James, 
principal  of  McGill,  and  chairman  of  the  Federal  Com- 
mittee on  Reconstruction,  in  order  to  offer  the  co-opera- 
tion of  The  Institute  and  to  determine  the  lines  upon 
which  any  Institute  activities  should  be  developed.  It  was 
Dr.  James'  opinion  that  such  an  offer  would  be  very  help- 
ful, and  he  announced  that  a  sub-committee  was  being 
established  to  investigate  that  portion  of  the  problem 
which  had  to  do  with  construction.  He  also  announced 
that  he  had  asked  Mr.  K.  M.  Cameron,  chief  engineer 
of  the  Department  of  Public  Works,  to  accept  the 
chairmanship. 

Mr.  Cameron  then  outlined  the  situation  as  explained 
to  him  by  Dr.  James  and  by  Dr.  Marsh,  who  is  the  re- 
search adviser  to  the  committee.  He  stated  that  very  clear 
"  terms  of  reference  "  had  been  given  to  him  prescribing 
the  work  which  his  committee  was  to  do.  He  also  stated 
that  the  organization  work  was  not  yet  complete  and  that 
very  careful  consideration  was  being  given  to  it  so  that  the 
persons  most  competent  to  contribute  would  be  appointed. 

Mr.  Cameron  pointed  out  that  no  publicity  had  been 
given  to  the  work  of  Dr.  James'  committee,  and  that  con- 
sequently there  was  little  likelihood  at  the  present  time 
of  publicity  being  given  to  the  appointment  of  the  com- 
mittee of  which  he  was  chairman.  However,  he  hoped 
that  when  details  of  the  organization  were  finally  drawn 
up,  proper  announcement  could  be  made.  In  the  mean- 
time he  recommended  that  further  consideration  by 
Council  be  left  in  abeyance  until  he  could  report  some 
more  definite  plans  towards  which  Institute  attention 
could  be  directed. 

Several  councillors  took  part  in  the  discussion  which 
followed,  and  it  was  agreed  that  as  the  situation  is  still 
in  a  state  of  flux  further  activities  on  the  part  of  The  In- 
stitute should  await  advice  from  Mr.  Cameron.  It  was 
hoped  that  something  conclusive  could  be  reported  to  the 
annual  meeting  of  Council  in  February,  which,  in  turn, 
might  be  announced  to  the  annual  general  meeting. 

The  general  secretary  was  instructed  to  inform  the 
Lakehead  Branch  that  Council  appreciated  its  interest 
and  would  be  glad  to  follow  up  on  their  resolution  after 
further  intimation  had  been  received  from  Dr.  James  or 
Mr.  Cameron.  It  was  also  suggested  that  some  publicity 
might  be  given  to  the  fact  that  a  national  committee  is 
already  considering  the  post-war  problems  so  that  mem- 
bers would  know  that  something  was  already  under  way, 
and  that  The  Institute  was  standing-by  at  the  request  of 
Dr.  James  to  assist  as  soon  as  clear  definite  lines  had  been 
established. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 12 

Juniors 1 

Students    20 

Affiliate    1 

Transfers 

Junior  to  Member 1 

Student  to  Member 2 

Student  to  Junior 3 

It  was  noted  that  the  next  meeting  of  Council  would 
be  held  at  Headquarters  in  Montreal  on  Wednesday, 
February  4th,  1942,  at  ten  thirty  a.m. 


108 


February,  1942     THE  ENGINEERING  JOURNAL 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  January  17th,   1942,  the  fol- 
owing  elections  and  transfers  were  effected: 

Members 

Barratt,  Ernest  F.,  b.a.sc.   (Univ.   of  Toronto),  county  engr.  and 

road  supt.,  Hamilton  Suburban  Roads  Commission,  Hamilton,  Ont. 
Brown,  Raymond  Warrington,  b.sc.  (Mech.),  (Univ.  of  Sask.),  asst. 

mech.  supt.,  Winnipeg  Free  Press  Co.  Ltd.,  Winnipeg,  Man. 
iagnon,  Paul  Edouard,  Chem.  Engr.  (Laval  Univ.),  d.sc.  (Univ.  of 

Paris),    d.i.c.    (Univ.   of  London),    Ph.D.    (Laval   Univ.),    director, 

dept.  of  chem.  engrg.,  president,  Graduate  School,  Laval  Univ., 

Quebec,  Que. 
7unn,   George  John   Tait,   b.sc.    (Engrg.),    (Heriot-Watt   College), 

chief  asst.  engr.,  Trinidad  Electricity  Board,  Port  of  Spain,  Trini- 
dad, B.W.I. 
ielwig,  Carl  Everett,  b.a.sc,  m.a.sc.  (Univ.  of  Toronto),  lecturer, 

dept.  of  civil  engrg.,  Univ.  of  Toronto,  Ont. 
[rwin,   Harold   Stephen,    b.a.sc    (Univ.    of   Toronto),    squad   boss, 

Dominion  Bridge  Co.  Ltd.,  dftg.  room,  Toronto,  Ont. 
HcRitchie,  Charles  Bell,  (Glasgow  &  West  of  Scotland  Tech.  Coll.), 

partner,  R.  A.  Rankin  &  Co.,  Montreal,  Que. 
*rice,  Gordon  James,  chief  dftsman.,  Ont.  Divn.,  Dominion  Bridge 

Co.  Ltd.,  Toronto,  Ont. 
Short,   Harold   William,    sales   engr.,    Dominion    Bridge    Co.    Ltd., 

Toronto,  Ont. 
smith,  Duncan  Norman,  b.s.  (ce.),  (Tri-State  College  of  Engrg.), 

struct'l  designer  &  estimator.  Dominion  Bridge  Co.  Ltd.,  Toronto, 

Ont. 
J^hitelev,  Frederick  Brvan,  res.  engr.,  Dept.  of  Transport,  Belleville, 

Ont. 

Junior 

iolgate,  David  Crossley,  B.Eng.  (Civil),  (McGill  Univ.),  dftsman., 
Dominion  Bridge  Co.  Ltd.,  Toronto,  Ont. 

Affiliate 

ieaudoin,  Hector  Oswald,  chief  electrician,  Price  Bros.  &  Co.  Ltd., 
Riverbend,  Que. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

'aterson,  Walter  Howard,  B.sc.  (Queen's  Univ.),  field  engr.,  Geolog- 
ical Dept.,  Tropical  Oil  Co.,  Barranca  Bermeja,  Colombia,  S.A. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Sowlaii,  Brete  Cassius,  Jr.,  B.Eng.  (Elec),  (McGill  Univ.),  Lieut., 
E.  Section  Commdr.,  4th  Cdn.  Divn.  Sigs.  (A.F.),  Debert  Camp, 
N.S. 

faylor,  James  Lawrence,  b.sc  (Elec),  (Queen's  Univ.),  asst.  shift 
charge  engr.,  London  Power  Co.,  London,  England. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

îrydges,  Robert  James,  b.sc  (Elec),  (Univ.  of  Man.),  wire  &  cable 
sales  engr.,  Northern  Electric  Co.  Ltd.,  Winnipeg,  Man. 

Smiley,  Donald  Charles,  b.sc  (Queen's  Univ.),  instructor,  R.C.A.F., 
Radio  Detachment,  Queen's  Univ.,  Kingston,  Ont. 

-ii ran iia.  Anthony  Louis,  b.sc  (Queen's  Univ.),  asst.  to  chief  engr., 
Public  Utilities  Commission,  London,  Ont. 

Students  Admitted 
Anderson,  John  MacDonald,  (McGill  Univ.),   102  Fentiman  Ave., 

Ottawa,  Ont. 
^rchambault,  Jean-Jacques,   (Ecole  Polytechnique),  6650  De  Nor- 

man ville  St.,  Montreal,  Que. 
ïrett,  John  Edward,  (McGill  Univ.),  4180  Melrose  Ave.,  Montreal, 

Que. 
"ami,  John  Leonard,  (Univ.  of  Man.),  497  Craig  St.,  Winnipeg,  Man. 
Oalkin,  Robert  S.,  (McGill  Univ.),  9  Willow  Avenue,  Westmount, 

Que. 
Dancose,    Leon,    (Ecole    Polytechnique),    3591    Jeanne-Mance    St., 

Montreal,  Que. 
le    Grandmont,    Marcel,     (McGill    Univ.),    3647    Durocher    St., 

Montreal,  Que. 
Kriesbach,   Robert  Johnston,    (McGill    Univ.),    185   Dufferin   Rd., 

Hampstead,  Que. 
Hand,  Dennis  Herbert,  (Univ.  of  Man.),  273  Eugenie  St.,  Winnipeg, 

Man. 
Laquerre,   Maurice,    (Ecole  Polytechnique),   5025  Delorimier  Ave., 

Montreal,  Que. 
MacEachern,  Clinton  Whitman,  (McGill  Univ.),  419  Prince  Arthur 

St.,  Montreal,  Que. 
Moffatt,    Allan    Gray,    (Univ.    of    Toronto),    150    Lascelles    Blvd., 

Toronto,  Ont. 
VlcCulloch,    Urban    Francis,    (McGill    Univ.),    127   Percival    Ave., 

Montreal  West,  Que. 
VlcFarlane,  Howard  William,  (Univ.  of  N.B.),  210  Lancaster  Ave., 

West  Saint  John,  N.B. 
Mills,  John  Wesley,  (Queen's  Univ.),  72  Craig  St.,  Ottawa,  Ont. 
Nathanson,  Herzl  King,    (McGill   Univ.),  376  Clarke  Ave.,  West- 
mount,  Que. 


Park,  John  Kenneth,  (McGill  Univ.),  177-  17th  Ave.,  Lachine,  Que. 
Pearson,  Edward  Bernard,   (McGill  Univ.),  477  Prince  Arthur  St. 

West,  Montreal,  Que. 
Petitpas,    Marcel,    (Ecole    Polytechnique),    5509    Laurendeau    St., 

Cote  St.  Paul,  Montreal,  Que. 
St-Jacques,    Maurice,    (École    Polytechnique),    386    St.    Catherine 

Road,  Outremont,  Que. 


R.A.F.'S  AIRACOBRAS 

From   Trade   and  Engineering    (London),   November,   1941 

For  many  months  conflicting  reports  have  been  reach- 
ing this  country  from  the  United  States  regarding  the 
performance  and  capabilities  of  the  Bell  Airacobra.  Not 
for  many  years  has  such  a  controversy  existed  about  an 
aeroplane.  The  strange  thing  about  the  statements  on  the 
Airacobra  is  that  they  ranged  from  the  sublime  to  the  ridic- 
ulous. Some  spoke  of  speeds  of  about  500  m.p.h.,  others 
400  m.p.h.;  still  others  raised  doubts  whether  the  Allison 
engine  would  stand  up  to  the  work  required  of  a  modern 
fighter.  The  reason  for  all  this  discussion  and  for  the 
discrepancy  in  the  reports  was  no  doubt  that  few  people 
had  seen  the  Airacobra  flying  and  not  many  more  had 
even  seen  it  on  the  ground. 

The  most  striking  feature  of  the  machine  is  that  al- 
though it  has  a  tractor  airscrew  the  liquid-cooled  engine 
is  installed  behind  the  pilot's  cockpit,  the  airscrew  being 
driven  by  a  long  shaft  which  passes  through  the  pilot's 
cockpit  under  the  seat.  It  is  also  fitted  with  the  tricycle 
under  carriage  which  is  becoming  almost  a  regular  feature 
of  all  new  American  aircraft.  It  was  not  until  the  first 
Airacobras  had  been  in  this  country  for  a  week  or  two 
that  some  rational  opinions  could  be  obtained  about  the 
aircraft  and  its  performance.  Now  the  first  squadron 
equipped  with  Airacobras  has  been  formed  as  part  of 
Fighter  Command,  and  it  has  just  become  fully  operation- 
al. The  writer  was  permitted  to  visit  the  squadron  recently 
to  watch  the  machines  in  the  air  and  on  the  ground  and 
to  ask  the  pilots  what  they  thought  about  their  new  air- 
craft. The  machines  were  deployed  on  the  airfield  and, 
with  their  tails  held  in  the  air  by  the  tricycle  undercar- 
riage near  the  nose  of  the  fuselage,  they  presented  a 
strange  picture. 

The  pilots  of  this  squadron  have  now  had  their  Aira- 
cobras sufficiently  long  to  know  all  there  is  to  be  known 
about  them.  The  squadron  commander,  a  pilot  of  great 
experience  who  has  flown  Spitfires,  Blenheims,  Hurricanes, 
Beaufighters,  and  several  other  types,  expressed  the  view 
that,  up  to  certain  heights  (which  may  not  be  specified), 
the  Airacobra  is  the  finest  fighter  in  the  world — and  he  did 
not  exclude  the  British  Spitfires  and  Hurricanes.  Up  to 
these  heights,  he  said  the  American  fighter  was  faster.  Its 
manoeuvrability  was  about  the  same  as  that  of  the  Spit- 
fire and  slightly  less  than  that  of  the  Hurricane.  The 
Airacobra,  he  added,  has  limitations  in  altitude,  but,  as 
he  pointed  out,  one  cannot  have  everything  in  a  single 
machine,  and  for  the  work  to  which  it  would  be  put  he 
did  not  ask  for  a  better  all-round  machine. 

In  appearance  the  Airacobra  is  not  unlike  the  Hurri- 
cane, though  on  the  ground  its  tricycle  undercarriage  gives 
it  a  distinctive  appearance.  The  front  wheels  of  the  un- 
dercarriage retract  inwards,  the  outside  shields  of  the 
wheels  folding  back  flush  with  the  floor  of  the  fuselage. 
This  single-seat,  low-winged  monoplane  is  powered  by  a 
liquid-cooled  Allison  12-cylinder  engine  of  1,150  h.p.  No 
performance  figures  are  available  in  respect  of  the  type 
used  by  the  R.A.F.  There  are  several  versions  of  arma- 
ment. One  consists  of  a  20mm.  cannon,  firing  through  the 
airscrew  hub,  two  machine-guns  located  in  the  nose  and 
firing  through  the  airscrew,  and  four  machine-guns  in  the 
wings.  Another  version  has  the  20mm.  Oerlikon  cannon 
in  the  nose,  and  four  machine-guns  in  the  wings — two  0.5 
and  two  0.303. 


THE  ENGINEERING  JOURNAL     February,  1942 


109 


Personals 


Louis  O'Sullivan,  m.e.i.c,  has  been  appointed  general 
executive  assistant  with  Montreal  Light,  Heat  and  Power 
Consolidated.  He  has  been  on  the  staff  of  the  company 
since  1923  and  has  held  the  positions  of  field  engineer, 
designing  engineer  and  transmission  and  right-of-way 
engineer,  his  duties  being  connected  with  the  design  and 
construction  of  electrical  substations,  transmission  and  dis- 


L.  O'Sullivan,  M.E.I.C. 

tribution  lines,  as  well  as  supervision  of  land  surveys,  prop- 
erty purchases  and  title  records. 

Mr.  O'Sullivan  is  a  graduate  of  McGill  University  where 
he  obtained  the  degree  of  Bachelor  of  Science  in  1921. 
From  1921  to  1923  he  worked  for  the  City  of  Montreal  on 
construction  of  its  new  aqueduct  canal. 

Major-General  H.  F.  G.  Letson,  M.c,  m.e.i.c,  has  re- 
cently been  appointed  Adjutant  General  in  the  Department 
of  National  Defence  Headquarters  at  Ottawa.  Previously 
he  was  Canadian  Military  Attaché  in  Washington. 

Born  at  Vancouver,  B.C.,  in  1896,  he  served  in  France 
with  the  54th  Battalion,  C.E.F.,  in  the  Great  War.  He  was 
severely  wounded,  and  was  awarded  the  Military  Cross. 
Major-General  Letson  maintained  his  military  interest  after 
demobilization  and  had  been  associated  with  the  Non- 
Permanent  Active  Militia. 

He  received  his  education  at  the  University  of  British 
Columbia,  where  he  graduated  with  the  degree  of  B.Sc. 
in  mechanical  engineering  in  1919.  In  1923  he  was  granted 
the  degree  of  Ph.D.,  in  engineering  by  the  University  of 
London,  England,  and  was  appointed  assistant  professor  of 
mechanical  engineering  at  the  University  of  British  Col- 
umbia. In  1931  he  became  associate  professor  of  mechanical 
engineering,  a  position  which  he  retained  until  1934.  At 
that  time  he  became  chief  engineer  and  managing  director 
of  Letson  and  Burpee,  Vancouver.  In  1936  he  was  president 
of  the  Association  of  Professional  Engineers  of  British 
Columbia. 

Major-General  J.  P.  Mackenzie,  D.s.o.,  m.e.i.c,  of 
Vancouver,  has  been  appointed  Quartermaster-General  in 
the  Department  of  National  Defence  Headquarters  at 
Ottawa.  Until  this  appointment  he  was  in  command  of  an 
infantry  brigade  with  the  Canadian  Army  overseas. 

Major-General  Mackenzie  was  born  at  Boissevain,  Man., 
in  1884  and  was  educated  at  the  University  of  Glasgow. 
He  served  overseas  in  the  first  great  war  with  the  Canadian 
Expeditionary  Forces  and  upon  his  return  to  Canada  in 
1919  he  became  engaged  in  construction  work.  From  1920 
to  1927  he  was  chief  engineer  of  Henry  and  McFee  at 
Seattle,  Washington.   In   1927-1928  he  was  field  engineer 


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


for  the  St.  John  Dry  Dock  and  Shipbuilding  Company  at 
St.  John,  N.B.  He  joined  the  staff  of  the  Western  Bridge 
Company  at  Vancouver  as  general  sales  manager  in  1929 
and  in  1932  he  was  made  general  manager,  a  position  which 
he  occupied  until  the  outbreak  of  war. 

Stanley  Shupe,  m.e.i.c,  is  the  newly  elected  chairman 
of  the  Hamilton  Branch  of  the  Institute.  He  was  educated 
at  the  University  of  Toronto  where  he  received  the  degree  j 
of  Bachelor  of  Applied  Science  in  1914.  Mr.  Shupe  is  city 
engineer  of  Kitchener,  Ont.,  and  has  had  extensive  experi- 
ence in  municipal  engineering  having  been  county  engineer 
of  Haldimand,  Ont.,  and  later  town  engineer  of  Oshawa. 
He  is  a  past  president  of  the  Canadian  Institute  on  Sewage  ; 
and  Sanitation. 


Stanley  Shupe,  M.E.I.C. 

J.  B.  Stirling,  m.e.i.c,  is  the  newly  elected  president  of 
the  Canadian  Construction  Association  for  the  current  year. 
He  is  vice-president  of  E.  G.  M.  Cape  and  Company,  con- 
tractors, Montreal. 

Born  at  Dundas,  Ont.,  Mr.  Stirling  graduated  from 
Queen's  University  as  a  Bachelor  of  Arts  in  1909  and  as  a 
Bachelor  of  Science  in  1911.  In  the  early  days  of  his  career 
he  worked  on  municipal  construction  projects.  During  the 
last  war  he  served  with  the  Canadian  Expeditionary  Force 
overseas,  in  the  Royal  Canadian  Engineers.  He  has  been 
associated  with  E.  G.  M.  Cape  and  Company  for  the  past 
twenty-six  years,  first  as  a  field  engineer  and  later  as  a 
supervising  engineer.  In  1928  he  became  a  partner  in  the 
firm  and  a  few  years  ago  he  was  made  vice-president  in 
charge  of  operations. 

Mr.  Stirling  has  been  connected  with  construction  pro- 
jects such  as  the  Banting  Institute  in  Toronto,  docks  and  ; 
grain  elevators  at  Saint  John,  N.B.,  and  at  Georgian  Bay,  I 
and  the  Canadian  Vickers  plant  in  Montreal. 

He  is  a  member  of  the  executive  of  the  Montreal  Branch  | 
of  the  Institute. 

C.  C.  Lindsay,  m.e.i.c,  has  recently  been  appointed  by  J 
the  government  of  the  province  of  Quebec  a  member  of  the 
Montreal  Tramways  Commission.  Mr.  Lindsay  is  in  private 
practice  at  Montreal  as  a  consulting  engineer  and  land 
surveyor.  He  has  been  a  member  of  the  Institute  for  several 
years  having  been  particularly  active  in  the  Montreal 
Branch. 

W.  B.  Scoular,  m.e.i.c,  division  engineer  of  the  Wayaga- 
mack  Division  of  the  Consolidated  Paper  Corporation,  lias 


110 


February,   1942    THE  ENGINEERING  JOURNAL 


obtained  a  leave  of  absence  to  accept  a  position  as  works 
manager  of  the  gun  plant  of  the  Dominion  Bridge  Company 
at  Vancouver,  B.C.  Mr.  Scoular  graduated  from  Glasgow 
University  in  1923,  with  the  degree  of  Bachelor  of  Science. 
He  came  to  Canada  in  1929  and  accepted  a  position  on  the 
staff  of  Dominion  Bridge  Company  with  whom  he  remained 
until  1936  when  he  went  with  Consolidated  Paper  Cor- 
poration, Laurentide  Division. 

Flying  Officer  Walter  L.  Rice,  m.e.i. c,  has  accepted  a 
commission  with  the  Royal  Canadian  Air  Force  and  has 
been  posted  to  No.  3  Training  Command  Headquarters. 
Works  and  Buildings,  Montreal,  where  he  has  been  em- 
ployed as  senior  assistant  engineer  since  July,  1941. 

D.  D.  Whitson,  m.e.i. c,  plan  examiner,  Department  of 
Buildings,  City  of  Toronto,  is  now  with  the  Works  and 
Buildings  Branch,  Naval  Service,  Department  of  National 
Defence,  Ottawa. 

William  A.  Hillman,  m.e.i. a,  is  with  the  Foundation 
Company  of  Canada  at  Kenogami,  Que.,  as  superintendent 
of  crushing  and  mining  plants  on  the  Shipshaw  power 
project. 

G.  W.  Holder,  m.e.i. a,  who,  at  the  beginning  of  last  year 
had  relinquished  bis  position  as  manager  of  the  Sturgeon 
Falls  division  of  the  Abitibi  Power  and  Paper  Company 
Limited,  has  now  been  transferred  to  the  engineering  depart- 
ment of  the  Sault  Ste.  Marie  mills  of  the  Company.  In  the 
meantime,  he  had  spent  last  winter  as  chief  draughtsman 
at  Iroquois  Falls,  and  last  summer  his  services  had  been 
loaned  to  the  Government  for  the  organization  of  the 
Wartime  Machine  Shop  Board  of  the  Canadian  Pulp  and 
Paper  Association. 


H.   Lloyd  Johnston,  M.E.I.C. 

H.  Lloyd  Johnston,  m.e.i.c,  has  been  elected  chairman 
of  the  Border  Cities  Branch  of  the  Institute.  Born  at 
Vancouver,  B.C.,  he  was  educated  at  the  University  of 
British  Columbia  and  at  McGill  University  where  he 
graduated  in  1927.  In  the  same  year  he  became  connected 
with  the  Canada  Power  and  Paper  Corporation  as  engineer 
in  charge  of  building  construction.  In  1928  he  was  designing 
engineer  and  until  1936  was  plant  engineer  for  the  same 
company  at  Windsor  Mills,  Que.  He  joined  the  staff  of 
Canadian  Industries  Limited  at  Montreal  in  1936  and  in 
1938  he  was  transferred  to  the  Windsor,  Ont.,  plant  of  the 
company. 

Drummond  Giles,  m.e.i.c,  vice-president  of  the  Canadian 
SKF  Company  Ltd.,  has  been  appointed  associate  director- 
general  of  the  subcontract  branch  of  the  Department  of 
Munitions  and  Supply,  Ottawa. 

Professor  E.  A.  Allcut,  m.e.i.c,  professor  of  mechanical 
engineering  at  the  University  of  Toronto,  has  been  ap- 
pointed technical  advisory  editor  of  Manufacturing  and 
Industrial  Engineering,  a  monthly  publication  fromToronto. 


Jacques  E.  Hurtubise,  jr. e. i.e.,  is  the  newly  elected  chair- 
man of  the  Junior  Section  of  the  Montreal  Branch  of  the 
Institute.  He  was  educated  at  Ecole  Polytechnique  where 
he  received  his  degree  in  civil  engineering  in  1934.  Upon 
graduation  he  joined  the  teaching  staff  of  the  Ecole  Poly- 
technique  as  an  instructor  in  the  laboratory  for  testing 


J.  E.  Hurtubise,  Jr.E.l.C. 

materials.  In  1937  and  1938  he  was  reinforced  concrete 
designer  for  Baulne  and  Leonard,  Montreal.  He  is  at  present 
in  charge  of  the  laboratory  for  testing  materials  at 
the  Ecole. 

André  P.  Benoit,  Jr. e. i.e.,  has  recently  obtained  a  leave 
of  absence  from  Dominion  Rubber  Company  Limited, 
Montreal,  to  join  the  inspection  staff  of  the  Department  of 
Munitions  and  Supply.  A  few  days  after  he  had  been  posted 
at  the  Montreal  Locomotive  Works  Limited  he  suffered  an 
accident  when  he  slipped  and  fractured  his  right  leg  while 
testing  a  newly  constructed  tank.  He  is  at  present  recov- 
ering in  the  hospital.  Mr.  Benoit  was  chairman  of  the 
Junior  Section  of  the  Montreal  Branch  of  the  Institute 
last  year.  His  friends  wish  him  a  rapid  and  complete  re- 
covery. 


Moran,  M.E.I.C. 


T.  M.  Moran,  m.e.i.c,  vice-president  of  Stevenson  and 
Kellogg  Limited,  was  recently  elected  president  of  United 
Tool  Engineering  and  Design  Ltd.,  Toronto. 

H.  A.  Crombie,  m.e.i.c,  has  been  recently  appointed 
administrator  of  plant  machinery,  equipment  and  supplies 
for  the  Wartime  Prices  and  Trade  Board  with  offices  in 
Montreal.  Mr.  Crombie  is  assistant  manager  of  the  Domin- 
ion Engineering  Company  Limited,  Montreal,  having  joined 
this  firm  in  1920. 


THE  ENGINEERING  JOURNAL    February,  1942 


111 


Flight-Lieut.  E.  H.  Jones,  M.E.I. C,  who  was  commis- 
sioned in  the  Royal  Canadian  Air  Force  in  June,  1941,  is 
now  officer  commanding,  Works  and  Buildings  Division, 
No.  1  Service  Flying  Training  School,  at  Camp  Borden,  Ont. 

A.  E.  K.  Bunnell,  M.E.I.C.,  partner,  Wilson  and  Bunnell, 
consulting  engineers,  Toronto,  is  serving  in  the  office  of 
Mr.  James  Stewart,  National  Administrator  of  Services, 
the  Wartime  Prices  and  Trade  Board,  Toronto.  Mr.  Bunnell 
is  director  of  Public  Utility  services. 

Robert  W.  Tassie,  m.e.i.c,  has  joined  the  staff  of  Empresa 
Electrica  de  Guatemala  at  Guatemala,  C.A.  Mr.  Tassie, 
who  is  vice-president  of  Emprezas  Electricas  Brasileiras, 
has  been  located  in  South  America  since  1911.  At  one  time 
he  was  manager  of  the  operating  department  of  the  Latin 
American  projects  of  the  Montreal  Engineering  Company. 

Stanley  R.  Frost,  m.e.i.c,  has  been  granted  leave  of  ab- 
sence by  the  North  American  Cyanamid  Company  Limited 
to  take  a  position  on  the  staff  of  the  Wartime  Bureau  of 
Technical  Personnel  at  Ottawa.  Mr.  Frost  is  the  immediate 
past  president  of  the  Association  of  Professional  Engineers 
of  Ontario. 


S.  D.  Levine,  s.e.i.c,  has  recently  been  transferred  from 
the  inspection  staff  of  the  Republic  Steel  Corporation  in 
Buffalo,  New  York,  to  the  Crucible  Steel  Company,  at 
Harrison,  N.J.,  with  the  Inspection  Board  of  the  United 
Kingdom  and  Canada.  He  graduated  from  the  University 
of  Toronto  in  1939. 

D.  C.  R.  Miller,  s.e.i.c,  has  accepted  a  position  with 
Research  Enterprises  Limited  at  Leaside,  Ont.  Previously 
he  was  connected  with  the  Duplate  Safety  Glass  Company 
at  Oshawa. 

E.  R.  Jacobsen,  m.e.i.c,  was  recently  appointed  personal 
assistant  to  L.  R.  Macgregor,  director-general  of  the  re- 
cently formed  Australian  War  Supplies  Procurement  in 
Washington,  D.C.  Mr.  Jacobsen  is  on  temporary  leave  of 
absence  from  the  Dominion  Bridge  Company,  Limited, 
Montreal. 

T.  S.  Glover,  m.e.i.c,  manager,  industrial  department, 
Russell  T.  Kelley,  Limited,  Hamilton,  has  obtained  a  leave 
of  absence  to  join  the  staff  of  the  Wartime  Bureau  of 
Technical  Personnel  at  Ottawa.  He  is  vice-chairman  of  the 
Hamilton  Branch  of  the  Institute. 


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

Jean  V.  Arpin,  jr. e. i.e.,  has  recently  been  put  in  charge 
of  the  inert  component  shop  at  Canadian  Car  Munitions 
Ltd.  at  St.  Paul  L'Ermite,  Que.,  and  at  the  same  time  he 
acts  as  technical  advisor  for  the  shell-filling  groups.  After 
graduating  from  the  Ecole  Polytechnique  in  1938,  he  took 
a  post  graduate  course  in  chemical  engineering  at  the  Ecole 
and  in  1939  he  was  with  the  Department  of  Roads  of  the 
Province  of  Quebec.  In  1940  he  joined  the  staff  of  Canadian 
Car  Munitions  Ltd.,  and  was  sent  to  England,  from  where 
he  returned  to  help  organize  the  production  in  the  com- 
pany's plant. 

N.  W.  D.  Mann,  Jr. e. i.e.,  is  stationed  at  Ottawa  as  junior 
engineer  on  construction  of  the  new  headquarters  building 
of  the  Royal  Canadian  Air  Force.  He  graduated  with  the 
degree  of  Bachelor  of  Science  in  civil  engineering  at  the 
University  of  New  Brunswick  in  the  class  of  1937.  From 
1937  to  1940  he  was  with  the  Department  of  Highways  of 
New  Brunswick  as  instrumentman  and  junior  engineer.  In 
1940  he  joined  the  works  and  buildings  division  of  the 
Department  of  National  Defence  at  Gander,  Newfoundland. 

John  T.  Mazur,  s.e.i.c,  has  accepted  a  position  with 
Massey-Harris  Aircraft  at  Weston,  Ont.,  as  a  tool  and  jig 
designer.  He  graduated  from  the  University  of  Manitoba 
in  1940  with  the  degree  of  Bachelor  of  Science  in  civil 
engineering. 


T.   S.  Glover,  M.E.I.C. 

B.  H.  Geary,  s.e.i.c,  has  recently  been  transferred  from 
the  Peterborough  Works  to  the  Davenport  Works  of  the 
Canadian  General  Electric  Company  in  Toronto.  He  gradu- 
ated in  electrical  engineering  from  the  University  of  New 
Brunswick  in  the  class  of  1940. 

VISITORS  TO  HEADQUARTERS 

H.  F.  Lambart,  m.e.i.c,  Life  Member,  Ottawa,  Ont.,  on 
January  9th. 

W.  E.  Ross,  m.e.i.c,  manager,  apparatus  sales  department, 
Canadian  General  Electric  Company,  Toronto,  Ont.,  on 
January  15th. 

Wills  Maclachlan,  m.e.i.c,  secretary-treasurer  and  engi- 
neer, Electrical  Employers'  Association  of  Ontario,  Toronto, 
Ont.,  on  January  20th. 

G.  H.  Thurber,  m.e.i.c,  Department  of  Public  Works, 
Ottawa,  Ont.,  on  January  22nd. 

J.  W.  MacDonald,  m.e.i.c,  Avon  River  Power  Company, 

Windsor,  N.S.,  on  January  26th. 

R.  W.  Boyle,  m.e.i.c,  Director,  Division  of  Physics  and 
Electrical  Engineering,  National  Research  Council,  Ottawa, 
Ont.,  on  January  26th. 

E.  B.  Horton,  m.e.i.c,  Boston,  Mass.,  on  January  30th. 


112 


February,  1942    THE  ENGINEERING  JOURNAL 


Obituaries 


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

Walter  Ritchie  Duckworth,  m.e.i.c,  died  in  Vancouver, 
B.C.,  on  January  13th,  1942.  He  was  born  at  Montreal  on 
December  31,  1870,  and  was  educated  at  the  Montreal  High 
School,  McGill  University  and  later  at  St.  Paul,  Minn. 
From  1890  to  1892  he  worked  in  the  office  of  Chas.  F. 
Loweth,  consulting  engineer  in  the  department  of  bridge 
engineering  and  construction  of  the  Northern  Pacific  Rail- 
way Company  and  the  Chicago,  Milwaukee  and  St.  Paul 
Railway  Company.  In  1892  he  joined  the  staff  of  Dominion 
Bridge  Company  at  Montreal  as  a  designing  draughtsman 
on  swing  bridge  machinery.  In  1896  he  was  appointed  chief 
inspector  and  in  1912  he  went  to  Vancouver.  He  was  for 
some  time  connected  with  the  Granby  Consolidated  Mining 
&  Smelting  &  Power  Company  at  Anyox,  B.C.,  and  later 
with  the  Greater  Vancouver  Water  District  Board.  Lately 
he  had  been  connected  with  the  Dominion  Bridge  Company 
at  Vancouver  as  plant  engineer  and  assistant  superintendent. 
Mr.  Duckworth  joined  the  Institute  as  an  Associate 
Member  in  1912  and  became  a  Member  in  1940. 

Robert  Leslie  Murray,  s.e.i.c,  died  at  Vernon,  P.E.I.,  on 
November  17th,  1941.  He  was  born  at  Vernon  on  November 
11th,  1913,  and  received  his  education  at  Mount  Allison 
University  and  Nova  Scotia  Technical  College.  From  1937 
until  1940  he  was  engaged  on  highway  construction  for  the 
Department  of  Highways  of  Prince  Edward  Island.  In  1940 


William  Morrison  Johnstone,  M.E.I.C,  died  at  his  home 
in  Ottawa  on  December  22nd,  1941.  He  was  born  at  Stam- 
ford, Ont.,  on  October  11th,  1889,  and  was  educated  at 
Queen's  University  where  he  received  his  Bachelor  of 
Science  degree  in  1913.  Upon  graduation  he  joined  the 
engineering  staff  of  the  City  of  Toronto  and  after  a  few 
months  he  became  resident  engineer  on  sewer  construction. 
In  1916  he  joined  the  staff  of  the  International  Nickel 
Company  at  Copper  Cliff,  Ont.,  and  worked  for  this  firm 
as  construction  cost  engineer  until  1918  when  he  went 
overseas.  In  1919,  upon  his  return  to  Canada,  he  joined  the 
staff  of  the  City  of  Hamilton,  where  he  was  employed  on 
sidewalk  construction.  Later  he  became  in  charge  of  sewers 
and  underground  construction.  In  1930  he  became  manag- 
ing director  of  Stanley  Contracting  Limited,  Hamilton,  and 
in  1932  he  joined  the  engineering  staff  of  the  City  of  Ottawa 
as  deputy  engineer.  In  1934  he  became  assistant  commis- 
sioner of  works  for  the  city,  a  position  which  he  occupied 
at  the  time  of  his  death. 

Mr.  Johnstone  joined  the  Institute  as  an  Associate 
Member  in  1921.  He  became  a  Member  in  1940. 

Archibald  Alexander  MacDiarmid,  m.e.i.c,  died  at  his 
home  in  Quebec  city  on  January  7th,  1942.  He  was  born 
at  Covey  Hill,  Que.,  on  May  13th,  1885,  and  was  educated 
at  McGill  University,  where  he  received  the  degree  of 
Bachelor  of  Science  in  1910.  Upon  graduation  he  joined 
the  engineering  department  of  the  Montreal  Light,  Heat 
and  Power  Consolidated  and  after  two  years  he  became  in 
charge  of  this  department. 

In  1914  he  was  employed  by  the  Bathurst  Lumber  Com- 
pany at  Bathurst,  N.B.,  as  chief  engineer  of  the  Lumber, 
Pulp  and  Paper  Division,  on  the  design,  construction  and 
operation  of  mills.  For  seven  months  in  1916  Mr.  Mac- 
Diarmid was  the  chief  engineer  of  the  Mattagami  Pulp 
and  Paper  Company  at  Smooth  Rock  Falls,  Ont.  From 
there  he  transferred  to  the  Anglo-Newfoundland  Develop- 
ment Company  at  Grand  Falls,  Newfoundland,  as  manager. 
In  1918  he  was  the  special  representative  of  the  Federal 
Trade  Committee  in  the  Newsprint  Price  Fixing  Case  at 
Washington,  D.C.  From  1919  to  1921  he  was  employed 
as  chief  engineer  of  the  Ironsides  Paper  Board  Company, 
Norwich,  Conn. 

In  1922  he  joined  the  staff  of  Price  Bros.  &  Co.  Ltd.,  as 
chief  engineer,  a  position  which  he  occupied  until  his  death. 

Mr.  MacDiarmid  joined  the  Institute  as  a  Student  in 
1909.  In  1914  he  was  transferred  to  Associate  Member  and 
he  became  a  Member  in  1926. 


R.  L.  Murray,  S.E.I.C. 


he  joined  the  Department  of  National  Defence  of  Canada 
and  worked  on  airport  construction  at  Summerside,  P.E.I. 
He  was  appointed  assistant  engineer  in  charge  of  con- 
struction in  April,  1941. 

Mr.  Murray  joined  the  Institute  as  a  Student  in  1931. 

William  James  Smither,  m.e.i.c,  died  at  his  home  in 
Toronto  on  January  18th,  1942,  after  a  short  illness.  He 
was  born  at  St.  Thomas,  Ont.,  on  November  29th,  1880, 
and  received  his  education  at  the  University  of  Toronto, 
where  he  graduated  as  a  Bachelor  of  Applied  Science  in 
1905.  Following  his  graduation  he  spent  some  years  en- 
gaged in  engineering  work  in  Vancouver,  B.C.,  San  Francisco 
and  Los  Angeles,  Cal.  His  work  in  the  latter  two  cities  was 
in  connection  with  the  installation  of  hydraulic  plants.  In 
1911  he  joined  the  engineering  staff  of  the  University  of 
Toronto  as  a  demonstrator  in  structural  design.  In  1915  he 
became  lecturer,  and  in  1921,  assistant  professor  of  struc- 
tural engineering.  Later  he  became  associate  professor. 

Professor  Smither  joined  the  Institute  as  an  Associate 
Member  in  1914  and  he  was  transferred  to  Member  in  1925. 


COMING  MEETINGS 

Ontario  Good  Roads  Association — Annual  Conven- 
tion, Royal  York  Hotel,  Toronto,  February  25-26th. 
Secretary,  T.  J.  Mahony,  Box  485,  Hamilton,  Ont. 

Canadian    Institute   of  Mining   and   Metallurgy — 

Forty-sixth  Annual  General  Meeting,  Royal  York  Hotel, 
Toronto,  March  9-1  lth.  Secretary,  E.  J.  Carlysle,  906 
Drummond  Bldg.,  Montreal. 

American  Water  Works  Association,  Canadian 
Section — Annual  Convention  at  the  General  Brock  Hotel, 
Niagara  Falls,  Ont.,  April  15-17th.  Secretary,  Dr.  A.  E. 
Berry,  Ontario  Department  of  Health,  Parliament  Build- 
ings, Toronto. 

American  Water  Works  Association — Sixty-second 
Annual  Convention  at  Stevens  Hotel,  Chicago,  111.,  June 
21-25th.  Executive  Secretary,  Harry  E.  Jordan,  22  East 
40th  Street,  New  York,  N.Y. 


THE  ENGINEERING  JOURNAL     February,  1942 


113 


News  of  the  Branches 


HALIFAX  BRANCH 


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


S.  W.  Gray,  m.e.i.c.  -----  Secretary-Treasurer 
G.  V.  Ross,  m.e.i.c.    -----    Branch  News  Editor 

The  annual  meeting  of  the  Halifax  Branch  was  held  as 
an  informal  dinner  at  the  Halifax  Hotel  on  December  18th. 
Fifty-five  members  and  guests  were  present. 

S.  W.  Gray,  secretary-treasurer,  presented  his  financial 
statement  and  report  for  the  past  year.  The  report  of  the 
scrutineers  showed  the  following  new  executive  members 
had  been  elected:  Percy  A.  Lovett  (Chairman),  J.  D.  Fraser, 
G.  T.  Clarke  and  G.  J.  Currie  of  Halifax,  G.  T.  Medforth, 
Amherst,  and  J.  W.  MacDonald,  Windsor. 

S.  L.  Fultz,  retiring  chairman,  reviewed  the  activities  of 
the  branch  during  1941.  Since  the  co-operative  agreement 
between  the  Institute  and  the  Association  of  Professional 
Engineers  of  Nova  Scotia,  the  membership  of  the  branch 
has  increased  by  170  to  a  total  of  256,  of  whom  216  are  full 
members.  Five  dinner  meetings  were  held  during  the  year, 
also  the  joint  E.I.C.  and  A.P.E.N.S.  banquet.  Branch  mem- 
bers have  contributed  ninety-five  dollars  to  the  Head- 
quarters Building  Fund  and  eighty  dollars  has  been  invested 
in  War  Savings  Certificates.  The  latter  amount  is  the  result 
of  a  decision  to  eliminate  musical  entertainment  from  the 
monthly  dinner  meetings  and  use  the  money  for  this 
purpose. 

Mr.  Lovett  took  over  as  chairman  and  asked  the  mem- 
bers to  support  the  executive  as  they  have  in  the  past.  He 
stated  that  the  recent  increase  in  membership  would  entitle 
the  branch  to  representation  by  an  additional  member  on 
the  Council. 

It  was  decided  to  hold  the  joint  banquet  with  the  Asso- 
ciation of  Professional  Engineers  in  January. 

An  entertainment  feature  of  the  evening  was  provided  by 
a  General  Electric  Company  film — "Exploring  With 
X-Rays." 

LONDON  BRANCH 


H.  G.  Stead,  m.e.i.c. 

A.  L.  FuRANNA,  S.E.I.C. 


-  -    Secretary-Treasurer 

-  -     Branch  News  Editor 


The  December  meeting  of  the  branch  was  held  on  Decem- 
ber 10th  in  the  new  Cronyn  Memorial  Observatory  at  the 
University  of  Western  Ontario.  Dr.  H.  R.  Kingston,  head 
of  the  Department  of  Mathematics  and  Astronomy,  and 
Rev.  W.  G.  Colgrove,  a  member  of  the  university  staff, 
presented  a  most  interesting  programme. 

The  first  part  of  the  evening  was  spent  in  the  dome  of  the 
observatory  where  Rev.  Colgrove  explained  the  principles 
of  their  fine  telescope.  This  telescope  has  a  10-inch  lens  and 
is  the  largest  of  its  kind  to  be  cast  and  ground  on  this  side 
of  the  ocean.  Unfortunately,  the  sky  was  overcast  and 
there  was  no  opportunity  to  view  the  planets  through 
the  telescope. 

For  the  second  part  of  the  evening,  Dr.  Kingston  gave  a 
lecture  on  astronomy,  in  which  the  meeting  was  given  some 
idea  of  the  complicated  workings  of  our  universe  and  of  its 
enormous  size.  The  lecture  was  illustrated  by  many  models 
made  by  Rev.  Colgrove. 

Rev.  Colgrove  then  demonstrated  his  working  model  of 
our  sun,  earth  and  moon.  This  model  showed  simultaneous- 
ly all  the  motions  of  the  earth  and  moon  around  the  sun. 
The  model  also  illustrated  the  seasons,  the  midnight  sun, 
midday  night  and  the  phases  of  the  moon. 

At  the  close  of  the  lecture  demonstration,  R.  W.  Garrett, 
the  branch  chairman,  called  upon  W.  C.  Miller  who  thanked 
both  Dr.  Kingston  and  Rev.  Colgrove  for  their  very 
interesting  programme. 

Following  the  meeting  a  number  of  members  remained 
to  see  the  observatory's  prized  possession,  a  meteor. 

Many  members  took  advantage  of  the  invitation  ex- 
tended to  their  wives  and  lady  friends. 


MONTREAL  BRANCH 


L.  A.  DUCHASTEL,  M.E.I.C.  -      - 

G.  G.  Wanless,  jr.E.i.c.     -    - 


-  Secretary-Treasurer 

-  Branch  News  Editor 


On  January  8th  Mr.  Howard  Johnson,  a  naval  architect 
and  ship  surveyor,  general  manager  of  Midland  Shipyards 
Ltd.,  addressed  the  branch  on  Shipyard  Production 
Methods.  He  has  had  wide  experience  in  a  number  of 
shipbuilding  firms  in  England  and  Scotland,  and  has  had 
the  opportunity  of  visiting  many  yards  in  different  countries. 

The  paper  deals  with  the  application  of  straight-line  pro- 
duction methods  to  construction  of  standardized  10,000  ton 
cargo  vessels,  as  a  means  of  speeding  up  shipbuilding  during 
the  emergency.  It  is  published  in  this  issue  of  the  Journal. 

Mr.  Johnson  said  that  it  is  presently  possible  to  com- 
plete a  10,000  ton  standardized  cargo  vessel  by  such  means 
in  25  weeks,  of  which  20  weeks  are  in  the  berth.  During  the 
discussion,  Mr.  R.  E.  Heartz  described  progress  in  Cana- 
dian yards,  along  these  lines.  It  is  expected  that  the  6J4- 
month  building  period  will  be  reduced  to  43^  months  in 
time.  This  will  be  a  major  contribution  to  our  defence. 

The  branch  was  privileged  to  have  present  at  its  Annual 
Meeting  on  January  15th,  Dr.  C.  J.  Mackenzie,  President 
of  The  Institute. 

The  chairman,  R.  E.  Heartz,  discussed  the  24th  Annual 
Report  which  had  been  mailed  to  all  members  and  com- 
mented on  the  good  and  active  work  of  all  committees.  All 
activities  had  been  maintained  at  full  level  despite  the 
pressure  of  emergency  duties.  The  membership  committee 
showed  a  90  per  cent  increase.  A  broader  presentation  of 
the  Institute  to  the  public  was  ably  begun  by  Mr.  Hulme's 
Publicity  Committee.  The  Junior  Section  was  complimented 
on  their  being  able  to  maintain  attendance;  one  of  their 
meetings  drew  170  members.  The  chairman  expressed  regret 
that  Mr.  André  Benoit,  Junior  Section  Chairman,  should 
have  had  an  unfortunate  accident  at  this  time. 

The  following  officers  were  elected  for  the  coming  year: 
J.  A.  Lalonde,  Chairman;  R.  S.  Eadie,  Vice-Chairman; 
L.  A.  Duchastel,  Secretary-Treasurer;  R.  E.  Heartz,  Past- 
Chairman;  J.  Comeau,  J.  M.  Crawford,  J.  B.  Stirling,  H.  F. 
Finnemore,  R.  C.  Flitton,  G.  D.  Hulme,  Councillors. 

Mr.  Heartz  presented  to  Dr.  Mackenzie,  as  the  Montreal 
Branch  contribution  to  the  Headquarters  Building  Fund, 
a  cheque  for  $6,000. 

Dr.  Mackenzie  said  that  success  in  the  building  fund 
campaign  had  had  a  salutary  effect  in  solidifying  the 
national  organization.  The  Institute  is  the  best  developed 
of  such  national  organizations,  and  being  such  should  be 
capable  of  playing  an  outstanding  part  in  general  affairs, 
which  of  necessity  must  be  more  collectivistic  in  the  future. 
He  spoke  of  the  Institute,  through  its  early  beginnings  in 
Montreal,  as  "an  organization  born  a  bit  before  its  time, 
in  an  era  when  specialization  and  individualism  were  dom- 
inant." This  had  made  it  possible  for  some  groups  to  sur- 
vive more  easily  than  others.  Now  collectivism  was  neces- 
sary for  survival,  as  many  European  countries  have  learned 
before  now. 

The  speaker  mentioned  the  large  number  of  key  posi- 
tions now  held  by  engineers  in  Army,  Navy,  Air  Force,  as 
well  as  Government  Departments  directly  connected  with 
the  war  effort.  Industrial  production  was  seen  as  just  now 
entering  its  fourth  stage  in  which  quantity  production 
would  be  shortly  achieved  and  a  shortage  of  manpower 
would  become  evident. 

In  addition  to  creating  the  fighting  services  and  equip- 
ping them,  Dr.  Mackenzie  foresaw  a  third  major  engineer- 
ing problem — that  of  maintaining  a  price  ceiling  without 
reduction  of  quality  standards. 


114 


February,  1942    THE  ENGINEERING  JOURNAL 


Mr.  L.  O'Sullivan  moved  the  vote  of  thanks  to  the 
speaker  which  was  most  heartily  endorsed  by  all  those 
present. 

Mr.  Heartz  expressed  his  sincere  thanks  to  the  secretary- 
treasurer  and  all  committee  chairmen  for  having  made  his 
term  of  office  so  successful. 

The  new  Chairman,  J.  A.  Lalonde,  was  escorted  to  the 
chair  by  Past-Presidents  0.  0.  Lefebvre  and  F.  P.  Shear- 
wood.  Mr.  Lalonde,  addressing  himself  to  Dr.  Mackenzie, 
Mr.  Heartz  and  the  members  of  the  branch,  promised  to 
keep  us  busy  and  pledged  his  energy  to  maintaining  the 
high  standard  of  the  Montreal  Branch.  He  spoke  in  English 
and  in  French. 

By  courtesy  of  the  St.  Maurice  Power  Co.,  a  most  in- 
structive film  was  presented,  which  showed  stages  in  the 
building  of  the  La  Tuque  dam. 

Mr.  W.  G.  Hunt  discussed  highlights  of  the  Annual 
Meeting  to  be  held  February  5th  and  6th. 

The  meeting  adjourned  for  refreshments. 

OTTAWA  BRANCH 


A.  A.  SWINNEETON,  M.E.I.C. 


Secretary-Treasurer 


At  the  noon  luncheon  on  December  18th,  1941,  A.  L. 
Malcolm,  b.a.sc,  senior  field  engineer  in  charge  of  hydro- 
electric development  construction  for  the  Ontario  Hydro- 
Electric  Power  Commission,  spoke  upon  some  of  the 
Construction  Features  of  the  Barrett  Chute  Develop- 
ment on  the  Madawaska  river  in  Ontario,  about  25  miles 
southeast  of  Pembroke.  His  talk  was  illustrated  by  coloured 
motion  pictures. 

This  development  was  begun  in  September,  1940,  and 
is  expected  to  be  complete  early  in  midsummer  of  1942. 
It  is  designed  to  supply  an  additional  54,000  horsepower 
which  will  mean  much  to  Ontario  where  a  large  part  of 
Canada's  war  industries  are  concentrated. 

Mr.  Malcolm's  paper  dealt  in  large  part  with  the  con- 
struction of  the  dam  itself  and  was  listened  to  with  a  great 
deal  of  interest  by  the  members.  It  is  the  intention  to  pub- 
lish this  paper  in  The  Journal. 

The  Annual  Meeting  of  the  Ottawa  Branch  was  held  on 
the  evening  of  January  8th  at  the  auditorium  of  the  National 
Research  Laboratories,  followed  by  an  illustrated  address 
and  demonstration  by  J.  W.  Bateman  of  Toronto  on  the 
"Magic  of  the  Spectrum." 

At  the  Annual  Meeting  the  usual  reports  were  presented 
and  the  results  of  the  elections  to  the  branch  were  an- 
nounced. Chairman  for  the  forthcoming  year  is  N.  B. 
MacRostie,  secretary- treasurer  is  A.  A.  Swinnerton,  and 
new  members  of  the  Managing  Committee  are  W.  H.  G. 
Flay,  G.  A.  Lindsay  and  R.  Yuill.  The  retiring  secretary- 
treasurer,  R.  K.  Odell,  was  presented  with  a  handsome 
travelling  bag  and  a  gold  Engineering  Institute  pin. 

Mr.  MacRostie  presented  an  interim  report  on  the  work 
of  the  Committee  on  Air  Raid  Shelters  and  stated  that  a 
survey  was  being  made  of  downtown  and  commercial  build- 
ings and  of  residences  and  apartments  in  other  sections  of 
the  city  in  connection  with  air  raid  shelter  facilities.  He  said 
the  libraries  had  secured  books  and  pamphlets  on  the 
question  of  air  raid  shelters  and  these  were  available  to 
the  public. 

The  secretary-treasurer's  report  showed  an  increase  in 
branch  membership  of  26  during  the  year,  the  total  now 
being  402  resident  and  103  non-resident  members.  Two  sets 
of  drafting  instruments  were  donated  to  the  Ottawa  Tech- 
nical School  for  presentation  as  prizes  for  proficiency  in 
drafting  and  a  copy  of  "Technical  Methods  of  Analysis" 
by  Griffin  was  presented  to  the  Hull  Technical  School  to 
be  awarded  to  one  of  the  students.  The  meeting  voted 
unanimously  to  set  aside  $30  for  the  same  purposes  again 
this  year. 

President  C.  J.  Mackenzie  and  General  Secretary  L. 
Austin  Wright  of  the  Institute  spoke  briefly  on  the  recon- 
struction plans  of  the  Institute. 


The  address  and  demonstration  by  J.  W.  Bateman  re- 
quired the  use  of  considerable  apparatus  and  was  listened 
to  with  rapt  attention  on  the  part  of  the  audience.  Mr. 
Bateman  traced  the  history  of  artificial  indoor  lighting 
from  the  days  of  the  general  use  of  the  candle  to  the  ultra- 
modern methods  of  present-day  illumination.  He  was 
thanked  by  Lieut.  Commander  C.  P.  Edwards  and  A.  K. 
Hay. 

At  the  conclusion  of  the  meeting  refreshments  were  served. 

SAGUENAY  BRANCH 


D.  S.  ESTABROOKS,  M.E.I.C. 
J.  P.  ESTABROOK,  jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


A  meeting  of  the  Saguenay  Branch  was  held  on  December 
16th  in  the  Arvida  Protestant  School. 

Before,  being  addressed  by  the  speaker,  the  members  were 
shown  a  film  on  "Photoelastic  Stress  Analysis"  as  it 
had  been  developed  and  investigated  at  the  University  of 
Manitoba.  Transparent  plastic  models  were  used  in  this 
work  and  various  engineering  problems  were  given  attention. 

Following  this,  the  speaker,  Mr.  Jas.  A.  E.  Gohier,  was 
introduced  by  our  chairman,  Mr.  N.  F.  McCaghey.  As 
chief  engineer  of  the  Quebec  Roads  Department,  Mr. 
Gohier  was  able  to  give  a  clear  and  interesting  presentation 
of  his  subject — "Road  Building  in  Quebec." 

Three  factors  must  be  considered  in  this  work,  namely, 
speed,  density  of  traffic,  and  the  size  and  nature  of  the 
vehicles  to  be  accommodated.  The  severe  changes  experi- 
enced in  these  characteristics  has  demanded  an  alert  and 
progressive  planning  of  road  projects  during  the  past 
twenty-five  years.  An  outline  of  the  maximum  and  average 
traffic  densities  experienced  on  the  main  routes  showed  this 
to  be  the  governing  factor  in  the  selection  of  a  road  type. 
In  this  regard,  there  are  four  important  classes — two-lane, 
three-lane,  four-lane  divided  and  four-lane  undivided 
highways. 

A  two-lane  highway  can  handle  3,500  cars  per  day  with 
a  percentage  of  trucks  of  from  fifteen  to  twenty.  However, 
with  variations  of  crown  and  other  features,  the  capacity 
may  be  reduced  to  3,000.  The  three-lane  can  accommodate 
from  six  to  ten  thousand  cars  per  day  and  is  usually  of 
concrete  or  asphalt  construction.  Although  it  is  in  a  lower 
accident  class,  other  characteristics  do  not  usually  warrant 
its  use  in  this  province. 

The  four-lane  undivided  highway  takes  care  of  a  traffic 
flow  of  from  ten  to  twenty  thousand  cars  and  has  the  ad- 
vantage of  adaptability  during  peak  hours  when  traffic  is 
predominantly  in  one  direction.  At  such  times  three  lanes 
may  serve  in  one  direction  and  one  in  the  other. 

In  the  future  we  may  expect  to  see  our  highways  con- 
structed with  a  maximum  curvature  of  four  degrees  and  a 
greatly  increased  range  of  visibility. 

The  speaker  pointed  out  that  accident  increase  was  com- 
pletely out  of  proportion  to  the  increase  in  registration  of 
automobiles  and  mentioned  the  aids  being  provided  the 
driver  to  induce  him  to  be  more  careful.  Pavement  marking 
machines  are  in  use  and  874  miles  of  pavement  have  already 
been  marked.  The  standard  highway  markings  as  used  in 
the  New  York  and  Ontario  road  systems  are  to  be  closely 
followed. 

Films  shown  and  explained  by  Mr.  Gohier  depicted  road 
building  as  it  has  recently  been  carried  out  in  the  province. 
In  making  the  pavements,  an  eight-inch  layer  of  crushed 
stone  is  first  put  down  as  a  cushion,  covered  with  tar  paper, 
and  a  concrete  layer  placed  on  top  of  this.  This  base  is  still 
abrasive  and  a  finishing  layer  of  pavement  one  and  a  half 
inches  thick  completes  the  road  surface.  Following  this, 
the  new  concrete  is  covered  with  burlap  and  then  with  a 
special  type  of  curing  paper  for  five -days.  Earth  is  no  longer 
used  at  this  stage  of  the  work. 

Special  mention  was  made  of  the  construction  of  a  traffic 
circle  at  Dorval  and  in  closing  Mr.  Gohier  stressed  the 
importance  of  roads  in  times  of  an  emergency. 


THE  ENGINEERING  JOURNAL     February,  1942 


115 


HAMILTON  BRANCH 


ANNUAL  MEETING 


Councillor  W.  J.  W.  Reid,  Col.  D.  A.  White, 
Commandant,  Army  Trades  School,  Ham- 
ilton, and  Councillor  W.  L.  McFaul. 


Professor   E.    A.    Allcut   of  Toronto,   guest 

speaker,    and    W.    A.    T.    Gilmour,    Branch 

Chairman  for  1941. 


Professor  Allcut,  W.  A.  T.  Gilmour,  Gen- 
eral Secretary    L.   Austin   Wright  and  new 
Branch  Chairman  Stanley  Shupe. 


F.  R.  Leadlay.  H.   A.  Cooch  and  J.  F.  Crowley. 


W.  E.  Sprague,  F.  tl.  Midgley,  Mark  Yong,  E.  G.  Mackay 
and  J.  R.  Dunbar. 


A.  J.  Turney  and  T.  J.  Boyle. 


Geo.  Foot  and  C.  H.  Hutlon. 


116 


February,  1942    THE  ENGINEERING  JOURNAL 


QUEBEC  BRANCH 

Paul  Vincent,  m.e.i.c.     -    Secretary-Treasurer 
Lundi  soir,  le  premier  décembre,  les  membres  de  la  sec- 
tion de  Québec,  tenaient  leur  trente-troisième  Assemblée 
Générale  Annuelle,  dans  la  salle  de  réception  de  Québec 
Power  à  Québec.  Cinquante-cinq  membres  y  assistaient. 

Après  la  nomination  des  scrutateurs  chargés  de  dépouiller 
le  scrutin  pour  l'année  1941-42,  le  secrétaire  donnait  lecture 
du  procès-verbal  de  l'Assemblée  Annuelle  du  25  novembre 
1940,  du  rapport  du  Conseil  sur  les  activités  de  l'année 
1941  et  il  présentait  le  rapport  financier  pour  l'année 
écoulée. 

L'assemblée  procéda  ensuite  à  la  formation  des  divers 
comités  de  la  Section,  qui  s'établissent  comme  suit: 

Législation:         MM.  0.  Desjardins,  président, 

J.  O.  Martineau  et  J.  G.  O'Donnell. 

Recrutement:      MM.  Hector  Cimon,  président, 

E.  D.  Gray-Donald  et  Paul  Vincent. 

Excursions:        MM.  Théo.  Miville  Dechêne,  président, 
W.  R.  Caron  et  Yvon  R.  Tassé. 

Bibliothèque:  MM.  A.  V.  Dumas,  président,  René 
Dupuis,  Théo.  Miville  Dechêne,  J.  O. 
Martineau  et  Burroughs  Pelletier. 

Nominations:  MM.  Gustave  St-Jacques,  Jean  St- 
Jacques  et  Théo.  Miville  Dechêne. 

Les  scrutateurs,  Yvon  de  Guise  et  Lucien  Buteau,  pré- 
sentèrent alors  leur  rapport  sur  le  résultat  des  élections  de 
la  section  de  Québec  pour  1941-42  et  le  président  de  l'assem- 
blée, Monsieur  L.  C.  Dupuis,  en  donna  lecture  aux  Membres 
comme  suit: 

Président:  L.  C.  Dupuis — réélu  par  acclamation 

Vice-Président:    René  Dupuis —    élu    "  " 

Secr. -Trésorier:    Paul  Vincent — réélu    " 
Conseillers  élus  pour  deux  ans:    Stanislas  Picard 

Ludger  Gagnon 
G.  W.  Waddington. 

Trois  autres  conseillers  ont  encore  un  an  d'office  ce  sont: 
MM.  O.  Desjardins,  R.  Sauvage  et  Gustave  St-Jacques. 

Le  conseil  est  complété  par  les  membres  ex-officio:  MM. 
Hector  Cimon,  E.  D.  Gray-Donald,  Alex.  Larivière,  R.  B. 
McDunnough  et  Philippe  Méthé,  et  enfin  Monsieur  A.  R. 
Décary,  président  honoraire  à  vie  de  la  section  de  Québec. 

Il  avait  été  décidé  que  la  coupe  du  premier  tournoi  de 
golf  joué  au  Royal  Quebec  Golf  Club,  le  15  septembre  1941, 
serait  présentée  au  champion  avec  les  inscriptions  de  cir- 
constance gravées  sur  la  coupe.  Le  président,  L.  C.  Dupuis, 
offrit  donc  officiellement  cette  magnifique  coupe,  donnée 
par  la  Maison  Geo.  T.  Davie  &  Sons,  à  Monsieur  Ph.  A. 
Dupuis,  le  champion  pour  1941.  Cette  cérémonie  raviva 
des  souvenirs  nombreux  et  variés  et  amena  la  discussion  sur 
cet  événement  que  tous  souhaitent  voir  se  répéter  les 
années  prochaines. 

L.  C.  Dupuis,  le  président  réélu,  termina  l'assemblée  en 
adressant  quelques  mots  aux  membres.  Il  les  remercia 
d'abord  de  leur  vote  de  confiance  en  le  réélisant  pour  une 
seconde  année,  il  exhorta  les  membres  à  venir  en  grand 
nombre  à  toutes  nos  réunions  et  il  les  félicita  de  s'être 
rendus  aussi  nombreux  à  l'Assemblée  Annuelle.  Il  termina 
ces  quelques  mots  par  des  tributs  marques  de  reconnais- 
sance à  l'adresse  des  officiers  de  Québec  Power  pour  avoir 
mis  leur  salle  à  la  disposition  des  membres  de  la  section. 

M.  Alex.  Larivière  nous  fit  ensuite  apprécier  durant  une 
heure  ses  talents  de  cinématographe,  en  nous  promenant 
autour  de  notre  péninsule  Gaspésienne.  Ce  fut  un  voyage 
magnifique.  M.  Larivière  tint  toute  l'assistance  en  suspens 
par  des  films  excitants  sur  la  destruction  de  la  flotte  fran- 
çaise à  Dakar,  la  chute  du  Pont  Tacoma,  et  les  belles 
ondines  du  New  York  World's  Fair. 

La  réunion  se  clôtura  par  des  rafraîchissements  servis  aux 
membres  pendant  qu'ils  échangeaient  leurs  vues  sur  les 
sujets  d'actualité. 


Le  15  décembre  1941,  la  section  de  Québec  avait  une  des 
réunions  les  plus  instructives  de  l'année,  dans  la  Salle  des 
Comités  du  Château-Frontenac,  à  8.15  hrs. 

Sous  la  présidence  de  Monsieur  L.  C.  Dupuis,  président 
de  la  section,  MM.  Gilles  E.  Sarault,  ingénieur  régional  à 
Radio-Canada,  Poste  CBF,  et  Aurèle  Séguin,  commen- 
tateur de  la  même  Société,  nous  entretenaient  de  la  radio- 
diffusion. 

Les  ingénieurs,  accompagnés  de  leurs  épouses  ou  amies, 
se  rendirent  au  nombre  de  200  pour  écouter  ces  confé- 
renciers compétents. 

M.  G.  E.  Sarault  nous  parla  de  "La  Technique  de  la 
Radiodiffusion."  Il  commença  par  donner  à  son  auditoire 
un  rapide  aperçu  des  principes  fondamentaux  de  la  radio; 
puis  il  passa  à  l'application  pratique  de  ces  principes,  en 
faisant  une  revue  de  l'organisation  nécessaire  à  une  radio- 
diffusion complète.  Cette  conférence,  brillamment  illustrée 
par  des  projections  de  diagrammes  et  de  schémas  très  bien 
imaginés  et  de  nombreux  appareils  installés  dans  la  salle, 
eut  un  vif  succès  dont  tout  le  monde  parle  encore. 

M.  Aurèle  Séguin  commenta  ensuite  un  film  en  couleur 
préparé  par  la  Société  Radio-Canada  et  présenté  pour  la 
première  fois  à  Québec.  La  Section  de  Québec  de  l'Institut 
profita  de  cette  primeur  et  sût  goûter  la  merveilleuse  présen- 
tation de  ces  films.  Chacun  eut  l'occasion  de  voir  à  l'écran 
ses  artistes  préférés  de  la  radio  dans  les  sketchs  populaires 
"Pension  Velder,"  "Un  Homme  et  son  Péché,"  "S.V.P.," 
etc.  Ces  films  commentés  par  l'excellent  conférencier  qu'est 
Monsieur  Séguin  n'ont  pas  manqué  d'intérêt  pour  toute 
l'assistance  et  ce  dernier  nous  faisait  des  remarques  et  des 
réflexions  intéressantes  et  très  instructives,  même  des  vers 
que  nous  citons  ici: 

Si  tu  veux,  faisons  un  rêve. 
Montons  sur  deux  électrons; 
Tu  m'emmènes,  je  t'enlève, 
Vois!  déjà  nous  démarrons. 

Nous  filons  à  toute  allure 
Sans  quitter  notre  fauteuil; 
Pas  besoin  d'autre  monture 
Pour  faire  un  voyage  à  l'oeil. 

Autrefois  les  pauvres  types 
Qui  voulaient  franchir  l'octroi, 
Risquant  de  casser  leur  pipe, 
Enfourchaient  un  palefroi. 

Pour  aller  chercher  fortune 

Chez  le  Turc  ou  le  Castillan, 

Il  suffit,  chose  opportune, 

D'un'  p'tite  antenne  d'appartement. 

Les  conférenciers  ont  été  ensuite  remerciés:  Monsieur 
Gilles  Sarault  par  un  de  ses  confrères  de  McGill,  Monsieur 
Henri  F.  Béique,  et  Monsieur  Aurèle  Séguin  par  Monsieur 
Philippe  Méthé. 

Monsieur  Adrien  Morin,  l'auteur  de  ces  films  était  à 
l'appareil  de  cinématographie  et  de  reproduction.  Ces  films 
des  mieux  réussis  furent  vivement  appréciés  par  tout 
l'auditoire. 

La  soirée  eu  le  résultat  d'enthousiasmer  tout  le  monde, 
tel  qu'on  pouvait  s'y  attendre. 

SASKATCHEWAN  BRANCH 

Stewart  Young,  m.e.i.c.  -  -  -  Secretary-Treasurer 
The  Saskatchewan  Branch  met  in  joint  session  with  the 
Association  of  Professional  Engineers  and  the  American 
Institute  of  Electrical  Engineers  at  the  Kitchener  Hotel, 
Regina,  on  Tuesday  evening,  December  16th,  1941,  to  hear 
an  address  by  Major  T.  G.  Tyrer,  recently  returned  from 
overseas.  The  meeting  was  preceded  by  the  usual  dinner, 
at  which  30  members  and  guests  were  in  attendance. 

Major  Tyrer  gave  an  outline  of  his  personal  experiences 
while  on  active  service,  following  which  there  was  a  general 
discussion  on  conditions  in  the  old  land  and  a  hearty  vote 
of  thanks  to  the  speaker. 


THE  ENGINEERING  JOURNAL     February,  1942 


117 


JOINT  MEETING  OF  INSTITUTE  BRANCHES  IN  NEW  BRUNSWICK  AND  ASSOCI 
ATION  OF  PROFESSIONAL  ENGINEERS— for    Signing  of  Co-operative  Agreement. 


Sydney  Hogg,  R.  Judge.  C.  <:.  Kir  by,  F.  A.  Patriquen.  W.  Ganderton. 


118 


Left  to  right  around  the  table,  Couneillor  <-.   G.  Murdoch,  G.  A. 
Vandervoort,  H.  W.  McKiel,  A.  O.  Wolff,  A.  Gray.  J.   P.  Mooney. 

February,  1942    THE  ENGINEERING  JOURNAL 


ST.  MAURICE  VALLEY  BRANCH 


C.  G.  HE  TONNANCODB,  S.E.I.C. 


Secretary-Treasurer 


On  December  3rd,  at  8  p.m.,  in  the  Cascade  Inn,  Shawin- 
igan  Falls,  the  members  of  the  Shawinigan  Chemical  Insti- 
tute and  the  Canadian  Club  were  guests  of  the  St.  Maurice 
Valley  Branch,  forming  an  audience  of  over  a  hundred. 

The  subject  under  discussion  was  a  difficult  and  con- 
troversial one,  indeed,  the  St.  Lawrence  Deep  Sea  Water- 
way, but  it  was  very  well  treated  by  our  members,  Messrs. 
J.  R.  Eastwood,  of  Grand 'Mère;  R.  H.  Ferguson,  of  Trois- 
Rivières;  and  J.  W.  Stafford,  of  Shawinigan  Falls;  and 
illustrated  by  up-to-date  maps  and  charts  prepared  for  the 
occasion  by  the  speakers. 

The  meeting  was  jointly  presided  over  by  Dr.  A.  H. 
Heatley,  Branch  Chairman,  and  Mr.  Hembly,  Chairman  of 
the  Chemical  Institute.  Due  to  the  last  minute  absence  of 
Mr.  Stafford,  Dr.  Heatley  delivered  his  paper,  while  Mr. 
Timmis  replaced  Dr.  Heatley  in  the  chair. 

The  evening  was  a  success,  and  the  credit  goes  to  our 
speakers  who  must  have  spent  considerable  time  and  effort 
in  its  preparation.  Their  aim  was  to  give  the  audience  a 
clearer  knowledge  of  the  work  already  done,  of  the  size  and 
cost  of  the  enterprise,  and  of  the  immediate  results  of  its 
realization. 

The  speakers  were  purely  objective  in  their  views. 

A  general  discussion  followed,  Messrs.  E.  R.  Williams, 
Hembly,  E.  B.  Wardle  and  A.  H.  Heatley  being  the  leading 
contributors,  among  many  others. 

VICTORIA  BRANCH 

J.  H.  Blake,  m.e.i.c.      -     -     -     -     Secretary-Treasurer 

The  University  of  Manitoba  film,  "Photoelastic  Stress 
Analysis,"  kindly  loaned  to  the  Victoria  Branch  through 
Professor  A.   E.   Macdonald  of  the  Department  of  Civil 


Engineering,  was  the  subject  of  a  very  interesting  hour 
following  the  annual  meeting  of  the  branch  on  January  16th. 

This  film  was  taken  around  a  series  of  particularly  inter- 
esting experiments  based  on  the  study  of  internal  stresses 
in  plastic  models  of  structures  by  means  of  the  application 
of  the  principle  of  polarized  light.  Prior  to  the  showing  of 
this  film,  the  executive  of  the  branch  arranged  for  a  brief 
explanation  of  the  principle  of  polarized  light  by  a  recent 
graduate  of  the  University  of  British  Columbia,  Mr.  Wm. 
H.  Mathews,  of  the  Provincial  Department  of  Mines.  Mr. 
Mathews'  explanations  greatly  assisted  in  a  more  complete 
understanding  of  the  experiments  shown  on  this  film. 

The  film  deals  with  the  preparation  of  suitable  plastics 
for  the  construction  of  models  by  which  stresses  due  to 
various  fixed  and  movable  loads  are  studied  by  means  of 
the  passage  of  light  being  controlled  by  means  of  polariza- 
tion. By  rotation  of  these  planes  the  internal  stresses  can 
be  visibly  plotted  and  studied  as  by  no  other  means,  and 
pictorial  records  of  them  made.  A  number  of  various  models 
are  studied  under  actual  proportionate  load  conditions  and 
the  resulting  stresses,  many  of  which  are  shown  by  coloured 
bands,  can  be  seen  under  duplicated  operating  conditions. 
This  process  opens  up  an  entirely  new  field  for  the  deter- 
mination of  internal  stresses  otherwise  only  obtainable  by 
theoretical  mathematical  calculations. 

It  is  a  long  time  since  any  engineering  subject  has  pro- 
voked such  a  lengthy  discussion  period  following  presenta- 
tion as  that  resulting  from  the  showing  of  this  film,  and  the 
University  of  Manitoba  and  Professor  Macdonald  in  par- 
ticular are  to  be  complimented  on  the  production  of  this 
film  and  for  making  it  available  to  the  branches  of  the 
Institute. 

This  branch  is  looking  forward  to  an  active  and  interest- 
ing year  under  the  direction  of  the  new  officers  elected  at 
this  annual  meeting. 


News  of  Other  Societies 


ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  ONTARIO 

Warren  C.  Miller,  m.e.i.c,  City  Engineer,  St.  Thomas, 
has  been  elected  president  of  the  Association  of  Professional 
Engineers  of  the  Province  of  Ontario  and  assumed  office  at 
the  General  Meeting  of  the  Association  which  was  held  in 
the  Royal  York  Hotel,  Toronto,  on  January  17th. 


Warren  C.  Miller,  M.E.I.C. 

Born  in  Point  Edward,  Ontario,  he  received  his  pre- 
liminary education  at  St.  Thomas.  After  graduating  from 
Queen's  University  in  1917,  he  served  overseas  with  the 
Royal  Canadian  Engineers.  In  1919,  he  went  to  St.  Thomas 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


as  an  inspector  in  the  city  engineer's  department.  Six 
months  later  he  was  appointed  city  engineer,  a  position 
which  he  has  held  continuously  since  that  time. 

Major  Miller  has  been  a  member  of  the  Council  of  the 
Association  for  the  past  four  years,  and  during  that  time 
has  been  chairman  of  the  Legislation  Committee.  He  is  a 
past-president  of  the  Canadian  Institute  on  Sewage  and 
Sanitation,  a  past  chairman  of  the  Canadian  Section  of  the 
American  Waterworks  Association,  and  has  served  on  the 
Council  of  The  Engineering  Institute  of  Canada.  He  was  a 
member  of  the  committee  appointed  jointly  by  the  American 
Waterworks  Association  and  the  Municipal  Finance 
Officers'  Association  that  prepared  the  new  waterworks 
accounting  manual.  He  is  also  a  member  of  the  American 
Public  Works  Association. 

Most  of  his  spare  time  is  devoted  to  his  job  as  Church- 
warden which  he  has  held  for  eight  years.  He  is  also  Lay 
Chairman  of  the  Archdeaconry  of  Elgin  and  a  member  of 
the  Executive  Committee  of  the  Synod  of  Huron. 

The  following  have  been  elected  as  members  of  the 
Council  of  the  Association  of  Professional  Engineers  of  the 
Province  of  Ontario  for  the  year  1942: 

Vice-President:  R.  A.  Elliott,  General  Manager,  Deloro 
Smelting  &  Refining  Co.  Ltd.,  Deloro;  Past-President: 
S.  R.  Frost,  m.e.i.c,  Sales  Director,  North  American  Cyan- 
amid  Ltd.,  Toronto. 

Councillors:  Civil  Branch — J.  Clark  Keith,  m.e.i.c, 
General  Manager,  Windsor  Utilities  Comm.,  Windsor; 
J.  L.  Lang,  m.e.i.c,  Lang  &  Ross,  620  Queen  St.,  Sault  Ste. 
Marie;  N.  D.  Wilson,  m.e.i.c,  Wilson  &  Bunnell,  388  Yonge 


THE  ENGINEERING  JOURNAL     February,  1942 


119 


St.,  Toronto;  Chemical  Branch — R.  M.  Coleman,  Smelter 
Supt.,  International  Nickel  Co.  of  Canada  Ltd.,  Copper 
Cliff;  E.  T.  Sterne,  Manager,  G.  F.  Sterne  &  Sons  Ltd., 
Brantford;  H.  P.  Stockwell,  Chem.  Engr.,  Ottawa  Water 
Purification  Plant,  Ottawa;  Electrical  Branch — M.  J. 
Aykroyd,  Outside  Plant  Engineer,  Bell  Telephone  Co.  of 
Canada  Ltd.,  Toronto;  C.  P.  Edwards,  m.e.i.c,  Deputy 
Minister,  Dept.  of  Transport,  Ottawa;  H.  J.  MacTavish, 
Secretary,     Toronto     Electric     Commissioners,     Toronto; 


Mechanical  Branch — C.  C.  Cariss,  m.e.i.c,  Chief  Engr., 
Waterous  Limited,  Brantford;  G.  Ross  Lord,  m.e.i.c, 
Asst.  Professor  of  Mechanical  Engrg.,  University  of 
Toronto;  K.  R.  Rybka,  m.e.i.c,  Associate,  Walter  J. 
Armstrong,  Cons.  Engr.,  989  Bay  St.,  Toronto;  Mining 
Branch — J.  M.  Carter,  Mill  Supt.,  Mclntyre-Porcupine 
Mines  Ltd.,  Schumacher;  C.  H.  Hitchcock,  Vice-President, 
Smith  &  Travers  Co.  Ltd.,  Sudbury;  D.  G.  Sinclair,  Asst. 
Deputy  Minister,  Ontario  Dept.  of  Mines,  Toronto. 


Library  Notes 


ADDITIONS  TO  THE  LIBRARY 

TECHNICAL  BOOKS 

Canadian  Almanac,  1942: 

Edited  by  Horace  C.  Corner,  Toronto, 
Copp  Clark  Co.  Ltd.,  6x9  in.,  $7.00. 

Canadian  Engineering  Publications  Ltd.  : 

The  Engineering  Catalogue,  1941. 

PROCEEDINGS,  TRANSACTIONS 
Institution  of  Mechanical  Engineers  : 

Proceedings,  Jan.  to  June,  1941.  London, 
vol.  145. 

Royal  Society  of  Canada  : 

Transactions,  section  2,  3rd  series,  vol.  35, 
meeting  of  May,  1941- 

American  Society  of  Civil  Engineers: 

Reprint  from  the  Transactions  vol.  106, 
1941  paper  2121,  Masonry  Dams,  a  sym- 
posium, 224  pages. 

REPORTS 

American  Society  of  Civil  Engineers — 
Manuals    of    Engineering:    Practice 

Nos.  23,  24. 

Military  roads  in  forward  areas,  July  21, 
1941-  Surveys  of  highway  engineering 
positions  and  salaries,  July  21,  1941. 

Saskatchewan,  Association  of  Profes- 
sional Engineers: 

Membership  list,  1941  ■ 

U.S.  Bureau  of  Standards — Building 
Materials  and  Structures: 

Report  BMS78 — Structural,  heat-trans- 
fer, and  water-permeability  properties  of 
five  earth-wall  constructions.  Report 
BMS79 — Water-distributing  systems  for 
buildings. 

Engineering  Opportunities: 

General  prospectus  of  the  British  Institute 
of  Engineering  Technology  Ltd. 

Bell  Telephone  System — Technical  Pub- 
lications: 

Magnetoshiction  Young's  modulus  and 
damping  of  68  permalloy;  M  aero  molecular 
properties  of  linear  polyesters;  Current 
rating  and  life  of  cold-cathode  lubes; 
Dilatometric  study  of  the  order-disorder 
transformation  in  Cu-Au  alloys;  Electron 
microscopes  and  their  uses;  Electron  dif- 
fraction studies  of  thin  films;  Monographs 
B-1303,  1310,  1315-18. 

University  of  California  Publications: 

Geology  of  the  western  Sierra  Nevada 
between  the  Kings  and  San  Joaquin  Rivers, 
California,  by  Gordon  A.  MacDonald. 

Canada,  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey  Memoirs: 

Noranda  District,  Quebec,  by  M.  E. 
Wilson,    Memoir   229;   Bousquet  Joannes 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


Area,  Québec,  by  H.  C.  Gunning,  Memoir 
231  ;  Mining  Industry  of  Yukon,  1939  and 
1940,  by  H.  S.  Bostock,  Memoir  234. 

Canada,  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Bureau  of  Mines: 

Pictou  County  Coalfield — Physical  and 
chemical  survey  of  coals  from  Canadian 
Collieries,  No.  3. 

University  of  Illinois — Engineering  Ex- 
periment Station  Bulletins: 

Heat  transfer  to  clouds  of  falling  particles, 
by  H.  F.  Johnstone,  R.  L.  Pigford  and 
J.  H.  Chapin,  Bulletin  830;  Tests  of 
Cylindrical  Shells,  by  W.  M.  Wilson  and 
E.  D.  Olson,  Bulletin  331;  Analyses  of 
skew  slabs,  by  Vernon  P.  Jensen,  Bulletin 


U.S.  Department  of  the  Interior — Bureau 
of  Mines — Bulletins: 

Mechanical  concentration  of  gases,  No.  431  ; 
Some  essential  safety  factors  in  tunneling, 
No.  439;  Metal  and  non-metal  mineacci- 
denls  in  the  U.S.,  1939  (excluding  coal 
mines),  No.  440. 
1 

U.S.  Department  of  the  Interior — Bureau 
of  Mines — Technical  Papers: 

Carbonizing  properties  and  pétrographie 
composition  of  No.  1  bed  coal  from  bell 
No.  1  mine,  Sturgis,  Crittenden  County, 
Ky.,  and  the  effect  of  blending  this  coal 
with  Pocahontas  No.  3  and  No.  4  bed  coals, 
T.P.  628;  Carbonizing  properties  and 
pétrographie  composition  of  Powellton-Bed 
coal  from  Elk  Creek  No.  1  mine,  Emmett, 
Logan  County,  W.Va.,  and  the  effect  of 
blending  this  coal  with  Pocahontas  No.  3 
and  No.  4  bed  coals,  T.P.  630;  Coalpaleo- 
botany,  T.P.  631;  Theoretical  calculations 
for  explosives,  T.P.  632. 

National    Management    Council    of    the 
U.S.A.: 

Harry  Arthur  Hopf,  fifth  Cios  medalist, 
April,  1940. 

Ottawa,  King's  Printer: 

Dominion-provincial  conference,  Jan.  14 
and  15,  1941. 

Boston  Society  of  Civil  Engineers: 

Geological  investigation  of  dam  sites  on  the 
St.  Maurice  river,  Quebec,  by  Irving 
B.  Crosby. 

Revue  Trimestrielle  Canadienne: 

Extract  from  the  June  issue,  1941-  Le 
Saint-Laurent  et  son  aménagement,  by 
Olivier  Lefebvre.  32  pages. 

Portland  Cement  Association: 

Continuous  hollow  girder  concrete  bridges. 
89  pages. 


BOOK  NOTES 

The  following  notes  on  new  books  ap-  \ 
pear  here  through  the  courtesy  of  the  | 
Engineering  Societies  Library  of  New  j' 
York.  As  yet  the  books  are  not  in  the  \. 
Institute  Library,  but  inquiries  will  be  j 
welcomed  at  headquarters,  or  may  be  | 
sent  direct  to  the  publishers. 

ACOUSTICS  OF  BUILDINGS,  including 
Acoustics  of  Auditoriums  and  Sound- 
proofing of  Rooms 

By  F.  R.  Watson.  3  ed.  John  Wiley  & 
Sons,  New  York;  Chapman  &  Hall,  Lon- 
don, 1941-  171  pp.,  illus.,  diagrs., charts, 
tables,  9y2x6in.,  cloth,  $3.00. 
This  well-known  text  has  been  rewritten 
to  take  account  of  developments  during  the 
last  ten  years,  and  again  offers  a  convenient 
account  of  current  opinion  and  practice.  The 
conditions  for  perfect  acoustics,  the  behavior 
of  sound  waves  in  rooms,  the  design  of  audi- 
toriums and  methods  of  sound  insulation  are 
discussed  in  detail. 

AIR  BASE 

By  B.  T.  Guyton.  McGraw-Hill  Book  Co. 
(Whittlesey  House),  New  York  and  Lon- 
don, 1941-  295  pp.,  illus.,  8Yix5Y2in., 
cloth,  $2.50. 
In  narrative  style  the  author  describes  the 
environment  and  activities  of  a  modern  air 
base  from  his  personal  experience.  The  train- 
ing of  pilots,  the  how  and  why  of  cruises,  and 
the  human  side  of  life  in  the  squadrons  are 
some  of  the  topics  considered  in  this  picture 
of  air  base  life  for  the  layman. 

AN  APPROXIMATE  MEASURE  OF 
EARTHQUAKE  EFFECT  ON 
FRAMED    STRUCTURES 

By  R.  S.  Chew.  Revised  June  25,  1941. 
Richard  Sanders  Chew,  844-a  Mills  Build- 
ing, San  Francisco,  Calif.  96  pp.,  diagrs., 
charts,  tables,  11x814  *«•>  paper,  mani- 
fold, $5.00. 
The  intention  of  this  work  is  to  provide 
architects  and  engineers  with  a  practical  view- 
point and  solution  of  the  earthquake  problem 
within  certain  denned  limits.  The  major  part 
of  the  book  consists  of  a  practical  rather  than 
mathematical   attempt   to  indicate   approxi- 
mately the  effect  on  a  structure  of  oscillation 
of  its  foundation  in  a  horizontal  direction.  A 
theoretical    treatment    of    the    problem    is 
appended. 

BELT  CONVEYORS  AND  BELT  ELE- 
VATORS 

By  F.  V.  Hetzel  and  R.  K.  Albright.  3  ed. 

rev.   &  enl.,  John   Wiley   &  Sons,   New 

York:  Chapman   &  Hall,  London,   1941- 

439    pp.,    illus.,    diagrs.,    charts,    tables, 

9Vix6in.,  cloth,  $6.00. 

This  standard  work  on  belt  conveyors  and 

belt  elevators  explains  the  principles  of  these 

mechanisms    in    a    comprehensive,    practical 

manner.  Belt  manufacture  is  covered,  driving 


120 


February,  1942    THE  ENGINEERING  JOURNAL 


and  supporting  equipment  is  discussed,  par- 
ticular uses  for  certain  types  of  conveyors  are 
indicated,  and  reasons  are  given  for  the  vari- 
ous technical  details  described. 

BOULDER  CANYON  PROJECT  FINAL 
REPORTS.  Part  IV— Design  and 
Construction 

Bulletin  1 — General  Features.  801  pp. 
Bulletin  2 — Boulder  Dam.  253  pp. 
U.S.    Dept.    of  the   Interior,    Bureau   of 
Reclamation,     Denver,     Colorado,     1941- 
Illus.,  diagrs.,  charts,  tables,  maps,  9Y2  x 
6  in.,  cloth,  $2.00  each;  paper,  $1.50  each. 
Continuing  the  series  on  the  Boulder  Can- 
yon project,  the  present  bulletins  deal  with 
design  and  construction  work.  Bulletin  1  pre- 
sents general  descriptive  information  about 
the  preliminary  construction,  the  power  plant 
and  other  appurtenances  to  the  dam,  Lake 
Mead  and  the  All-American  Canal  system. 
Bulletin  2  presents  detailed  data  and  informa- 
tion regarding  the  design  and  construction 
of  the  dam  itself. 

BRIDGES  AND  THEIR  BUILDERS 

By  D.  B.  Steinman  and  S.  R.   Watson. 

G.  P.  Putnam's  Sons,  New  York,  1941- 

379  pp.,  illus.,  diagrs.,  woodcuts,  9x6  in., 

cloth,  $3.75. 
The  development  of  the  bridge  through  the 
ages  is  told  in  narrative  style.  The  bridges  are 
considered  not  only  as  pieces  of  engineering 
construction  but  also  as  expressions  of  the 
periods  in  which  they  were  erected,  and  the 
characters  and  achievements  of  the  builders 
are  set  forth  against  the  background  of  the 
conditions  under  which  they  worked.  With 
respect  to  the  more  important  bridges  a  con- 
siderable amount  of  technical  and  factual 
data  has  been  included. 

CAREER  IN  ENGINEERING,  Require- 
ments, Opportunities 

By  L.  0.  Stewart.  Iowa  State  College  Press, 
Ames,  Iowa,  1941.  87  pp.,  illus.,  tables, 
9x6    in.,    paper    ($0.75,    single    copies; 
$0.50  for  five  or  more). 
The  first   objective   of   this   booklet  is  to 
furnish    information    about    engineering    to 
young  men  who  are  considering  a  career  in 
that   field.   To  do  this  the  author  presents 
answers   for   the   three   standard    questions: 
what  does  an  engineer  do;  what  are  the  neces- 
sary qualifications;  and  what  are  the  prospects 
for  the  future  in  the  field. 

CIVIL  DEFENCE 

By  C.  W.  Glover.  3  ed.  revised  and  enlarged. 
Chemical  Publishing  Co.,  Brooklyn,  New 
York,     1941.     794    PP-,    illus.,    diagrs., 
charts,  tables,  9  x  5Yi  in.,  cloth,  $16.50. 
This  practical  manual  presents,  with  work- 
ing drawings,  the  methods  required  for  ade- 
quate protection  against  aerial  attack.  The 
comprehensive  nature   of  the   work  is  indi- 
cated by  the  inclusion  of  material  on  bombs 
and    their    effects,    war    gases,    camouflage, 
civilian  instruction,  training  of  A.R.P.   per- 
sonnel, and  cost  estimates  (British  figures), 
in  addition  to  the  large  amount  of  space  de- 
voted  to    the   construction    of   all    types   of 
protective  buildings  and  shelters.  There  is  a 
bibliography. 

COLLECTIVE  WAGE  DETERMINATION 

By  Z.  C.  Dickinson.  Ronald  Press  Co., 
New  York,  1941.  640  pp.,  diagrs.,  charts, 
tables,  8Y2  x  6  in.,  cloth,  $5.00. 
Problems    and    principles    in    bargaining, 
arbitration   and  legislation   are   discussed  in 
this  general  treatment  of  the  question  of  re- 
muneration   of    workers.    The    material    is 
divided  into  five  parts,  as  follows:  survey  of 
the  field;  factors  commonly  invoked  in  collec- 
tive wage  adjustments;  wages  and  industrial 
fluctuations;  wage  policies  and  practices  in 
private  collective  bargaining;  and  influences 
of  public  policy  on  wages. 

ELECTRIC  POWER  STATIONS,  Vol.  I 

By  T.  H .  Carr,  unth  a  foreword  by  Sir  L. 
Pearce.  D.  Van  Nostiand  Co.,  New  York, 
1941.  376  pp.,  illus.,  diagrs.,  charts, 
tables,  9  x  5]/2  in.,  cloth,  $7.50. 


Volume  I  of  this  work  on  electric  power 
stations  deals  mainly  with  the  mechanical 
engineering  aspects.  Topics  treated  include 
the  circulating  water  system,  cooling  towers, 
coal  and  ash  handling,  the  boiler  plant,  pipe- 
work and  turbines.  There  is  an  introductory 
chapter  on  design  fundamentals,  and  the  con- 
struction and  layout  of  buildings  are  covered. 
Many  sketches  and  diagrams  illustrate  the 
text. 

ELECTRICAL  WIRING  SPECIFICA- 
TIONS 

Edited   by  E.    Whitehorne.   McGraw-Hill 
Book  Co.,  New  York  and  London,  1941- 
181    pp.,    illus.,    diagrs.,    charts,    tables, 
9l/ix6  in.,  cloth,  $2.50. 
This  book  is  a  simple  working  guide  for 
those   concerned  with  the   design   of  wiring 
installations,  laying  out  systems  and  prepar- 
ing specifications   for  any  given   job  in   an 
industrial,  commercial  or  residential  building. 

ENGINEERING  ELECTRICITY 

By  R.  G.  Hudson.  3  ed.  John  Wiley  & 
Sons,  New   York,   1941-  284  PP-,  illus., 
diagrs.,  charts,  tables,  8x5  in.,  lea.,  $3.00. 
Written   primarily   for   technical    students 
not  specializing  in  electrical  engineering,  this 
textbook  is  designed  to  provide  a  course  with 
a  broad  objective.  To  this  end  an  outline  is 
presented  of  the  fundamental  principles  and 
of  the  applications  of  electricity  and  magnet- 
ism most  frequently  encountered  in  engineer- 
ing   practice.    There    is    a    large    section    of 
practice  problems  with  answers. 

ENGINEERING  TOOLS  AND  PROCES- 
SES, a  Study  of  Production  Tech- 
nique 

By  H.  C.  Hesse.  D.  Van  Nostrand  Co., 
New  York,  1941-  627  pp.,  illus.,  diagrs., 
charts,  tables,  9Yi  x  6  in.,  cloth,  $4-50. 
Engineering  shop  processes  and  practices 
are  covered  by  this  comprehensive  text.  The 
first  three  chapters  offer  a  survey  of  basic 
materials,  elements  and  devices.  The  text 
then  takes  up  the  usual  shop  processes  and 
machines  for  foundry  work,  wood  shop  and 
machine  shop.  Succeeding  chapters  discuss 
production  machinery  and  processes  not  ordin- 
arily presented  in  college  laboratories,  and 
illustrates  their  application  to  the  manufac- 
ture of  specific  parts.  A  large  bibliography 
and  a  section  of  questions  and  problems  are 
appended. 

GASEOUS   CONDUCTORS,   Theory   and 
Engineering  Applications.  (Electrical 
Engineering  Texts) 
By  J.  D.  Cobine.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  606  pp., 
illus.,  diagrs.,  charts,  tables,  914x6  in., 
cloth,  $5.50. 
Discussion   of  the   fundamental   principles 
of    physics    involved    in    the    conduction    of 
electricity  in  gases  is  combined  with  a  com- 
plete presentation  of  the  field  of  application 
in  engineering.  The  treatment  is  thorough  and 
logical,  and  covers  the  principles  essential  to 
an  understanding  of  conduction  phenomena, 
such   as   the   kinetic   theory   of   gases,    ionic 
motion,  atomic  structure,  ionization  and  de- 
ionization  processes,  emission  phenomena  and 
space  charge  effects. 

HANDBOOK  FOR  CIVILIAN  DEFENCE 

By  H.  Mayer-Dexlanden.  Civilian  Advis- 
ory Service,  41  Park  Row,  New  York,194' ■ 
88  pp.,  illus.,  diagrs.,  9x6  in.,  paper, 
$1.00. 
This  elementary  handbook  for  civilian  de- 
fence  workers  has  two   objectives.   First,   it 
deals  in  a  simple,   concise  manner  with  all 
phases  of  civilian  defence  training  and  organi- 
zation   for    war   conditions;    and   second,    it 
shows  the  value  of  such  training  for  various 
peace-time  emergencies  and  natural  disasters. 

HOUSING  FOR  HEALTH,  Papers  Pre- 
sented under  the  Auspices  of  the 
Committee  on  the  Hygiene  of  Hous- 
ing of  the  American  Public  Health 
Association 


Science  Press  Printing  Co.,  Lancaster,  Pa., 
1941.  221  pp.,  diagrs.,  charts,  tables 
9x6  in.,  paper,  $1.00. 

A  variety  of  subjects  is  considered  in  this 
collection  of  papers  presented  under  the  aus- 
pices of  the  American  Public  Health  Associa- 
tion. Housing  codes  and  surveys,  slum- 
clearance,  health  and  recreational  facilities  in 
housing  projects,  noise  control,  house  con- 
struction, and  social  implications  are  among 
the  topics  dealt  with  by  various  authorities 
in  the  field. 

AN  INTRODUCTION  TO  THE  OPERA- 
TIONAL CALCULUS 

By  W.  J.  Seeley.  International  Textbook 
Co.,  Scranton,  Pa.,  1941-  167  pp.,  diagrs., 
tables,  8Y2x5  in.,  cloth,  $2.00. 

The  first  part  of  this  book  is  devoted  to  a 
rapid  review  of  long  established  methods  of 
solving  linear  differential  equations  with  con- 
stant coefficients.  The  use  of  the  notation 
and  nomenclature  of  the  operational  calculus 
prepares  the  student  for  the  development  of 
the  operational  method  which,  with  its  appli- 
cations, mainly  to  circuit  analysis,  occupies 
the  rest  of  the  book. 

MACHINE  SHOP,  Theory  and  Practice 

By  A.  M.  Wagener  and  H.  O.  Arthur. 
D.  Van  Nostrand  Co.,  New  York,  1941- 
806  pp.,  illus.,  diagrs.,  charts,  tables,  11  x 
8]/2  in.,  cloth,  $2.28;  paper,  $1.60. 

The  introductory  and  closing  chapters  of 
this  textbook  for  beginners  and  apprentices 
in  the  machine  trades  describe  respectively 
the  commonly  used  precision  and  semi- 
precision  tools  found  in  the  shop,  and  the 
uses  of  the  so-called  bench  tools  and  small 
hand  tools.  The  construction  and  operation 
of  the  various  machines,  from  shapers  to 
grinders,  are  dealt  with  in  between  in  a  prac- 
tical order  and  manner.  Safety  suggestions, 
review  questions  and  many  illustrations  are 
included. 

OUTLINES  OF  PAINT  TECHNOLOGY, 
based  on  Hurst's  "Painters'  Colours, 
Oils   and   Varnishes" 

By  N .  Heaton.  2  ed.  rev.  J.  B.  Lippincott 
Co.,  Phila.  and  New  York,  1940.  413  pp., 
illus.,  diagrs.,  tables,  9  x  6 in.,  cloth,  $12.00. 

Concise,  practical  information  concerning 
the  raw  materials  and  manufacture  of  all 
types  of  paints  and  of  many  allied  com- 
pounds is  presented  in  this  general  guide  for 
students  of  paint  technology.  The  various 
pigments,  driers,  solvents,  etc.,  are  described 
and  this  new  edition  has  an  added  chapter  on 
synthetic  resins.  A  bibliography  and  glossary 
of  the  names  of  pigments  are  appended. 

PLASTICS  MOLD  DESIGNING 

By  G.  B.  Thayer.  American  Industrial 
Publishers,  Cleveland,  Ohio,  1941.  64  pp., 
illus.,    diagrs.,   tables,   9Y2  x  6  in.,   cloth, 

$2.50. 

The  fundamentals  of  plastics  mold  design 
are  discussed  and  applied  to  representative 
types  of  compression  and  injection  molds. 
Some  space  is  devoted  to  fixtures,  mold  sink- 
ing methods  are  described,  and  product  design 
is  discussed  in  relation  to  mold  building 
methods.  There  is  a  glossary. 

PRACTICAL  MATHEMATICS  FOR 
SHIPFITTERS  and  Other  Shipyard 
Workers 

By  L.  Q.  Moss.  Pitman  Publishing  Corp., 
New   York  and  Chicago,   1941.   108  pp., 
diagrs.,   charts,   tables,   8Y1  x  5  in.,   cloth, 
$1.50. 
This  simple  presentation  of  mathematics  is 
intended  for  use  by  organizations  participat- 
ing in  the  current  programme  for  training 
shipyard  workers.  Every  problem  illustrates 
an  application  of  a  mathematical  process  to  a 
real  trade  situation,  and  the  text  has  been 
thoroughly  tested  in  the  classroom. 
[Continued  on  page  123) 


THE  ENGINEERING  JOURNAL     February,  1942 


121 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


January  30th,  1942. 

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  March  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  q ualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  doe» 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR   ADMISSION 

ALLAN— GEORGE  WILLIAM,  of  3814-14th  Ave.  West,  Vancouver,  B.C.  Born 
at  Stirling,  Scotland,  Sept.  28th,  1889;  Educ:  1909-11,  Techincal  College,  Glasgow; 
R.P.E.  of  B.C.;  1905-11,  ap'ticeship,  5  years  all  depts.,  1  year,  engrg.  office,  M irrl ess- 
Watson  Co.,  Glasgow;  1911-12,  engrg.  office,  B.C.  Sugar  Refining  Co.,  Vancouver; 
1912-18,  Allan  and  McKelvie,  Engineers,  Vancouver;  1918-26,  vice-president.  1920 
to  date,  president,  Canadian  Sumner  Iron  Works  Ltd.,  Vancouver.  (Designing  and 
manufacturing  of  steam  engines,  saw  mill,  pulp  mill  and  shingle  mill  machy.,  coal 
stokers,  steam  marine  steering  engines,  and  Bhips  equipment). 

References:  W.  N.  Kelly,  J.  Robertson,  J.  N.  Finlayson,  H.  N.  Macpherson,  W. 
O.  C.  Scott. 

CLARK— ANDREW  TUDHOPE,  of  19  Glencairn  Ave.,  Toronto,  Ont.  Born  at 
Glasgow,  Scotland,  Oct.  6th,  1886;Educ:  B.Sc.  (Engrg.), Glasgow  Univ.,  1900;  1900- 
10,  ap'ticeship,  as  civil  engr.  with  Babtie,  Shaw  and  Morton,  Glasgow;  1910-1 1,  nsst. 
engr.,  Caledonian  Rly.,  Scotland;  1911-12,  res-  engr.,  Can.  Nor.  Rly.  ;  with  the  City 


of  Toronto  Works  Dept.,  1913-15,  water  supply  section,  i/c  surveys  for  Victoria 
Park  Scheme,  1915-18,  i/c  water  supply  section;  1918  to  date  with  the  H.E.P.C. 
of  Ontario  as  follows:  1918-31,  asst.  to  the  constrn.  engr.,  constrn.  dept.,  1931-34, 
i/o  constrn.  plant,  tools,  etc.,  and  supervn.  of  machine  and  other  shops  at  Atlantic 
Ave.,  Toronto;  1935-38,  i/c  of  conBtrn.  plant,  and  equipment  dept.;  1938  to  date, 
i/c  of  section  of  constrn.  dept.,  which  handles  all  constrn.  plant  tools  and  equipment, 
also  all  salvage  and  reclamation  work  of  the  Commission. 

References:  Holden,  H.  E.  Brandon,  D.  Forgan,  W.  P.  Dobson,  W.  E.  Bonn, 
R.  L.  Hearn. 

EWENS— FRANK  GORDON,  of  4800  Cote  des  Neiges  Road,  Montreal,  Que. 
Born  at  Owen  Sound,  Ont.,  Jan.  6th,  1897;  Educ:  B.A.Sc,  1932,  M.A.Sc,  1940, 
Univ.  of  Toronto;  1932-37,  demonstrator,  1938-40,  instructor  in  thermodynamics, 
dept.  of  mech.  engrg.,  and  1939-40,  lecturer  in  air  conditioning,  dept.  of  university 
extension,  University  of  Toronto;  5  months  summer  periods  as  follows:  1933,  testing 
ore  mills,  Wm.  Kennedy  &  Sons  Ltd.;  1934-35,  design  and  testing  of  ore  mills, 
Amalgamated  Mills  &  Mines  Ltd.;  1936-37,  research,  Univ.  of  Toronto;  1937-38, 
i/c  design  and  installn.  of  air  conditioning  systems,  Canadian  Air  Conditioning  Co. 
Ltd.;  also  consltg.  engr.,  heating,  ventilating  and  air  conditioning;  at  present,  design 
of  heating,  ventilating  and  air  conditioning  systems,  Defence  Industries  Ltd. 

References:  H.  C.  Karn,  R.  DeL.  French,  R.  W.  Angus,  E.  A.  Allcut. 

FRECHETTE— JOSEPH  ALEXIS,  of  6  Dufferin  Terrace,  Quebec,  Que.  Born 
at  Montreal,  April  30th,  1905;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1933; 
R.P.E.  of  Que.;  1937-41,  res.  engr.,  highway  dept.,  Prov.  of  Quebec;  1941  to  date, 
chief  of  technical  bureau,  dept.  of  colonization,  Prov.  of  Quebec. 

References — P.  Vincent,  A.  Circe,  J.  H.  A.  Laplante,  A.  Frigon,  J.  A.  Lefebvre. 

HAMEL— JOSEPH  HENRY,  of  Loretteville,  Que.  Born  at  Quebec,  Nov.  2nd, 
1887;  Educ:  B.S.,  St.  Dunstan's  Univ.,  P.E.I.,  1905;  1906-8,  complete  engrg.  course, 
I.C.S.;  1906-12,  chainman,  rodman,  leveller,  instr'man.,  C.N.R.;  1912-15  aDd  1918- 
22,  asst.  engr.,  Marine  &  Fisheries,  Quebec;  1915-18,  Lieut.,  C.E.F.;  1922-25,  asst. 
engr.,  1925-30,  bridge  and  bldg.  engr.,  C.N.R.;  1930-36,  asst.  engr.,  Quebec  Harbour 
Commn.;  1939-40,  National  Defence  Staff,  Valcartier;  1940-41,  engr.,  Dominion 
Arsenal,  Valcartier;  1941,  supt.  and  engr.,  National  Defence,  at  Lauzon,  Que.;  at 
present,  supt.  and  engr.  for  E.  G.  M.  Cape  &  Co.,  of  Montreal,  at  St.  John's,  Nfld. 

References:  J.  L.  Bizier,  L.  Beaudry. 

HARRIS— JOHN  THOMAS,  of  38  Atlas  Ave.,  Toronto,  Ont.  Born  at  Wands- 
worth, London,  England,  March  11th,  1898;  Educ:  1914-17,  1919-21,  Battersea 
Polytechnic,  London;  1st  Class  Cert.,  Struct'l.  Steel  Design,  Central  Tech.  School, 
Toronto,  1923;  R.P.E.  of  Ont.;  1914-16,  ap'tice,  W.  J.  Harrison,  London,  England; 
1916-21,  improver  and  dftsman.,  Harvey  Siemens  Gas  Furnace  Co.  Ltd.,  London; 
1923-39,  McGregor  Mclntyre  Ltd.,  later  Dominion  Bridge  Co.  Ltd.,  as  struct'l. 
steel  dftsman.  and  checker,  mech.  designer;  1939  to  date,  plant  engr.,  munitions 
dept..  Dominion  Bridge  Co.  Ltd.,  Toronto,  Ont. 

References:  A.  R.  Robertson,  G.  P.  Wilbur,  D.  E.  Perriton,  D.  C.  Tenuant,  C. 
H.  Timm,  C.  R.  Whittemore. 

HOLLEBONE,  RALPH  ALLAN,  of  125  Glenora  Ave.,  Ottawa,  Ont.  Born  at 
Paris,  France,  Feb.  8th,  1910;  Educ:  I.C.S.  elec  engrg.  course;  1926-27,  student 
dftsman.,  arch.  elec.  and  mech.,  Shorey  and  Ritchie,  Architects,  Montreal;  1927-32, 
arch.,  elec.  and  mech.  design,  bldg.  constrn.  supervr.,  J.  A.  Ewart,  Architect,  Ottawa; 
1932-37,  compilation  of  data,  layouts,  etc.,  Ottawa  Gas  Co.,  Ottawa;  1937  to  date, 
designer  and  dftsman.,  design  and  reconstrn.  of  elec.  and  gas  dist.  systems,  new 
bldgs.  and  alterations,  design  of  plant  and  equipment  for  change  over  of  gas  works 
from  coke  ovens  to  water  gas,  plans  for  alterations  to  power  house  equipment,  etc, 
Ottawa  Light  Heat  &  Power  Co.  Ltd.,  Ottawa,  Ont. 

References:  J.  A.  Ewart,  W.  H.  Munro,  N.  B.  MacRoBtie,  J.  A.  Dick,  W.  H.  G. 
Flay. 

LEDUC— RENE,  of  2533  Quesnel  St.,  Montreal,  Que.  Born  at  Montreal,  Dec 
18th,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  R.P.E.  of  Que.;  1936 
(summer),  Roads  Dept.,  Prov.  of  Quebec;  1937-38  (summers),  Le  Contrôle  Technique 
Ltee,  laboratory;  1939^11,  Roads  Dept.  Prov.  of  Quebec;  1941  to  date,  lands  engrg. 
dept..  Consolidated  Paper  Corpn.  Ltd.,  Montreal,  Que. 

References:  A.  Gratton,  A.  A.  Wickenden,  A.  Circe,  L.  Trudel,  A.  Bolduc. 

McMILLIN,  GEORGE  R.,  of  Dartmouth,  N.S.  Born  at  Barrie,  Ont.,  July  17th, 
1909;  Educ:  B.A.Sc.  (Chem.),  Univ.  of  Toronto,  1933;  1933-38,  asst.,  inspection 
dept.,  Sarnia  refinery,  1938,  asst.,  mfg.  dept.,  Toronto  office,  Imperial  Oil  Ltd., 
1938-39,  acting  chief,  inspection  dept.,  International  Petroleum  Co.,  Talara,  Peru; 
1939  to  date,  chief — inspection  dept.,  and  chairman,  Refinery  Technical  Com- 
mittee, Imperial  Oil  Ltd.,  Dartmouth,  N.S. 

References:  R.  L.  Dunsmore,  C  Scrymgeour,  I.  H.  Nevitt,  W.  P.  Morrison. 

FOR  TRANSFER  FROM  THE  CLASS  OF  JUNIOR 

VERNOT— GEORGE  EDWARD,  of  5617  Gatineau  Ave.,  Montreal,  Que.  Born 
at  Montreal,  Feb.  27th,  1901;  Educ:  B.Sc,  McGill  Univ.,  1926;  R.P.E.  of  Que.; 
1925-26,  instr'man.,  E.  G.  M.  Cape  &  Co.;  1926-29,  asst.  engr.,  Fraser  Brace  Co. 
Ltd.;  1930-39,  res.  engr.,  Montreal  Sewers  Commn.;  1939  to  date,  city  assessor,  City 
of  Montreal.  (St.  1923,  Jr.  1928). 

References:  H.  A.  Gibeau,  R.  E.  Heartz,  T.  J.  Lafreniere,  G.  R.  MacLeod. 

REES— HUGH  CAMPBELL,  of  9  Kennedy  Ave.,  Toronto,  Ont.  Born  at  Toronto, 
Dec.  21st,  1905;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1929;  1926-27-28,  summer  survey 
work;  1929-37,  asst.  testing  engr.,  1937  to  date,  testing  engr.,  engrg.  materials  lab.. 
H.E.P.C.  of  Ont.,  Toronto.  Ont.  (Jr.  1931). 

References:  R.  B.  Young,  W.  P.  Dobson,  E.  Viens,  A.  E.  Nourse,  G.  R.  Lord. 

FOR  TRANSFER  FROM  THE  CLASS  OF  STUDENT 

DA VEY— ROLAND  ERIC,  of  Shelburne,  N.S.  Born  at  Meaford,  Ont.,  Nov. 
25th,  1913;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1935;  1935-37,  Dufferin  Paving  Co. 
Ltd.,  Toronto;  1937-39,  H.E.P.C.  of  Ont.,  Toronto;  1939-40,  asst.  on  dredging 
surveys,  property  surveys  and  some  constrn.,  Dept.  of  Public  Works  of  Canada, 
London,  Ont.;  Jan.  1941  to  date,  works  and  bldgs.  branch,  Naval  Service,  Halifax, 
Jan. -May,  in  charge  of  surveys,  and  from  June  1941  to  date,  res.  engr.  in  charge  of 
bldgs.,  roads,  sewers,  etc.  (St.  1935). 

References:  K.  M.  Cameron,  H.  F.  Bennett,  O.  Holden,  C.  R.  Young,  F.  Alport, 
J.  M.  R.  Fairbairn. 

MITCHELL— WILLIAM  REGINALD,  of  430  Giles  Blvd.  West,  Windsor,  Ont. 
Born  at  Winnipeg,  Man.,  June  15th,  1912;  Educ:  B.Sc.  (CE.),  Univ.  of  Man., 
1934;  1928-34  (summers),  gen.  constrn.  experience,  Clayton  Co.  Ltd.,  contractors, 
Winnipeg;  1934-35,  production  clerk,  1935-36,  shop  inspr.,  1936-37,  sales  engr., 
Manitoba  Bridge  &  Iron  Works;  1937-39,  estimator,  sales  and  detailing,  London 
Structural  Steel  Co.  Ltd.,  London,  Ont.;  1940,  designer,  Defence  Industries  Ltd., 
Montreal;  April  1940  to  date,  designer  and  estimator,  Canadian  Bridge  Co.  Ltd., 
Walkerville,  Ont.  (St.  1934). 

References:  P.  E.  Adams,  G.  G.  Henderson,  A.  E.  West,  E.  M.  Krebser,  A.  E. 
MacDonald. 

SENTANCE— LAWRENCE  CRAWLEY,  of  95  Hill  Crest  Ave.,  Hamilton,  Ont. 
Born  at  Melville,  Sask.,  Dec.  20th,  1913;  Educ:  B.Eng.,  1935,  M.Sc,  1937,  Univ. 
of  Sask.;  1935  (summer),  surveying,  water  development,  etc;  1936  (summer), 
materials  inspr.,  dftsman.,  Dept.  of  Highways,  Sask.;  1935-37,  instructor,  mech. 
engrg.  dept.,  Univ.  of  Sask.;  1937-39,  engrg.  ap'tice  course,  and  1939  to  date,  mech. 
engr.,  Canadian  Westinghouse  Co.  Ltd.,  Hamilton,  Ont.  (St.  1936). 

References:  H.  A.  Cooeh,  C.  A.  Price,  D.  WT.  Callander,  J.  R.  Dunbar,  G.  W 
Arnold,  C  J.  Mackenzie,  I.  M.  Fraser. 


122 


February,  1942    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. 

MECHANICAL  GRADUATE  ENGINEER  with 
machine  shop  experience  required  for  work  in 
Mackenzie,  British  Guiana,  on  essential  war  work. 
Apply  to  Box  No.  244 1-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. 

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. 

ELECTRICAL  ENGINEER,  young  French  Canadian 
graduate  engineer  to  be  trained  on  work  involving 
hydro-electric  plant  operation,  transmission  lines  and 
construction,  meter  testing  and  inspection.  Good 
opportunity  to  acquire  first-hand  electrical  power 
experience.  Apply  to  Box  No.  2487 -V. 

GRADUATE  DRAUGHTSMAN,  for  industrial  plant 
design  and  detailing.  Apply  to  Box  2497-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. 


MECHANICAL  DRAUGHTSMAN,  for  piping  and 
general  equipment  layout  work.  Apply  to  Box 
2498-V. 

CIVIL  ENGINEER,  25-32  years  of  age,  for  heavy 
construction  work  in  British  Guiana.  Apply  to  Box 
2499-V. 

MECHANICAL  ENGINEER,  for  general  mainten- 
ance work  at  Arvida,  Que.  Apply  to  Box  2500-V. 

ENGINEER  OFFICERS  WANTED 

Applications  are  invited  for  Commissions  in  the  Royal 
Canadian  Ordnance  Corps  for  service  both  overseas 
and  in  Canada  as  Ordnance  Mechanical  Engineers. 
Since  it  is  probable  that  several  new  units  will  be 
organized  in  the  near  future,  a  number  of  senior 
appointments  may  be  open,  and  applications  from 
engineers  with  a  good  background  of  military  ex- 
perience would  be  welcomed  in  this  connection. 
Applications  should  be  submitted  on  the  regular 
Royal  Canadian  Ordnance  Corps  application  forms, 
which  can  be  obtained  from  the  District  Ordnance 
Officers  of  the  respective  Military  Districts. 

SITUATIONS  WANTED 

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.),    Age    49.    Married.    Home    in     To- 


ronto. 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,  am  i.e.  e., 
(Students  Premium)  o.i.  Mech.E.,  m.e.i.c,  Assoc. 
Am.I.E.E  Married.  Available  after  December  22nd. 
Seventeen  years  experience  covering  machine  shop 
apprenticeship,  A.C.  and  D.C.  motors,  transformers, 
steel  and  glass  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. 

ELECTRICAL  ENGINEERING  student  in  third 
year,  age  27,  desires  summer  position  starting  in 
April,  with  view  to  permanency  on  graduation.  Two 
summers  on  design  of  shop  equipment  and  electrical 
apparatus.  Three  years  experience  on  test  and  ex- 
perimental work  for  relays  and  control  equipment. 
Student  E.I.C.,  and  Associate  member  American 
Institute  of  Electrical  Engineers.  Location  imma- 
terial. Apply  to  Box  No.  2428-W. 

ENGINEER  ADMINISTRATOR,  experienced  in 
public  utilities,  shipyard  construction,  airplane  con- 
struction, crane  construction,  general  mechanical 
engineering  and  inspection  work,  also  sales  promotion. 
Open  for  appointment.  Apply  to  Box  2429-W. 


LIBRARY    NOTES   (Continued) 

PRINCIPLES  OF  SEWAGE  TREATMENT. 
(National  Lime  Association  Bulletin 
212) 

By  W.  Rudolfs.  National  Lime  Associa- 
tion,  Washington,   D.C,   1941.   128  pp., 
illus.,    diagrs.,    charts,    tables,    9x6   in., 
paper,  $0.50 
This  booklet  has  been  prepared  for  those 
who  desire  information  on  the  subject  but 
lack  the   time   or  training  for  an  extended 
study.  The  sources  and  composition  of  sew- 
age  are  briefly   noted,   the   microbiology   of 
sewage   treatment   and   sewage   stabilization 
are    discussed,    methods    of    treatment,    dis- 
posal and  analysis  are  described,  and  plant 
operation  is  covered. 
RHOMBIC  ANTENNA  DESIGN 

By  A.  E.  Harper.  D.  Van  Nostrand  Co., 
New  York,  194-1-  HI  PP-,  diagrs.,  charts, 
tables,  HYix  8x/2  in.,  cloth,  $4.00. 


This  is  an  eminently  practical  discussion 
of  the  design  and  construction  of  rhombic 
antennas,  based  upon  the  work  of  the  engin- 
eers of  the  Bell  Telephone  System.  Much  of 
this  has  been  unpublished  heretofore.  An 
introduction  discusses  directional  radio  trans- 
mission. This  is  followed  by  a  description  of 
methods  for  designing  horizontal  rhombic 
antennas  and  for  their  construction.  The  data 
needed  in  computation  are  included,  and 
plans  of  typical  transmitting  and  receiving 
antennas  are  appended. 

TECHNICAL    REPORT    WRITING. 
(Chemical  Engineering  Series) 

By  F.  H.  Rhodes.  McGraw-Hill  Book  Co., 
New  York  and  London,  1941-  125  pp., 
charts,  tables,  9Yi  x  6  in.,  cloth,  $1.50. 

This  guide  to  report  writing  is  based  on 
long  experience  in  teaching  the  art  to  engin- 
eering students  and  can  be  recommended  as 


an  excellent  one.  By  confining  himself  to 
reports,  and  omitting  the  material  on  other 
technical  writing  usually  found  in  texts  on 
the  subject,  the  author  has  been  able  to  cover 
the  subject  thoroughly  and  practically  in  a 
small  book. 

TRAINS  IN  TRANSITION 

By  L.  Beebe.  D.  Appleton-Century  Co., 
New  York  and  London,  1941-  210  pp., 
illus.,  tables,  HY2.X8  in.,  cloth,  $5.00. 

The  third  of  Mr.  Beebe's  books  on  Amer- 
ican railroading  offers  the  same  attractive 
combination  of  readable  text  and  excellent 
photographs  that  its  predecessors  displayed. 
In  this  volume,  the  author  is  concerned  with 
the  changes  in  practice  and  equipment  which 
have  taken  place  in  recent  years,  especially 
the  effects  of  the  diesel-electric  locomotive, 
light  weight  cars  and  air-flow  design. 


JdooJz  at  it  faun  any  atujie  . . . 

9ti  Ut  UQ44S1  Gum  ùiten&U  ta 

"INVEST"  in  CANADA'S  VICTORY  BONDS 


THE  ENGINEERING  JOURNAL    February,  1942 


123 


Industrial  News 


STEAM  JET  EJECTORS 

Elliott  Company,  Jeannette,  Pa.,  has  recent- 
ly issued  a  32-page  booklet  G-7  which,  accom- 
panied by  many  illustrations,  describes  the 
company's  single-stage,  two-stage,  three-stage, 
four-stage  and  five-stage  ejectors  and  also 
contains  sections  dealing  with  the  many  ad- 
vantages of  the  steam  ejector,  ejector  char- 
acteristics and  factors  affecting  ejector  selec- 
tion. The  final  section  features,  under  several 
main  classifications,  the  fields  in  which  ejec- 
tors are  used  most  extensively.  A  pressure- 
temperature  conversion  table  and  other  data 
are  also  included. 

TOOLING  TURRET  LATHES 

A  4-page  Bulletin,  No.  141,  published  by 
Kennametal  of  Canada  Ltd.,  Hamilton,  Ont., 
features  the  use  of  Kennametal  steel  cutting 
carbide  tools  for  tooling  turret  lathes  for 
small  lot  production.  Includes  turret  lathe 
setups  using  Kennametal  tools. 

WATER  TREATMENT 

"Supplementary  Treatment  of  Boiler  Feed- 
water"  is  the  title  of  a  12-page  Bulletin,  No. 
2420,  made  available  by  the  Permutit  Co.  of 
Canada  Ltd.,  Montreal,  Que.  Presents  a  com- 
plete discussion  on  the  supplementary  treat- 
ment of  boiler  feedwater  by  the  addition  of 
chemicals  to  the  water  at  various  points  in 
the  feedwater  line  and  the  methods  of  feeding 
these  chemicals.  Such  treatment  generally 
consists  in  feeding  phosphate,  sodium  sul- 
phate, and  sodium  sulphite  in  varying 
amounts. 

PUBLICATIONS  AVAILABLE 

An  8-page  List  "B"  entitled  "List  B  For 
Facts  About  Monel,  Rolled  Nickel  and  In- 
conel,"  recently  issued  by  The  International 
Nickel  Co.  of  Canada  Ltd.,  Toronto,  Ont., 
contains  a  list  of  current  publications  of  the 
company  with  the  various  bulletins  and  book- 
lets grouped  under  various  classifications  or 
under  the  names  of  industries  to  which  they 
are  most  pertinent.  A  number  of  new  publica- 
tions issued  since  the  last  edition  of  the  list 
are  included. 

DRILLING  MACHINES 

Canadian  Blower  &  Forge  Co.  Ltd.,  Kitch- 
ener, Ont.,  has  available  a  16-page  Bulletin, 
No.  2730-D,  which  describes  the  company's 
"Buffalo  No.  16"  drilling  machines  (No.  2 
Morse  Taper).  These  machines  are  avail- 
able in  1  to  6  spindles,  with  8-in.,  12-in., 
and  15-in.  overhang,  and  in  sensitive  type 
or  power  feed  according  to  the  descriptions, 
illustrations,  and  tables  and  specifications 
contained  in  this  bulletin.  Round  column 
floor,  bench,  and  pedestal  types  are  shown. 

INDICATING  INSTRUMENTS 

The  company's  line  of  "U-Type"  and  "Well- 
Type"  manometers,  draft  gauges,  flow  meters, 
mercury  pressure  gauges,  tank  gauges  and 
accessories  for  accurately  measuring  pressures, 
vacuums  and  flows  of  liquids  and  gases  are 
described  in  the  8-page  Catalogue,  No.  C-10, 
published  by  the  Meriam  Company,  Cleve- 
land, Ohio.  Illustrations  and  descriptions  of 
the  equipment,  suggestions  for  use,  size 
ranges,  dimensions,  weights,  list  prices,  etc., 
are  also  included. 

DISTRIBUTOR  APPOINTED 

It  is  announced  that  the  X- Pan  do  Corp., 
New  York,  have  appointed  LaSalle  Products 
Limited,  Montreal,  as  Canadian  distributors 
for  their  complete  line  of  materials.  X-Pando 
is  a  compound  which  expands  after  setting, 
preventing  all  leaks  and  making  a  perfect 
tight  bond.  The  distribution  of  this  product 
in  Canada  will  be  under  the  supervision  of 
E.  F.  Vincent,  who  is  well-known  to  the 
industrial  trade. 


Industrial      development  —  new    products  —  changes 
in     personnel    —   special     events    —    trade     literature 


MECHANICAL  RUBBER  GOODS 

Dunlop  Tire  and  Rubber  Goods  Co.  Ltd., 
Toronto,  Ont.,  has  issued  a  36-page  Catalogue, 
No.  104,  which  contains  descriptive  and  tech- 
nical data  with  accompanying  illustrations 
covering  the  company's  wide  range  of  mech- 
anical rubber  goods  including  various  types 
of  belts,  conveyors,  launder  lining,  agricul- 
tural supplies,  hose,  rubber  covered  rolls, 
mats,  packing,  tape  and  miscellaneous  items. 

PUMPS  FOR  DIVERSIFIED 
INDUSTRIAL  APPLICATION 

Practical  information  concerning  pump 
adaptation  for  a  wide  range  of  duties  under 
varying  conditions  is  the  theme  of  a  new  24- 
page  Bulletin,  No.  29-A107,  published  by  the 
Pomona  Pump  Co.,  Pomona,  Calif.  It  des- 
cribes and  illustrates  a  variety  of  actual 
applications,  accompanying  each  with  an  in- 
stallation drawing.  The  design  of  the  Pomona 
pump  is  also  illustrated  and  explained. 


INDUSTRIAL  ADVERTISING 
USED  TO   AID   WAR    EFFORT 

During  the  past  year  many  advertisers  of 
industrial  equipment  have  developed  the 
theme  of  their  copy  along  lines  directed 
towards  the  publicizing  of  some  branch  of 
Canada's  war  effort. 

Some  of  these  advertisements  feature 
specific  developments  in  war  industries;  others 
carry  messages  of  the  importance  of  sub- 
scribing to  Canada's  Victory  Loan;  while 
others  have  adopted  more  diversified  themes 
intended  to  emphasize  the  great  cause  for 
which  everyone  is  playing  his  part.  Outstand- 
ing in  this  category  is  the  series  of  inserts 
published  by  the  Canadian  SKF  Company 
Limited.  This  issue  of  The  Journal  contains 
a  number  of  these  special  advertisements, 
among  which  may  be  mentioned  those  of 
Northern  Electric  Co.  Limited,  Canadian 
Ingersoll-Rand  Co.  Limited,  and  Canadian 
Controllers  Limited. 

Commencing  with  the  March  issue  of  The 
Journal,  the  English  Electric  Co.  of  Canada 
Limited  will  run  the  first  of  a  special  series  of 
advertisements  designed  for  reproduction  as 
posters.  One  of  these  advertisements,  repro- 
duced in  miniature,  is  shown  below.  Copies 
of  this  series,  in  wall  poster  size,  will  be 
supplied  by  the  company  to  any  interested 
parties  upon  request. 


<m GUAM fa  US 


L- 


LET  US  STAND  BEHIND  THEM 
UNTIL  ¥l£TORY  IS  WON! 


HEATING    SYSTEMS    AND 
PRODUCTS 

C.  A.  Dunham  Co.  Ltd.,  Toronto,  Ont.,  has 
released  a  series  of  looseleaf  data  sheets  for 
inclusion  in  their  engineering  catalogue  on 
"Dunham"  heating  systems  and  products. 
There  are  seventeen  of  these  sheets  covering 
control  equipment,  convectors  and  unit 
heaters. 

ONTARIO  REPRESENTATIVE 
APPOINTED 

The  Permutit  Co.,  New  York,  N.Y.,  has 
recently  appointed  S.  A.  McWilliams  Ltd.  as 
its  representative  in  the  Province  of  Ontario. 
The  company  continues  to  be  represented  in 
Montreal  by  C.  K.  McLeod  and  in  Winnipeg 
and  Calgary  by  Stanley  Brock  Ltd. 

NEW  LINE  ANNOUNCED 

Burlec  Limited  are  building  in  Canada  an 
extensive  range  of  gasoline  engine  electric 
power  supplies  for  use  as  emergency  supplies 
of  lighting  or  power.  These  are  available  in 
sizes  up  to  60  kilowatts  and  for  all  voltages 
and  frequencies.  The  gasoline  engines  have 
automatic  speed  governors  and  the  generators 
are  controlled  by  voltage  regulators  so  as  to 
give  a  smooth,  closely  regulated  power  out- 
put. The  controls  provided  include  complete 
gasoline  engine  instruments  such  as  tempera- 
ture gauge,  ammeter,  fuel  gauge,  oil  pressure 
gauge  and  tachometer.  The  generator  output 
is  controlled  by  an  appropriately  sized  switch 
which  is  trip  free  and  has  thermal  overlead. 
Necessary  meters  are  also  supplied. 

FUSE  CUTOUTS 

"A  3-Minute  Story  of  the  'PVD'  Fuse 
Cutout,"  the  title  of  a  20-page  booklet  pub- 
lished by  Canadian  Line  Materials  Ltd., 
Toronto,  Ont.,  presents  the  story  in  a  nove, 
manner  by  the  use  of  an  ingenious  design  ol 
the  booklet.  In  order  to  show  the  action  of 
the  fuse,  a  large  cutaway  illustration  is  usedf 
with  short  and  long  pages  superimposing  the 
part  of  the  illustration  showing  each  change 
so  that  the  complete  sequence  of  action  from 
the  initial  fused  state  to  the  final  "blown" 
state  is  depicted  graphically.  Each  action  is 
described,  while  the  simplicity  of  "re-fusing" 
and  other  important  features  arc  explained  in 
detail  and  illustrated. 

NEW  C-G-E  COLOUR  MOVIE 

Canadian  General  Electric's  latest  movie 
entitled  "Curves  of  Colour,"  highlights  scenes 
of  the  experiments  performed  by  Sir  Isaac 
Newton  discovering  the  visible  spectrum  and 
an  explanation  of  why  that  spectrum  is  only 
one  small  part  of  the  vast  electro-magnetic 
spectrum  which  has  since  been  discovered  by 
modern  men  of  science.  The  film  explains  a 
new  scientific  device  called  a  recording  photo- 
electric spectrophotometer  which  is  capable 
of  distinguishing  accurately  more  than  two 
million  colours.  This  ten-minute  movie  is  one 
of  a  number  that  the  company  lends,  free  of 
charge,  to  educational  institutions,  churches, 
social  and  civic  groups,  etc. 

NEPTUNE  BUILDS  NEW  PLANT 

As  announced  by  Mr.  W.  T.  Randall, 
vice-president  and  general  manager  of  Nep- 
tune Meters  Ltd.,  Toronto,  the  company 
moved  into  its  new  plant  on  December  29th. 
The  new  Neptune  Meter  plant  is  located  in 
Long  Branch,  with  400  feet  frontage  on  Lake- 
shore  Road.  It  occupies  10  acres  and  offers 
30,000  square  feet  of  floor  space.  Designed  by 
T.  Pringle  &  Son,  industrial  engineers,  the 
new  Neptune  Meter  plant  is  of  structural 
steel  and  brick  construction. 


124 


February,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL.  MARCH  1942 


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 


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.lc 


Price  50  cents  a  copy,  $3.00  a  year:  in  Canada, 
British  Possessions,  United  States  and  Mexico. 
54.50  a  year  in  Foreign  Countries.  To  members 
■nd  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


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


"WE  HAVE  TO  WIN  THIS  WAR  BY  OUR  WITS"  ....  Cover 

{General  McNaughton  at  the  Annual  Banquet) 

A  NEW  FIELD  AND  A  NEW  EMPHASIS 127 

Dean  C.  R.  Young,  M.E.I.C. 

THE  ORGANIZATION  AND  WORK  OF  RESEARCH 

ENTERPRISES  LIMITED 129 

Colonel  W.  E.  Phillips 

THE  ALASKA  HIGHWAY 136 

/.  M.   Wardle,  M.E.I.C. 

THE  WAR  ACTIVITIES  OF  THE  NATIONAL  RESEARCH 

COUNCIL  OF  CANADA 141 

C.  J.  Mackenzie,  M.E.I.C. 

A  MESSAGE  TO  CANADIAN  ENGINEERS 145 

Lieut.-General  A.  G.  L.  McNaughton,  C.B.,  C.M.G.,  D.S.O.,  M.E.I.C. 

CANADIAN  INDUSTRY  IN  THE  WAR 147 

C.  D.  Howe,  Hon.M.E.I.C. 

NATIONAL  SERVICE— A  CHALLENGE  TO  THE  ENGINEER          .         .  151 
E.  M.  Little 

THE  FIFTY-SIXTH  ANNUAL  GENERAL  MEETING        ....  154 

ABSTRACTS  OF  CURRENT  LITERATURE 168 

FROM  MONTH  TO  MONTH 172 

NEWLY  ELECTED  OFFICERS 180 

INSTITUTE  PRIZE  WINNERS 185 

PERSONALS 187 

Visitors  to  Headquarters         .........  189 

Obituaries         ............  189 

NEWS  OF  THE  BRANCHES 191 

NEWS  OF  OTHER  SOCIETIES 199 

LIBRARY  NOTES 199 

PRELIMINARY  NOTICE 204 

EMPLOYMENT  SERVICE 205 

INDUSTRIAL  NEWS 206 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


MEMBERS  OF  COUNCIL 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
*K.  M.  CAMERON,  Ottawa,  Ont. 


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


ÎJ.  E.  ARMSTRONG,  Montreal,  Que. 
*A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
*D.  S.  ELLIS,  Kingston,  Ont. 
*J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
*J.  H.  FREGEAU,  Three  Rivers,  Que. 
*J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
•S.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 

VICE-PRESIDENTS 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

*J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

*E.  M.  KREBSER,  Walkerville,  Ont. 

fN.  MacNICOL,  Toronto,  Ont. 

*H.  N.  MACPHERSON,  Vancouver,  B.C. 

*H.  F.  MORRISEY,  Saint  John,  N.B. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


JC.  J.  MACKENZIE,  Ottawa,  Ont. 


*W.  H.  MUNRO,  Ottawa,  Ont. 

tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont. 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

*J.  A.  VANCE,  Woodstock,  Ont. 

*For  1942  tFor  1942-43         JFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


STANDING  COMMITTEES 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


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 


GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE,  Chairman 


SPECIAL  COMMITTEES 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Provinces) 
H.  N.  Ruttan  Prize 
A.  L.  CARRUTHERS,  Chairman 

Zone  B  (Province  of  Ontario) 
John  Galbraith  Prize 

J.  L.  LANG,  Chairman 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson  Prize  (English) 

deG.  BEAUBIEN,  Chairman 
Ernest  Marceau  Prize  (French) 

H.  CIMON,  Chairman 

Zone  D  (Maritime  Provinces) 
Martin  Murphy  Prize 

G.  G.  MURDOCH,  Chairman 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 


DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 


MEMBERSHIP 

J.  G.  HALL,  Chairman 


PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 


THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 


LIST  OF  INSTITUTE  MEDALS  AND  PRIZES 


Duggan  Medal  and  Prize  Medal  and  cash  to 
value  of  $100  .  .  . 


Sir  John  Kennedy  Medal  For  outstanding  merit  or  note- 
worthy contribution  to  sci- 
ence of  engineering,  or  to 
benefit  of  the  Institute. 

For  paper  on  constructional 
engineering  involving  the  use 
of  metals  for  structural  or 
mechanical  purposes. 

.For  a  paper  contributing  to 
the  literature  of  the  profes- 
sion of  civil  engineering. 

Plummer  Medal Gold  medal For  a  paper  on  chemical  and 

metallurgical  subjects. 


Gzowski  Medal 


.  Gold  medal . 


Leonard  Medal 


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  $25  (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. 


126 


March,  1942    THE  ENGINEERING  JOURNAL 


A  NEW  FIELD  AND  A  NEW  EMPHASIS 

IN  the  affairs  of  both  men  and  institutions  there  are  times  when,  after  long  uncertainty  and 
painful  orientation,  the  way  of  progress  becomes  clear  and  notable  advances  are  made  with 

comparative  ease.  During  the  pause  which  follows,  gains  are  consolidated,  new  plans  are 
developed  and  in  due  season  the  forward  movement  is  resumed. 

Such  has  been  the  lot  of  the  engineering  profession  in  Canada.  Its  early  years  were  devoted 
to  laborious  technological  tasks,  well  and  faithfully  performed — tasks  that  brought  to  the  engineer 
heightened  prestige  and  the  confidence  of  the  public  in  his  ability  and  integrity.  Thus  was  laid  the 
sure  and  firm  foundation  of  trust  upon  which  wider  recognition  of  engineering  as  a  learned  pro- 
fession was  to  be  reposed. 

With  the  outbreak  of  total  mechanized  war,  governments  and  corporations  have  instinctively 
turned  to  the  engineer  as  one  possessing  not  merely  the  indispensable  technical  background  but  that 
decisiveness,  dependability  and  sense  of  proportion  everywhere  sought  in  times  of  national  distress. 

And  so  the  engineering  profession  finds  itself  in  the  highest  favour  that  it  has  ever  enjoyed. 
From  the  Commander-in-Chief  of  the  Canadian  Corps  overseas  down,  engineers  are  giving 
distinguished  service  in  the  armed  forces.  In  less  stirring  wartime  tasks  very  many  are  occupying 
vital  executive  and  directional  posts.  This  is  but  natural.  Creating,  marshalling  and  distributing 
the  equipment  and  commodities  of  war  is  an  undertaking  not  different  in  kind  from  those  about 
which  gathers  the  normal  practice  of  the  engineer.  In  large  measure  wartime  duties  represent 
no  more  than  another  of  the  periodic  transfers  of  activity  to  which  practitioners  in  many  branches 
of  the  profession  have  long  been  accustomed. 

In  parallel  with  this  resurgence  in  the  profession,  the  usefulness,  power  and  influence  of  The 
Engineering  Institute  of  Canada  has  grown.  Its  membership  is  at  a  new  high;  its  financial  position 
is  sound  and  constantly  improving;  it  is  rapidly  growing  in  the  public  esteem. 

While  conscientiously  fulfilling  its  role  as  a  forum  for  the  dissemination  of  engineering  know- 
ledge, The  Institute  has  in  co-operation  with  the  'provincial  associations  of  professional  engineers 
and  in  its  vigorous  participation  in  the  work  of  the  Engineers'  Council  for  Professional  Development, 
embarked  upon  activities  that  promise  to  be  of  far-reaching  consequence.  A  new  emphasis  is  being 
placed  upon  those  things  that  represent  the  significant  difference  between  a  professional  engineer 
and  a  technologist. 

It  is  impossible  to  overestimate  the  long-range  importance  of  those  attributes  of  a  well- 
rounded  professional  man  that  lie  beyond  and  above  a  mere  knowledge  of  the  techniques  and  pro- 
cedures necessary  to  the  attainment  of  the  physical  objectives  of  his  work.  If  he  is  to  be  accorded 
whole-hearted  public  recognition  as  a  member  of  a  learned  profession  he  must  earnestly  seek  to 
acquire  and  manifest  these  characteristics. 

To  those  activities  that  bring  a  development  of  individual  professional  stature  in  all  of  its 
implications  The  Engineering  Institute  of  Canada  may  well  and  profitably  devote  increased 
attention.  There  could  scarcely  be  a  more  attractive  field  of  endeavour  and  none  offering  greater 
prospect  of  service  to  the  profession. 


THE  ENGINEERING  JOURNAL    March,  1942  127 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  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),  S.  G.  COULTIS 
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 

(Ex-Officio),  F.  W.  GRAY 

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 


-Officio) 

,  J.  GARRETT 

E.  NELSON 

e.-Treas., 

F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 

Edmonton,  Alta. 

HALIFAX 

Chairman, 

P.  A.  LOVETT 

Executive, 

A.  E.  CAMERON 

G.  T.  CLARKE             G.  J.  CURRIE 

A.  E.  FLYNN               J.  D.  FRASER 

D.  G.  DUNBAR           J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 

G.  T.  MEDFORTH 

(Ex-Officio) 

,  S.  L.  fultz              j.  r.  kaye 

Sec.-Treas., 

S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 

HAMILTON 

Chairman, 

STANLEY  SHUPE 

Vice-Chair. 

,  T.  S.  GLOVER 

Executive, 

H.  A.  COOCH 

NORMAN  EAGER 

A.  C.  MACNAB 

A.  H.  WINGFIELD 

(Ex-Officio) 

,  W.  J.  W.  REID 

W.  A.  T.  GILMOUR 

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, 

B.  A.  CULPEPER 

Vice-Chair. 

MISS  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),  H 

J.  M.  FLEMING 

Sec.-Treas., 

W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 

Port  Arthur,  Ont. 

LETHBRIDGE 

Chairman,    C.  S.  DONALDSON 

Vice-Chair.,Vf.  MELDRUM 

Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 

N.  H.  BRADLEY 

C.  S.  CLENDENING 
(Ex-Officio),}.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKemie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


MONCTON 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


SAINT  JOHN 


F.  T.  JULIAN 

T.  L.  McMANAMNA 

F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 

R.  W.  GARRETT 

J.  A.  VANCE 

H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 


MONTREAL 

Chairman, 

Vice-Chair., 

Executive, 


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. 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


J.  A.  LALONDE 
R.  S.  EADIE 
R.  E.  HEARTZ 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
H.  F.  FINNEMORE 
R.  C.  FLITTON 
G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 
J.  G.  HALL 
W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

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 

(Ex-Officio),  A.  W.  F.  McQUEEN 
Sec-Treat.,  J.  H.  INGS, 

1870  Ferry  Street. 

Niagara  Falls,  Ont. 


OTTAWA 

Chairman 
Executive, 


I.  F.  McRAE 
F.  R.  POPE 


N.  B.  MacROSTIE 
W.  G.  C.  GLIDDON 
R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY 
R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,    J.  CAMERON 
Executive,     A.  J.  GIRDWOOD 

J.  W.  PIERCE 
(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.,  RENÉ  DUPUIS 
Executive       O.  DESJARDINS 
R.  SAUVAGE 
S.  PICARD 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRA Y-DONALD  _,       _. 

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

Colonization  Department, 
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),  M.  G.  SAUNDERS 

J.  W.  WARD 
See.-Treat.,  D    S.  ESTABROOKS, 

Price  Bros.  &  Co.  Ltd. 
Riverbend,  Que. 


G.  ST-JACQUES 
L.  GAGNON 


Chairman, 

Vice-Chair., 

Executive, 


Sec.-Treas., 


F.  A.  PATRIQUEN 
D.  R.  SMITH 
A.  O.  WOLFF 
H.  P.  LINGLEY 
W.  B.  AKERLEY 

(Ex-Officio),  J.  P.  MOONEY 

H.  F.  MORRISEY 

G.  G.  MURDOCH 
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 


J.  M.  MITCHELL 
G.  RINFRET 
H.  J.  WARD 
H.  K.  WYMAN 


Chairman, 
Vice-Chair. , 
Executive, 


(Ex-Officio), 
Sec.-Treas., 


a.  p.  linton 
a.  m.  macgillivray 
f.  c.  dempsey 
n.  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 

15.  RUSSELL 
I.  M.  FRASER 
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.  R.  YOUNG 

Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 


VICTORIA 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


WINNIPEG 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


A.  S.  G.  MUSGRAVE 
KENNETH  REID 

A.  L.  FORD 

B.  T.  OGRADY 
J.  B.  PARHAM 
R.  BOWERING 

A.  L.  CARRUTHERS 
G.  M.  IRWIN 
E.  W.  IZARD 
J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 

D.  M.  STEPHENS 
J.  T.  DYMENT 

C.  V.  ANTENBRING 
N.  M.  HALL 

T.  H.  KIRBY 

E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
J.  W.  SANGER 

V.  MICHIE 
C.  P.  HALTALIN 
THOMAS.  E.  STOREY. 
55  Princess  Street, 

Winnipeg,  Man. 


128 


March,  1942    THE  ENGINEERING  JOURNAL 


THE   ORGANIZATION   AND  WORK   OF   RESEARCH 

ENTERPRISES   LIMITED 

A  government-owned  company  established  for  the  production  of  precision  instruments 

COLONEL  W.  E.  PHILLIPS 

President,  Research  Enterprises  Limited,  Toronto,  Ont. 

Paper  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  Que.,  on  February  5th,  1942 


The  story  of  Research  Enterprises  is  an  interesting  ex- 
ample of  the  problems  associated  with  the  establishment 
of  a  specialized  industry  in  war  time. 

In  the  early  summer  of  1940,  new  industries  seemed  to 
spring  from  the  head  of  the  new  Department  of  Munitions 
and  Supply.  In  some  cases  such  as  explosives  or  ammuni- 
tion, the  facilities  and  experience  of  existing  industry  lent 
themselves  readily  to  large-scale  expansion.  But,  in  other 
instances,  as  in  the  case  of  the  precision  instruments  re- 
quired for  fire  control  and  other  purposes,  neither  facilities 
nor  experience  in  Canada  were  available  for  the  task. 

In  October,  1939,  General  McNaughton  suggested  to 
the  War  Supply  Board  that  consideration  might  well  be 
given  to  the  production  of  optical  parts  in  Canada,  and 
indeed  proposed  at  that  time  that  this  work  should  be 
commenced  on  a  small  scale  at  the  National  Research 
Council.  It  would  appear  that  in  the  press  of  business 
no  decision  was  made;  the  matter  was  only  re-opened 
on  the  organization  of  the  Department  of  Munitions  and 
Supply,  and  was  brought  to  their  attention  in  connection 
with  an  urgent  demand  for  binoculars.  In  the  meantime 
the  technical  problems  involved  had  received  some  study 
at  the  National  Research  Council  Laboratories. 

It  was  soon  found  that  the  requirements  ranged  from 
binoculars  to  dial  sights,  including  such  highly  specialized 
instruments  as  range-finders. 

To  meet  this  demand,  Research  Enterprises  Limited 
was  organized  in  August,  1940,  as  a  wholly-owned  gov- 
ernment company  operating  under  the  Minister  of  Muni- 
tions. This  decision  recognized  the  clear  line  of  demarca- 
tion between  research  and  production. 

The  need  for  optical  glass  was  the  immediate  justifi- 
cation for  the  creation  of  the  company.  This  was  to  be 
followed,  as  a  matter  of  course,  by  the  production  of  a 
variety  of  optical  instruments.  At  the  same  time  it  was 
realized  that  such  a  company  might  well  undertake  the 
quantity  production  of  other  types  of  instruments  which 
might  be  developed  by  the  National  Research  Council. 

In  the  United  Kingdom  a  long-established  separate  in- 
dustry supplied  optical  glass  blanks  in  pressings  to  a 
number  of  experienced  instrument  firms,  each  of  which 
was  principally  concerned  with  the  production  of  a  few 
specific  types  of  optical  instruments. 

The  position  in  Canada  was  quite  different.  Provision 
had  to  be  made  for  completely  integrated  operation  start- 
ing with  the  raw  materials  for  glass-making  and  ending 
with  the  delivery  of  some  twenty-five  types  of  finished 
instruments  in  small  quantities. 

On  September  3rd,  1940,  a  start  was  made  in  Toronto 
with  two  employees.  Despite  the  race  against  time  and 
almost  complete  lack  of  experience  progress  has  been 
made,  and  by  the  end  of  January,  1942,  some  3,000  optical 
instruments  valued  at  $475,000  have  been  completed  and 
shipped. 

In  ordinary  times  the  design  of  such  an  enterprise  would 
require  a  detailed  manufacturing  knowledge  of  the  pro- 
ducts to  be  produced,  and  information  as  to  quantities 
and  rates  of  delivery.  Under  existing  circumstances  only 
the  most  fragmentary  information  was  available,  and  it 
was  necessary  to  embark  on  a  series  of  limited  gambles, 


creating  facilities  in  what  looked  like  minimum  economic 
units,  expanding,  altering  and  adjusting  these  as  the  real 
requirements  became  apparent. 

As  things  have  turned  out,  the  rapid  expansion  of  our 
manufacturing  programme  has  more  than  occupied  the 
capacity  provided. 

The  conception  of  a  company,  totally  owned  by  the 
government,  but  operating  with  the  full  freedom  of  a 
private  enterprise,  was  due  mainly  to  the  late  Gordon 
Scott,  Mr.  Henry  Borden,  and  Mr.  R.  A.  C.  Henry,  mem- 
bers of  the  Executive  Committee  of  the  Department.  Such 
a  scheme  provided  the  conditions  essential  to  the  rapid 
development  of  a  large-scale  enterprise  for  which  obvi- 
ously there  was  no  adequate  departmental  precedent. 

In  November,  1940,  a  demand  was  made  for  the  produc- 
tion of  a  series  of  secret  detection  devices,  of  which,  by 
now,  some  general  information  has  reached  the  public 
by  way  of  the  press.  Soon  finding  that  we  knew  less  and 
less  about  more  and  more,  the  task  was  to  sort  out  and 
study  the  separate  components  which  had  to  be  worked 
into  a  going  industrial  concern.  These  are  indicated  in 
Table  I. 

Table  I. 


The  Scope  of  the  Enterprise 


l 
!      Radio      1 
\  Production  / 


Grinding  & 
Polishing 


9 
Design 
I  Engineering  & 
[       Planning 


f  Instrument  Ï 
\    Assembly   J 


Range  1 
Finders  J 


Optical  \ 
Glass    / 


Inspection 
&  Control 


10 

f   Field   1 
I  Station  j 


11 

Cathode 

Rav 

Tubes 


12 


J     Mobile 
1  Assembly 


/    Metal 
\  Working 

8 

Plant 

Engineering 

13 

I  Admini- 
|  stration 


Figure  1  shows  the  general  form  of  the  organization 
evolved,  establishing  the  skeleton  upon  which  the  enter- 
prise has  been  built. 

Great  importance  was  attached  to  the  question  of  or- 
ganization, for  in  such  a  case  good  organization  is  even 
more  important  than  good  personnel.  In  matters  of  or- 
ganization it  seems  a  natural  instinct  of  the  Anglo-Saxon 
to  choose  a  static  form  of  design,  fixed,  as  it  were,  from 
the  top  downwards.  In  our  case,  it  seemed  important  to 
plan  for  a  more  dynamic  framework,  sensitive  and  re- 
sponsive to  changes  perceptible  at  first  only  from  the 
lower  levels  of  the  organization.  In  other  words,  it  was 
more  a  question  of  "  learn  how  "  than  "  know  how."  In 
any  event,  compromise  was  the  order  of  the  day,  as 
experienced  personnel  simply  were  not  available. 

In  the  early  stages,  committees  and  groups  were  the  rule 
rather  than  the  exception,  but  as  time  goes  on,  familiarity 
with  the  task  makes  it  possible  to  assign  clearly  defined 
responsibility  to  individuals  who  have  proved  their  merit, 
and  at  the  same  time  to  give  them  complete  authority 
within  their  own  sphere. 

Personnel 

As  may  be  easily  imagined,  our  requirements  for  techni- 
cal personnel  covered  a  wide  field.  The  technical  staff 


THE  ENGINEERING  JOURNAL    March,  1942 


129 


THÏ  GENERAL  FORM  OF  ORGANIZATION 


Minister, 
The   Department   of  Munit  loua   and   3upply 

Board  of  Directors, 
Re6earcn  jcnterpnses  Limited 

President, 
Research  Enterprises  Limited 
Executive     /  \     General 

Aaslstant  /  \  Assistant 

DIRECTOR  RADIO   DIVISION                                COMPTROLLBR  DIRECTOR  OF 
INSTRUMENT  DlVIStON 


DIRECTOR  OPTICAL 
QLA3S  DIVISION 


All  administration 
all  divisions 


Radio  Operation 
Manager 


IE 


Plant  Engl  peering 
Maintenance,  etc. 
all  Divisions 


K 


jL 


ZL 


Plairt 
Superintendent 
All     Divisions 


Field  Tube 

Station     Production     Engineering      Inspection     Division 


E 


Special  Mobile 
Devices  Devices 


«  1 

Metal        Grinding  &.  Instrument     Rangeflnder     inspection  Chief 

Working  Polishing     Assembly  Division       t  Control        Mechanical 

Engineer 

Design  4. 

Fig.  1.  Planning 


today  numbers  over  a  hundred,  including  56  graduate 
engineers,  20  physicists,  3  graduates  in  engineering  physics, 
and  5  chemists,  with  some  13  general  technical  assistants 
in  miscellaneous  fields.  Of  this  total,  some  84  are  gradu- 
ates of  Canadian  universities,  which  should  be  a  matter 
of  general  satisfaction.  The  total  number  of  employees  is 
3,000,  of  whom  700  are  women. 

Training  Classes 

From  the  beginning  it  was  evident  that  training  must 
be  provided  for  many  of  the  workers.  Courses  have  been 
established  for  machine  operators,  drafting,  radio,  glass 
blowing,  and  in  addition,  a  fairly  extensive  series  of  night 
classes  are  held  for  our  own  employees.  This  policy  has 
been  highly  successful,  and  over  400  present  employees  are 
graduates  from  such  classes. 

Optical  Glass 

Optical  glass  is  now  a  fundamental  requirement  in  the 
production  of  fire  control  instruments  for  warfare  because 
modern  artillery  practice  is  concerned  almost  altogether 
with  indirect  targets,  invisible  to  the  gunner,  but  whose 
positions  have  been  accurately  located  on  the  map.  Thus 
methods  of  instrumental  aim,  known  as  indirect  fire  con- 
trol, are  essential.  This  involves  the  use  of  surveying  in- 
struments in  order  to  determine  the  line  of  sight  and 
the  range  of  the  targets  with  reference  to  certain  fixed 
points  visible  to  the  battery. 

The  instruments  used  are  for  the  most  part  of  the 
telescopic  type.  Obviously,  glass  must  be  an  integral  part 
of  the  optical  systems  involved,  and  as  the  accuracy  of 
the  instrument  is  largely  dependent  upon  the  quality  of 
the  image,  it  follows  that  the  glass  must  be  of  the 
very  best. 

The  use  of  glass  in  lenses  and  prisms  is  based  on  its 
property  of  refraction.  Speaking  generally,  its  function 
in  instruments  is  to  so  bend  the  rays  of  light  from  any 
distant  point  that  they  will  converge  to  a  single,  corre- 
sponding point  in  the  image. 

To  better  understand  the  problems  associated  with  the 
manufacture  of  optical  glass,  a  general  knowledge  of  the 
principles  of  refraction  is  needed.  Figure  2  shows  a  ray  of 
light,  incident  on  a  glass  surface,  and  traces  its  path 
through  the  glass  until  it  emerges. 


Actually,  the  velocity  of  light  in  glass  is  less  than  that 
in  air.  Thus  in  passing  from  air  into  glass  the  ray  is 
deflected  so  that  the  angle  between  its  path  and  the 
normal  to  the  surface  is  reduced.  The  ratio  of  the  sines  of 
the  two  angles  (AOB  and  COD  in  the  figure)  is  called 
the  "  index  of  refraction,"  and  is  a  number  N  which  ex- 
presses the  ratio  between  the  velocity  in  air  V0    and  the 

V 

velocity  V  in  the  given  medium.    In  fact  iV=-^. 


InCiOCnt  light 


NO«UAL  TO  SURTACt 

Crnax  or  unit  kaows 


An&lE  of   INCIDENCE  ■  AOB 

Ahcle  or  «cruACTioN»  COD 
Sin  AOB  ■  AB 
Sin  COD -CD 


\ 


n-ê8 


Fig.  2 — Measurement  of  index  of  refraction. 

It  will  be  seen  that  a  ray  of  light  slows  up  and  swerves 
when  it  meets  a  medium  of  greater  optical  density,  just 
as  a  motor  car  slows  up  and  swerves  when  one  wheel 
leaves  the  concrete  and  gets  on  the  softer  shoulder  of 
the  road. 

In  practice,  the  refractive  index  measured  for  the  D 
line  of  sodium  (A°  .5893)  is  the  value  used  for  commer- 
cial purposes.  Its  symbol  is  N,,. 

Dispersion 

Another  property  of  glass  which  is  of  great  importance 
in  determining  its  optical  characteristics  is  its  "  dispersion." 

Radiations  of  the  seven  colours  of  the  visible  spectrum 
travel  with  the  same  velocity  in  a  vacuum.  The  result  to 
the  eyes  is  white  light.  This  is  true  to  all  intents  and 
purposes  in  air. 

In  an  optically  denser  medium,  however,  such  as  glass, 


130 


March,  1942    THE  ENGINEERING  JOURNAL 


the  longest-legged  colour,  red,  travels  fastest.  The  shortest- 
legged  colour,  violet,  travels  the  slowest.  Thus,  in  the 
denser  medium,  the  colours  of  white  light  are  dispersed, 
producing  the  familiar  colours  of  the  rainbow.  The  effect 
of  a  prism  is  shown  in  Fig.  3. 

The  angle  of  refraction  evidently  varies  with  the  wave- 
length of  the  incident  light.  The  difference  in  the  refrac- 


WWITE    LIGUT  RAY 


RELFRACTCO  RAYS 


RED 
BLUE. 


D.the  deviation  depends 
on  A, and  the  refractive 
index 

d  .the  dispersion  depends 
on  A  and  the  Abbe  number 

Fig.  3 — Refraction  of  white  light  by  a  prism. 

tive  indices  of  a  particular  glass  for  light  of  different 
wavelengths  is  known  as  its  "  partial  dispersion  "  between 
those  particular  wavelengths. 

This  phenomenon  is  obviously  of  great  importance  in 
the  design  of  optical  systems. 

In  commercial  practice,  four  different  wavelengths  of 
light,  the  red,  blue  and  violet  of  hydrogen  and  the  yellow 
of  sodium  are  used  as  standards. 

The  refractive  indices  for  these  various  wavelengths  are 
designated  as  Nc,  N,,  N4,  and  Nd  respectively. 

Refraction  and  Dispersion 

In  specifying  the  optical  constants  for  the  glasses  in  this 
list,  nine  spectral  lines  are  used.  Table  II  gives  the  wave- 
lengths, etc.,  of  these  nine  lines. 

The  "mean"  index  of  refraction  in  air  is  given  for  the  d 
line,  and  the  "mean"  dispersion  between  the  C  and  F  lines. 

From  these  data  is  obtained  the  reciprocal  dispersive 

power  (constringence)  — —  usually  denoted  by  v  or  V. 

The  partial  dispersions  b  to  C,  C  to  d,  d  to  e,  e  to  F,  F  to 
g,  and  g  to  h  are  given,  and  the  ratios  these  partial  disper- 
sions bear  to  the  mean  dispersion  (relative  partial  disper- 
sions). In  addition,  for  reference,  the  indices  of  refraction 
for  the  sodium  D  line  and  the  hydrogen  G1  line  are  quoted. 

The  routine  measurements  of  refractive  indices  of  melt- 
ings are  made  with  a  Pulfrich  refractometer  (which  has  been 
standardised  by  reference  prisms  carefully  measured  on  an 
accurate  spectrometer).  It  will,  therefore,  be  generally  re- 
cognised that  the  values  of  the  dispersions  sent  to  customers 
with  each  melting  of  glass  cannot  be  relied  on  to  within  less 
than  .00003. 

Special  care  has  been  taken  to  ensure  that  the  relative 
dispersions  given  in  the  list  are  accurate.  In  each  case  an 
optically  worked  prism  has  been  measured  on  an  accurate 
spectrometer. 

The  value  derived  from  these  differences  in  refractive 


index,  as  between  different  wavelengths,  is  known  as  the 
"  Abbé  number,"  and  is  given  by  the  formula 

Nd  -  1 


V 


Nf-Nc 


The  reciprocal  of  this  value  is  a  measure  of  the  dis- 
persive power  of  the  glass. 

The  term,  which  is  in  general  use,  serves  to  measure 
dispersion,  and,  together  with  Nd  the  refractive  index  for 
the  D  line  of  sodium,  is  sufficient  to  characterize  any 
optical  glass. 

The  fundamental  task  in  lens  design  is  to  bring  to- 
gether, to  the  same  focus,  rays  of  one  or  more  colours. 
This  procedure  can  be  successful  only  to  the  degree  that 
the  relative  dispersions  in  the  two  glasses  are  similar.  If 
this  be  not  the  case,  there  is  residual  colour  in  the  image 
which  cannot  be  eliminated.   (See  Fig.  4.) 

By  the  proper  combination  of  different  types  of  glass 
of  suitable  index  and  dispersion,  we  can  eliminate  the 
effects  of  dispersion  and  produce  an  image  free  of  colour. 

By  combining  lens  elements  of  glasses  of  different  re- 
fractive indices  and  dispersions,  it  is  possible  for  the 
designer  to  obtain  much  more  perfect  images  and  optical 
performance  than  with  single  lenses. 

Types  of  Glass 

Although  the  fundamentals  of  glass-melting  were  known 
from  the  very  earliest  times,  it  was  not  until  the  end  of 


Dispersions  equal  and  opposite 

Crown  Deviation      30  downward 
Flint  Deviation       15    upu/ARd 
Ne1  Deviation        15  downward 

Fig.  4 — Achromatic  prism  combination. 

the  18th  century  that  satisfactory  optical  glass  became 
available.  This  followed  the  discovery  by  Guinand  in  1790 
that,  by  stirring  the  molten  glass,  it  was  possible  largely 
to  free  it  from  physical  imperfections,  such  as  stones, 
bubbles,  seeds,  etc. 

For  many  years,  there  were  but  two  general  types  of 
glass  available:  the  "flints"  and  the  "  crowns."  The 
"  flints  "  contained  appreciable  quantities  of  lead  oxide 
and  were  characterized  by  higher  refractive  index  and 
greater  dispersive  qualities  than  the  "  crowns."  The  rela- 
tionship between  refractive  index  and  dispersion  was  fixed, 
inasmuch  as  the  dispersion  always  increased  as  the 
refractive  index  increased. 

The  materials  used  in  the  manufacture  of  these  glasses 
were  largely  the  oxides  of  silica,  sodium,  potassium,  lead, 
aluminium,  and  possibly  thellium. 

It  was  apparent  that  improved  performance  in  optical 


Table  II. 


Red 

Yellow 

Green 

Blue 

Violet 

Helium 

h 

d 

Hvdrogen 

C 

F 

G1 

Sodium 

D 

Mercury 

e 

g 

h 

Wave-lengths  in  tenth-metres  (A) .  .  . 

7065 

6563 

5893 

5875 

5461 

4861 

4359 

4341 

4047 

THE  ENGINEERING  JOURNAL    March,  1942 


131 


Table  III. 

Optical  Characteristics  of  Glass  Made  at  Research 

Enterprises  Limited 


Refractive 

Index  for 

ND-  1 

*             XT          \T 

Type 

Code 

Sodium 

Line 

NF-NC 

ND 

Borosilicate  Crown 

510644 

1.5100 

64.4 

517641 

1.5170 

64.1 

Hard  Crown 

519604 
540595 

1.5190 
1.5400 

60.4 

Light  Barium  Crown 

59.5 

Medium  Barium  Crown . 

572577 

1.5720 

57.7 

Light  Barium  Flint 

551515 

1.5510 

51.5 

575520 

1.5750 

52.0 

Light  Flint 

575426 

1 . 5750 

42.6 

578407 

1.5780 

40.7 

Dense  Flint 

617366 
620361 

1.6170 
1.6200 

36.6 

36.1 

623360 

1.6230 

36.0 

Extra  Dense  Flint 

648338 

1.6480 

33.8 

653336 

1 . 6530 

33.6 

systems  depended  upon  the  development  of  additional 
types  of  glass  with  a  different  relationship  between  index 
and  dispersion. 

In  1890,  Schott  and  Abbé  at  Jena,  using  many  new 
materials,  developed  glasses  which  were  characterized  by 
a  relationship  between  refractive  index  and  dispersion 
quite  different  from  that  of  the  older  types. 

The  new  types  included  borosilicate  crowns,  barium 
crowns,  barium  flints,  borate  flints,  and  opened  up  a 
completely  new  field  to  the  optical  industry. 

For  many  years  Jena  led  the  world  in  the  production 
of  these  glasses,  but  long  before  the  last  war  Chance 
Brothers,  in  England,  had  achieved  an  enviable  reputa- 
tion for  the  quality  of  their  optical  glass. 

Following  the  last  war,  and  working  closely  with  the 
Admiralty,  Chance  Brothers  have  concentrated  on  the 
development  of  optical  glass,  and  for  many  years  they 
have  occupied  a  technical  position  at  least  equal  to  Schott 
und  Genossen  at  Jena. 

Chance  Brothers'  present  catalogue  lists  well  over  a 
hundred  different  types  of  optical  glass.  Our  instrument 
programme  here  requires  some  fifteen  different  types,  all 
of  which  we  have  now  made  successfully. 

In  1917,  the  United  States  was  faced  with  the  necessity 
of  establishing  its  own  optical  glass  industry  from  the 
ground  up.  The  situation  was  in  many  respects  similar 
to  the  one  we  faced  in  1940.  Fortunately,  a  very  complete 
record  of  their  experience  is  available.  It  discloses  the 
great  difficulties  they  encountered. 

Prior  to  this  war,  there  was  an  established  optical  glass 
industry  in  the  United  States.  One  manufacturer,  Bausch  & 
Lomb,  in  particular,  had  continued  production  and  de- 
veloped a  variety  of  types  of  glass  designed  for  use  in  the 
manufacture  of  their  own  instruments. 

There  was  also  a  small  commercial  operation  in  the 
Bureau  of  Standards  in  Washington,  the  output  of  which 
went  largely  to  the  United  States  Government  workshops. 

The  types  of  glass  developed  by  American  industry 
have  been  generally  standardized  as  to  optical  character- 
istics. These  differ  considerably  from  those  in  use  in  the 
United  Kingdom,  and  the  American  types  do  not  lend 
themselves  readily  for  use  in  the  optical  systems  of  the 
British  instruments  which  had  to  be  copied. 

Thus  after  thorough  study  of  the  record  of  the  difficul- 
ties met  by  the  Americans  in  1917  and  '18,  it  seemed  best 
to  follow  the  successful  methods  of  the  outstanding  British 
manufacturer — Chance  Brothers,  of  Birmingham. 

Chance  Brothers  have  been  making  fine  glass  for  over 
one  hundred  years  and  were  well  entitled  to  place  a  very 


high  value  on  their  manufacturing  knowledge.  Neverthe- 
less a  very  satisfactory  arrangement  was  concluded  with 
them,  and  they  have  made  available  to  us  every  detail  in 
connection  with  their  operations.  Now  that  our  Glass 
Division  is  established  on  a  modest  commercial  basis,  it 
must  be  admitted  that  the  mere  copying  has  taxed  our 
abilities,  but  had  this  arrangement  not  been  made  with 
Chance  Brothers,  we  might  still  be  experimenting  instead 
of  producing. 

In  the  early  stages,  there  was  no  information  upon  which 
to  estimate  the  quantity  of  optical  glass  required,  so  it 
was  decided  to  set  up  the  smallest  economic  unit,  which 
was  estimated  to  have  a  capacity  of  5,000  pounds  of  usable 
glass  per  month. 

The  first  melt  was  made  on  June  5th,  1941.  The  colour 
was  perfect.  Of  course  there  were  plenty  of  seeds  and 
bubbles,  etc.,  but  a  few  thousand  pounds  of  good  quality 
glass  were  produced  in  July  and  August.  In  September, 
this  increased  to  4,000  pounds;  in  October,  to  10,000;  in 
November,  to  12,500;  and  it  is  expected  to  maintain  this 
rate  until  March,  when  two  new  furnaces  will  be  in  op- 
eration and  the  monthly  yield  should  reach  20,000  pounds 
of  usable  glass. 

Our  methods  differ  only  in  minor  details  from  those  of 
Chance  Brothers.  The  quality  of  the  glass  produced  has 
been  excellent — surprising  even  ourselves — and,  as  experi- 
ence is  gained,  the  yields  of  good  glass,  which  even  now 
are  very  satisfactory  except  in  the  more  difficult  barium 
glasses,  will  steadily  improve. 

A  few  general  observations  on  the  process  may  serve  to 
explain  some  of  the  operations  in  glass  manufacture. 

Pots 

The  problem  of  refractory  pots  for  glass-melting  is  one 
of  the  most  difficult.  For  many  years,  an  old  type  of  hand- 
built  clay  pot,  laboriously  constructed  by  skilled  work- 
men, was  the  only  satisfactory  type  available.  So  far  as 
we  were  concerned,  the  production  of  old-style  pots  was 
quite  out  of  the  question,  as  no  skilled  workmen  were 
available.  We,  consequently,  followed  the  method  of 
making  pots  by  slip-casting,  and  received  very  consider- 
able assistance  from  the  work  which  had  been  done  at 
the  Bureau  of  Standards  in  Washington. 

The  characteristics  of  the  pot  are  all  important.  It  must 
be  mechanically  strong  at  temperatures  up  to  1500  degrees 
C,  not  only  to  hold  approximately  2,000  pounds  of  melted 
glass,  but  to  permit  its  being  handled  by  mechanical 
means,  and  it  must,  above  all  else,  be  chemically  resistant 
to  the  action  of  the  molten  glass  at  these  high  tempera- 
tures. 

Very  serious  problems  arise  with  certain  of  the  glasses, 
particularly  those  containing  barium.  Although  we  are 
able  to  maintain  very  high  standards  of  purity  in  our 
batch  chemicals,  it  is  not  so  easy  to  obtain  clays  equally 
free  from  impurities,  and  it  therefore  becomes  doubly 
important  to  restrict  solution  of  pot  impurities  by  the 
action  of  the  molten  glass. 

There  is  no  definite  scientific  procedure  for  the  control 
of  pot-making.  The  methods  are  largely  empirical.  We 
use  a  mixture  consisting  of  three  types  of  china  clay  and 
two  types  of  ball  clay,  together  with  sodium  silicate  and 
sodium  hydroxide  as  deflocculants. 

Apart  from  close  mechanical  control,  success  depends 
largely  upon  the  skill  of  the  potter,  the  modern  represen- 
tative of  the  oldest  of  the  crafts. 

After  many  disappointments  we  have  had  extremely 
good  luck,  and  appear  to  have  solved  the  pot  problem 
for  even  the  most  difficult  of  the  glasses  made.  The  pots, 
normally,  take  about  three  months  to  dry;  it  may  prove 
necessary  to  adopt  some  mechanical  means  to  hasten  the 
drying  period  without  impairing  the  qualities  of  the  pot. 

The  pot  is  used  only  once,  but  the  remains  of  the  burned 


132 


March,  1942    THE  ENGINEERING  JOURNAL 


«TACK    DHAFT_ 
INDICATOR 


Fig.  5 — Regenerative  Furnace. 

pot  are  carefully  separated  from  particles  of  glass,  then 
pulverized  and  screened,  and  used  again  to  provide  about 
half  of  the  raw  material  for  the  making  of  new  pots. 

Furnaces 

The  furnaces  are  of  the  single  pot  type  and  may  be 
either  regenerative  or  recuperative.    (See  Figs.  5  and  6.) 

The  pots  are  mostly  heated  by  radiation  from  the  fur- 
nace crown,  and  it  is  essential  that  the  temperatures  be 
uniform  and  subject  to  close  control. 

The  regenerative  type  of  furnace  (Fig.  5)  is  the  more 
popular  type  in  America,  but  more  expensive  to  construct. 
The  recuperative  furnace  (Fig.  6)  has  been  found  quite 
satisfactory  in  English  practice  and  is  simpler  to  build. 
Both  types  will  be  in  operation  in  Canada. 

City  gas  of  490  B.T.Ù.'s  is  used.  This  is  an  ideal  fuel 
from  the  point  of  view  of  cleanliness,  but  as  the  consump- 
tion, even  now,  is  some  ten  million  cubic  feet  per  month, 
the  question  of  cost  becomes  a  serious  one.  Under  existing 
conditions,  our  fuel  costs  are  from  four  to  five  times  as 
high  as  the  corresponding  costs  at  Chance  Brothers,  who 
use  producer  gas.  Having  gained  sufficient  confidence  in 
the  technique  of  the  melting  operation,  oil-burning  equip- 
ment is  being  installed  for  the  two  additional  furnaces. 

Melting 

Previous  to  the  melting  operation  the  pots  are  preheated 
in  the  pot-arches  to  1100  degrees  C,  and  are  moved 
quickly  to  the  melting  furnace.  The  temperature  is  then 
raised  to  above  1450  degrees,  the  pot  is  glazed  by  throwing 
in  cullet  of  the  same  type  of  glass  as  that  to  be  melted, 
and  the  batch  is  then  "  filled  on." 

Chemical  reaction  follows  quickly,  resulting  in  the 
fusion  of  the  constituents  and  the  formation  of  various 
silicates.  In  the  process  there  is  an  evolution  of  gases 
which  rise  to  the  surface,  and  when  all  these  have  escaped, 
the  glass  is  said  to  be  "  fined,"  and  the  stirring  process 


begins.  This  lasts  for,  roughly,  five  hours,  with  speed 
and  stroke  varying  according  to  the  type  of  glass.  When 
this  stirring  is  complete,  the  pot  is  removed. 

Annealing 

Good  optical  glass  must  be  isotropic,  that  is  to  say  its 
properties — such  as  refractive  index  and  dispersion — must 
be  the  same  in  all  directions. 

When  glass  is  cooled,  two  general  effects  appear.  First, 
a  molecular  effect  which  depends  on  the  rate  of  cooling 
and  which  is  uniform  throughout  the  whole  body  of  the 
glass.  Under  these  conditions,  for  example,  glass  of  similar 
composition,  cooled  rapidly,  will  have  a  different  refrac- 
tive index,  etc.,  from  the  same  glass  cooled  slowly.  This 
effect  must  be  considered  in  cooling  the  pot  after  its  first 
removal  from  the  furnace. 

The  second  effect  may  be  described  as  a  mass  or  volume 
effect,  and  results  from  differential  cooling  within  the 
same  pot  of  glass.  For  example,  if  one  part  of  the  glass 
cools  more  rapidly  than  another,  stress  will  be  set  up  be- 
tween the  two  parts  and  strain  will  result.  This  is  the 
phenomenon  which  causes  the  greatest  difficulty. 

Glass  which  is  non-uniformly  strained  will  have  one 
refractive  index  for  light  travelling  parallel  to  the  direc- 
tion of  strain  and  a  quite  different  refractive  index,  etc., 
for  light  travelling  at  right  angles  to  it.  In  other  words, 
it  becomes  doubly  refractive.  This  is,  of  course,  a  familiar 
phenomenon,  and  inasmuch  as  the  birefringence  is  pro- 
portional to  the  magnitude  of  the  strain,  the  precise  value 
and  location  of  the  strain  may  be  measured  by  polarized 
light. 

It  is  clear,  therefore,  that  the  annealing  of  optical  glass 
in  its  various  stages  of  manufacture  is  of  the  greatest  im- 
portance. In  the  early  stages,  the  process  is  known  as 
"  rough  annealing  ",  although  it  is  controlled  as  closely 
as  possible,  but  when  the  glass  reaches  its  final  shape, 
either  as  a  slab  or  a  pressing,  it  undergoes  a  last  "  fine 
annealing  "  operation  in  which  the  rate  of  cooling  is  very 
closely  controlled. 

It  is  of  interest  to  note  that  the  actual  fine  annealing 
requirements  involve  the  treatment  of  large  amounts  of 
glass  at  the  one  time.  The  holding  temperature,  ranging 
from  430  to  570  degrees  C.  (which  represents  the  first 
stage  in  the  operation) ,  requires  the  maintenance  of  tem- 


STACK 


FLOOR 


COOLING  CHANNEL 


Fig.  6 — Recuperative  Furnace. 


THE  ENGINEERING  JOURNAL    March,  1942 


133 


perature  within  one  degree,  plus  or  minus,  for  periods  of 
24  hours  at  least. 

Further  the  cooling  temperature  requirements  involve  the 
maintenance  of  rates  of  temperature  drop  as  low  as  5 
degrees  per  24  hours.  With  modern  equipment,  we  are 
able  to  control  this  operation  entirely  automatically. 

Minimum  standards  for  ordinary  optical  components 
require  that  the  strain  shall  not  produce  birefringence 
equivalent  to  more  than  ten  millimicrons  per  centimetre 
of  light  path.  In  many  cases,  our  own  product  shows  no 
detectable  strain  whatever. 

Forms  Of  Product 
Optical  glass  is  available  in  three  standard  forms: 

1.  Chunks:  as  they  come  from  the  broken  pot; 

2.  Slabs:  which  are  made  from  chunks  of  glass  by 
softening  and  pressing  in  a  mould,  then  grinding  and 
polishing  the  edges; 

3.  Mouldings  or  pressings:  These  latter  represent  the 
form  in  which  the  largest  proportion  of  the  output 
is  delivered. 

The  pot  of  glass  is  broken  down  by  hand  until  the  lumps 
are  approximately  of  the  required  weight  and  it  is  then 
softened  and  pressed  in  an  iron  mould,  which  is  made, 
roughly,  to  the  shape  of  the  finished  optical  component, 
sufficient  allowance  being  made  to  provide  for  the  grind- 
ing and  polishing  operations. 

This  method  has  many  advantages  and  meets  the  re- 
quirements for  all  instruments  other  than  those  of  the 
highest  precision.  In  the  latter  case,  the  optical  glass  must 
be  cut  by  means  of  a  saw  from  selected  slabs  or  plates. 

Optics 

The  production  of  finished  optical  glass  parts  appeared 
at  first  to  be  one  of  our  most  serious  problems.  There  was 
no  similar  operation  anywhere  in  Canada,  nor  was  trained 
personnel  available  anywhere  on  this  continent. 

Fortunately,  Dr.  Jones  was  secured  from  the  National 
Research  Council,  and  he  threw  himself  wholeheartedly 
into  the  problem.  Arrangements  were  made  with  Bausch 
&  Lomb  to  take  nine  of  our  carefully  selected  learners  and 
put  them  in  their  own  plant  for  some  four  to  six  months. 

Tooling  for  this  work  is  just  as  much  a  problem  as 
tooling  for  machine  work,  and  there  is  the  further  com- 
plication that  the  computation  of  optical  systems  is  a 
highly  specialized  mathematical  problem.  Dr.  Crooker,  of 
the  University  of  British  Columbia,  was  engaged  as  optical 
designer.  Despite  the  impression  in  the  industry  that 
years  of  practical  experience  were  essential,  Dr.  Crooker 
has  solved  our  design  problem. 

By  the  end  of  June,  a  few  polished  components  were 
actually  being  produced  every  week,  but  the  rejections 
were  in  the  neighbourhood  of  ninety  per  cent.  By  one 
means  or  another,  this  has  been  removed  from  our  list  of 
problems.  In  the  second  week  of  January,  for  example, 
over  8,000  individual,  finished,  polished  optical  compon- 
ents were  turned  out,  and  the  rejections  were  13.7  per 
cent.  This  is  an  encouraging  record,  and  proves  that 
much  can  be  accomplished  if  the  urgency  is  sufficiently 
great. 

The  fabrication  of  optical  parts  differs  from  that  of 
metal  parts  in  a  number  of  respects,  perhaps  the  most 
conspicuous  of  which  is  the  considerable  amount  of  hand- 
work which  is  still  found  necessary  even  in  the  largest 
plants.  This  state  of  the  art  will  almost  certainly  con- 
tinue in  the  case  of  the  more  precise  parts  used  in  small 
quantities  on  large,  expensive  instruments,  while  on  the 
smaller  parts,  required  in  greater  quantity,  the  traditional 
methods  are  considerably  modified  in  order  to  produce 
more  rapid  results.  There  are  two  principal  operations  in 
the  production  of  optical  parts: 


(a)  Grinding 

This  is  usually  done  with  loose  abrasive  on  a  cast-iron 
tool.  Whenever  possible,  multiple  fixtures  are  used  to 
facilitate  production.  A  number  of  operations  are  also 
done  with  milling  machines,  using  diamond  charged  cut- 
ters. 

(b)  Polishing 

All  precision  polishing  is  done  with  a  lap,  coated  with 
pitch  and  using  an  oxide,  usually  iron  oxide,  as  the  polish- 
ing material. 

Polishing  differs  from  grinding  operations  in  that  it  is 
necessarily  a  lapping  operation  in  which  the  floating  tool 
principle  is  used  and  the  accuracy  is  not  contingent  on 
the  accuracy  of  machine  ways.  The  method  of  holding 
the  work  differs  from  machine  practice  in  that  the  glass 
part  is  either  held  to  an  iron  tool  by  pitch  or  by  bedding 
in  plaster  of  paris,  or  in  the  most  accurate  work,  by  optical 
contact  with  a  finished  optical  surface  on  a  holding  fixture. 

The  testing  of  the  accuracy  of  the  polished  surface  is 
based  on  optical  interference.  The  familiar  Newton  rings 
are  observed  between  the  work  and  a  master  test  plate. 
In  the  case  of  low  power  telescope  lenses,  the  work  is  held 
to  a  tolerance  of  five  rings.  In  the  case  of  higher  power 
instruments,  the  tolerance  may  be  as  little  as  one  ring, 
or  in  the  case  of  master  test  flats,  the  surfaces  are  worked 
so  that  no  rings  show.  In  this  latter  case,  the  accuracy  is 
l/6th  wave  length  or  better. 

Translating  these  into  terms  of  ordinary  measurement, 
an  interference  ring  is  equal  to  %  wave  length  and  is 
equal  to  approximately  l/100,000th  of  an  inch.  In  flat 
work,  the  tolerances  are  commonly  more  stringent  than 
in  lens  work,  and  in  certain  cases  good  performance  de- 
mands a  surface  which  is  flat  within  1/1,000,000  of  an 
inch. 

Linear  dimensions  of  optical  parts  are  held  to  tolerances 
somewhat  similar  to  those  in  the  metal-working  industries. 
Diameters  are  held  to  the  same  tolerances  as  lens  cells, 
commonly  plus  or  minus  .0005.  In  some  prisms  extremely 
high  accuracy  is  required  in  the  angles;  for  example,  we 
are  turning  out  deflecting  wedges  in  which  the  tolerance 
is  five  seconds  of  angle,  plus  or  minus. 

Optical  methods  of  measurement  and  optical  contact 
blocking  permit  the  obtaining  of  this  accuracy  with  very 
few  rejections.  The  final  correcting  of  the  angles,  although 
done  in  a  multiple  fixture,  is  usually  a  hand  operation.  In 
fact,  it  is  true  that  the  high  performance  of  all  the  more 
precise  instruments,  such  as  the  rangefinder,  heightfinder, 
etc.,  depends  on  optical  components  which  are  finally  fin- 
ished by  hand. 

Manufacture  Of  Metal  Instrument  Parts 

In  the  early  stages  of  our  planning,  we  quite  under- 
estimated the  difficulties  associated  with  the  production 
of  metal  instrument  parts.  We  took  it  for  granted  that 
our  real  difficulties  would  lie  in  the  field  of  glass-making 
and  optics. 

Instrument-making  is  more  than  a  mere  extension  of 
fine  machine  shop  practice.  It  demands  a  slightly  differ- 
ent point  of  view,  which  is  a  good  reason  for  the  special 
term  "  instrument-maker  ". 

The  design  of  the  British  instruments  we  are  reproduc- 
ing has  not  been  greatly  influenced  by  considerations  of 
quantity  production.  The  standards  are  very  high.  In- 
deed, in  many  cases,  it  would  seem  that  some  lowering  of 
peacetime  design  standards  might  be  well  justified  by  the 
exigencies  of  war-time  demand  for  quantities. 

There  appears  to  be  a  difference  in  instrument-making 
practice  between  Bausch  and  Lomb,  for  example,  in  the 
United  States,  and  at  least  the  many  smaller  instrument 
firms  in  the  United  Kingdom. 


134 


March,  1942    THE  ENGINEERING  JOURNAL 


In  the  United  Kingdom,  the  ample  supply  of  instru- 
ment-makers seems  to  justify  the  use  of  these  highly  skil- 
led workmen  on  machine  tools  of  types  we  would  consider 
old-fashioned.  Nevertheless,  in  skilled  hands,  the  quality 
of  the  work  is  up  to  the  necessary  standard. 

In  American  practice,  on  the  other  hand,  the  tendency 
is  to  make  much  greater  use  of  turret  lathes  and  automatic 
machines,  leaving  the  final  fitting  to  the  relatively  smaller 
number  of  instrument-makers. 

In  our  case,  however,  the  instrument-maker  simply  did 
not  exist,  and  it  has  been  necessary  to  take  the  best  type 
of  tool-maker  available;  he  has  had  to  learn  the  require- 
ments of  the  job  by  hard  experience. 

Practically  all  the  drawings  which  have  been  supplied 
to  us  contained  insufficient  information  on  tolerances  to 
permit  their  use  in  the  manufacture  of  interchangeable 
parts.  As  a  rule,  these  drawings  are  prepared  for  third 
angle  projection  which,  in  many  cases,  is  confusing  to 
men  who  were  used  to  first  angle  projection.  The  wide 
use  of  Whitworth,  BA.  and  B.S.A.  screw  thread  standards 
created  problems  which  could  only  be  solved  by  time. 

•In  practice,  it  was  necessary  to  adopt  the  expedient  of 
making  a  model  instrument  in  every  case  by  hand,  alter- 
ing it  until  it  came  up  to  the  established  performance 
specifications,  and  then  preparing  our  own  manufacturing 
drawings.  Under  existing  conditions,  this  has  proved  to 
be  a  tremendous  task. 

The  actual  operations  involved  follow  familiar  lines, 
with  special  emphasis  on  the  close  fits  required,  the  high 
finish  necessary,  and  the  great  number  of  threaded  com- 
ponents. Most  metal  part  manufacturing  is  done  on 
standard  and  universal  type  machines  with  suitable  fix- 
tures, etc.  Very  few  single  performance  machines  are 
used. 

It  may  be  of  interest  to  note  that  the  large  majority 
of  our  threaded  parts  are  more  satisfactorily  threaded  by 
chasing  rather  than  by  cutting  with  a  tap  or  die. 

Our  gear-making  problem  is  unique  in  that  many  of 
the  gear  trains  demand  extremely  high  accuracy,  in  which 
no  backlash  con  be  tolerated.  Some  of  these  gear  trains 
demand  special  cam  gears  in  which  the  teeth  are  cut  on 
the  contour  of  a  specially  calculated  cam. 

Most  of  our  gear  work  consists  of  very  small  units  and 
extensive  use  is  made  of  the  standard  machines  as  pro- 
duced by  Barber-Coleman,  Gleason  and  Fellowes,  to- 
gether with  a  variety  of  checking  equipment. 

Assembly  of  the  metal  parts  involves  a  very  large  de- 
gree of  hand-fitting.  In  general,  it  is  more  economical  to 
manufacture  the  parts  to  a  high  commercial  accuracy, 
and  do  this  small  amount  of  hand-fitting  to  achieve  the 
necessary  sensitivity,  rather  than  to  attempt  to  manufac- 
ture parts  individually  to  the  highest  degree  of  gauge 
precision. 


There  are,  however,  many  instruments,  such  as  the  tank 
periscope,  in  which  virtually  no  fitting  whatever  is  re- 
quired, and  the  assembly  is  done  by  girls  trained  in  a  few 
weeks. 

The  assembly  of  the  optics  in  the  metal  parts  is  an 
operation  which  never  has  been  done  on  any  large  scale 
in  Canada  prior  to  the  building  of  Research  Enterprises. 
These  operations  require  the  use  of  carefully  constructed 
and  calibrated  collimators  and  the  best  of  careful  work- 
manship. As  an  indication  of  the  care  with  which  optical 
parts  must  be  mounted,  here  are  the  tests  to  which  one 
small  instrument  is  subjected. 

It  is  heated  to  150  degrees  F.,  cooled  to  minus  40  de- 
grees F.,  placed  in  a  vacuum  for  one-half  hour,  then  im- 
mersed in  a  steam  bath  and  finally  vibrated  with  an  am- 
plitude of  1/32  inch  and  frequency  of  2,200  vibrations  per 
minute.  After  these  tests,  the  instrument  must  be  as 
optically  perfect  as  before  the  tests  were  made.  Such 
tests  obviously  require  that  the  optical  parts  be  very 
securely  mounted,  very  carefully  sealed,  and  further  that 
there  be  no  strain  transferred  to  the  glass  by  the  mount- 
ing. 

Of  our  activities  in  connection  with  secret  devices,  it  is 
not  permitted  to  speak.  It  might,  however,  be  said  that 
the  work  is  in  a  field  hitherto  practically  unknown  on 
this  continent.  It  is  based  on  research  and  development 
work  undertaken  in  the  United  Kingdom  and  on  the  ex- 
tension of  this  work  in  the  laboratories  of  the  National 
Research  Council. 

Some  idea  of  the  magnitude  of  the  whole  operation  may 
be  gathered  from  the  fact  that  we  have  approximately 
$100,000,000  worth  of  orders  in  this  field,  as  against  some 
$10,000,000  in  the  instrument  field.  These  are  astronomi- 
cal figures,  and  we  interpret  them  to  mean  that  all  that 
we  can  make  can  be  used  as  rapidly  as  we  can  produce  it. 

It  is  obvious  that  any  undertaking  of  such  scope  as 
that  of  Research  Enterprises  must  present  many  defi- 
ciencies, but  it  appears  that  the  technical  aspect  of  our 
problem  has  practically  been  solved,  so  far  as  personnel 
and  facilities  are  concerned.  The  immediate  task  is  to 
complete  and  perfect,  so  far  as  may  be  possible,  the 
organization  for  production. 

It  is  difficult  to  find  an  index  to  indicate  progress  to 
date  but  it  may  be  interesting  to  learn  that  our  billings, 
up  until  the  end  of  January,  amount  to  over  $1,300,000, 
with  some  $5,000,000  worth  of  work  in  process  nearing 
completion. 

The  author  wishes  to  take  this  opportunity  of  emphasiz- 
ing the  debt  owed  to  the  countless  people  and  institutions 
who  have  helped  in  so  many  ways.  It  is  impossible  to 
list  them  by  name,  but,  above  all  else,  the  practical 
effective  co-operation  from  the  Department  of  Munitions 
and  Supply  should  be  recognized. 


THE  ENGINEERING  JOURNAL    March,  1942 


135 


THE  ALASKA  HIGHWAY 

J.  M.  WARDLE,  m.e.i.c. 

Member  of  International  Fact  Finding  Committee  1981-88. 

Member  of  British  Columbia-Yukon-Alaska  Highway  Commission,  (Canada). 


EDITOR'S  NOTE — Since  this  article'was  written,  a  decision  has 
been  reached  to  build  a  highway  for  military  purposes.  A  loca- 
tion following  generally  the  air  route  from  Edmonton  to 
Alaska  will  be  developed  immediately. 

From  time  to  time  projects  arise  whose  magnitude  and 
character  stir  the  imagination  and  challenge  the  ability  of 
the  engineer.  Such  a  project  is  the  proposed  highway  to 
Alaska.  It  involves  the  location  and  construction  of  1,200 
miles  of  highway  through  unsettled  and  mountainous  ter- 
ritory, far  off  the  beaten  track;  the  extension  of  the  high- 
way systems  of  Canada  and  the  United  States  to  the  65th 
parallel  of  latitude,  and  the  making  accessible  to  the 
motor  car  of  areas  which,  a  few  short  years  ago,  could  only 
be  reached  by  pioneer  methods  of  transportation. 

An  overland  connection  between  the  United  States  and 
Alaska  was  first  suggested  forty  years  ago,  when  Mr.  E. 
H.  Harriman,  of  railroad  fame,  planned  a  railway  through 
the  Pacific  Northwest,  that  would  pass  not  only  through 
British  Columbia  and  the  Yukon  to  Alaska,  but  would 
cross  Bering  Strait  to  Asia.  In  later  years,  Pan-American 
enthusiasts  spoke  of  a  highway  from  the  southern  tip  of 
South  America  northerly  through  Panama,  Mexico  and 
the  United  States  and  Western  Canada,  to  Alaska.  Some 
investigation  has  already  been  made  of  a  route  through 
Panama  and  Central  America,  and  its  possibilities  have 
been  the  subject  of  several  articles. 

Insofar  as  a  highway  to  Alaska  through  British  Colum- 
bia and  the  Yukon  is  concerned,  it  seemed  to  take  definite 
shape  in  1929,  when  various  public  bodies  on  the  Pacific 
coast  began  to  support  and  encourage  the  project. 

These  groups  felt  interested  because,  as  Alaska  lies  to 
the  north,  and  is  west  of  Canada,  they  regarded  the  high- 
way as  a  project  associated  with  the  states,  provinces, 
and  territories  bordering  the  Pacific.  The  inhabitants  of 
Alaska  itself  were  naturally  strongly  in  favour  of  a  road 
connection  with  the  United  States,  and  the  whole  Pacific 
area  supported  the  project,  with  some  reservations  as  to 
the  distribution  of  construction  costs  between  Canada  and 
the  United  States. 

The  claim  of  the  people  of  Alaska  for  an  overland  con- 
nection with  the  continental  United  States  is  outlined  by 
the  United  States  Alaskan  Highway  Commission  in  its 
report  of  April  1940.  A  few  quotations  from  this  report 
follow: — 

"  People  generally  believe  this  territory  (Alaska)  to  be 
the  land  of  ice  and  snow.  They  look  upon  it  as  a  point, 
and  not  as  an  area.  They  do  not  know  that  Alaska  alone 
covers  590,000  square  miles;  that  it  is  over  1,200  miles 
from  the  southern  point  to  the  northern  tip  and  3,000 
miles  to  the  western  extremity  of  the  Aleutian  Islands, 
with  all  the  variations  of  climate  from  that  of  the  tem- 
perate zone  to  arctic  conditions.  In  many  portions  the 
climate  equals  that  of  the  eastern  seaboard  of  the  United 
States.  Juneau,  Alaska,  has  milder  winters  than  Wash- 
ington, D.C." 

"  The  gold  fields  of  Atlin  and  Dease  Lake,  the  silver, 
lead,  and  zinc  deposits  of  the  Ingenika  region,  the  rich 
gold-gravel  deposits  of  the  Omineca,  and  vast  gold  fields 
of  Groundhog,  in  British  Columbia,  alone  justify  a  road. 
Heap  on  the  known  resources  of  Alaska  and  the  total 
potential  dividends  should  so  far  exceed  the  capital  in- 
vestment of  an  international  highway  as  to  make  it 
almost  folly  not  to  proceed  on  the  basis  of  the  mineral 
wealth  alone." 


"  Furthermore,  Alaska  and  the  Canadian  Northwest 
provide  a  natural  vacation  ground  which,  because  there 
is  no  through  highway,  is  inaccessible  to  thousands  of 
motorists  desiring  the  opportunity  to  drive  farther  north 
rather  than  south  for  their  summer  vacation.  During  the 
four  months  from  June  through  October  the  mild  northern 
climate  is,  for  the  most  part,  ideal.  Hay  fever  is  practi- 
cally unknown." 


******* 


"  The  small  population  of  Alaska  should  not  be  used  as 
an  argument  against  the  international  highway,  for  eco- 
nomically this  small  population  is  one  of  the  richest  in 
the  world.  With  less  than  80,000  people  in  the  Territory, 
about  equally  divided  between  whites  and  natives,  the 
annual  wealth  production  in  the  Territory  is  close  to  $100,- 
000,000.  This  is  a  world-high  average  of  $1,250  per  capita 
per  year  and,  inasmuch  as  at  least  75  percent  of  the  native 
population  is  not  in  industrial  competition,  the  figure  is 
amazing.  On  the  basis  that  1  in  5  persons  is  gainfully  em- 
ployed, which  is  maximum  for  Alaska,  each  Alaskan  pro- 
ducer is  yielding  $5,000  in  actual  wealth.  In  addition  to 
its  own  produce,  Alaska  imports  more  than  $40,000,000 
worth  of  supplies  per  annum,  or  an  average  of  $500  per 
capita.  The  exports  amount  to  $80,000,000.  These  statis- 
tics show  that  Alaska  is  probably  the  greatest  producer 
and  consumer  of  produce  per  capita  in  the  world." 


•  *  *  • 


Even  while  the  report  quoted  was  being  written,  Alaska 
had  leaped  into  prominence  as  the  site  of  great  northern 
United  States  air  bases,  and  these  are  being  developed 
with  characteristic  speed  and  vigour. 

The  first  official  recognition  of  the  possibility  of  an 
Alaska  highway  was  given  late  in  1930,  when  the  Congress 
of  the  United  States  authorized  three  representatives  to 
meet  with  three  representatives  selected  by  the  Canadian 
Government,  and  constitute  an  International  Fact  Finding 
Committee,  for  the  purpose  of  investigating  the  proposed 
highway.  The  committee  members  at  once  began  collect- 
ing information,  the  Government  of  British  Columbia 
promptly  placing  at  their  disposal  reports  on  reconnais- 
sance surveys  by  ground  and  air  that  had  been  underway 
on  road  routes  northerly  from  Hazelton,  B.C.  The  initial 
responsibility  of  the  committee  was  to  decide  whether  or 
not  there  was  a  feasible  route  to  Alaska  through  British 
Columbia  and  the  Yukon  Territory,  and  at  a  meeting  held 
late  in  1931,  sufficient  information  was  found  to  be  avail- 
able for  this  purpose.  The  view  of  the  Fact  Finding  Com- 
mittee on  the  highway  at  that  time  was  expressed  as 
follows: — 

"  The  final  conclusion  was  that  the  committee  con- 
sidered the  project  of  constructing  a  road  as  an  extension 
of  the  Pacific  Highway  north  from  Hazelton  through 
Northern  British  Columbia,  Yukon  and  Alaska  to  Fair- 
banks as  being  feasible  from  an  engineering  standpoint; 
that  there  was  not  sufficient  information  available  to  de- 
termine whether  the  undertaking  was  economically  sound, 
that  further  information  is  to  be  obtained,  and  that  the 
committee  will  meet  again  at  the  call  of  the  chairman." 

Enough  information  was  collected  on  a  route  that  seem- 
ed feasible,  to  arrive  at  a  very  rough  estimate  of  cost. 
This  was  based  on  a  passable  road  from  14  to  16  feet  wide, 
with  no  provision  for  any  improvements  to  existing  roads 
leading  from  Blaine  on  the  International  Boundary,  to 
Prince  George  or  Hazelton,  B.C.  This  very  preliminary 
estimate  is  summarized  herewith: — 


136 


March,  1942    THE  ENGINEERING  JOURNAL 


Blaine  to  Hazelton,  B.C 815  miles 

(Passable  road) 
Hazelton  to  Yukon  Territory, .     610  miles 

(New  work)   $  7,320,000.00 

Yukon  Boundary  to  Alaska 

Boundary,  530  miles 

(Improvements  and  new  work)  4,575,000.00 

Alaska  Boundary  to  Fairbanks     270  miles 

(of  which  180  miles  new 

work)    3,000,000.00 

Totals   2,225  miles  $14,895,000.00 


Investigations  in  regard  to  probable  revenue  from  tour- 
ist traffic,  development  of  natural  resources,  and  economic 
benefits  to  Canada  and  the  United  States  were  carried  out 
by  the  Committee  until  1933,  and  a  good  deal  of  interest- 
ing information  collected.  However,  interest  in  the  pro- 
ject waned  during  the  depression,  and  there  was  no  fur- 
ther activity  until  1938. 

In  that  year,  the  question  of  the  highway  was  again 
raised  by  the  United  States,  and  an  inter-departmental 
committee  was  formed  in  Ottawa  to  review  the  situation 
from  the  Canadian  standpoint.  This  committee,  on  which 
were  represented  the  Departments  of  External  Affairs, 
Justice,  Mines  and  Resources,  and  National  Defence,  com- 
pleted their  report  in  July  of  that  year.  Briefly,  it  ex- 
pressed the  view  that  the  Alaska  Highway  was  feasible 
from  the  engineering  standpoint,  but  that  information 
available  did  not  indicate  that  it  was  justified  from  the 
economic  standpoint  at  that  time. 

Further  exchanges  between  the  governments  of  Can- 
ada and  the  United  States  resulted  in  a  communication 
from  the  United  States  Government,  in  regard  to  the 
desirability  of  providing  for  the  construction  of  the  high- 
way, which  stated  that  the  President  of  the  United  States 
was  empowered  to  appoint  a  commission  of  five  persons 
"  to  co-operate  and  communicate  directly  with  any  similar 
agency  which  may  be  appointed  in  the  Dominion  of  Can- 
ada in  a  study  for  the  survey,  location,  and  construction 
of  a  highway  to  connect  the  Pacific  Northwest  part  of 
continental  United  States  with  British  Columbia  and  the 
Yukon  Territory  in  the  Dominion  of  Canada  and  the 
Territory  of  Alaska." 

On  the  President  appointing  the  United  States  Com- 
mission of  five  persons,  Canada  did  likewise  by  order-in- 
council. 

The  wording  of  the  United  States  communication  con- 
fined immediate  investigations  to  a  highway  through 
British  Columbia  and  the  Yukon  Territory  to  Alaska,  and 
both  commissions  proceeded  on  this  basis. 

Since  approximately  1,800  miles  of  the  proposed  road 
would  be  in  Canada,  and  only  some  225  miles  in  territory 
of  the  United  States,  the  Canadian  commission  was  obliged 
to  assume  much  greater  responsibilities  than  the  United 
States  commission,  insofar  as  investigations  were  con- 
cerned. 

The  Canadian  commission  undertook  to  collect  infor- 
mation and  do  necessary  reconnaissance  survey  work  on 
the  highway  through  British  Columbia  and  the  Yukon, 
while  the  United  States  Commission  was  to  submit  esti- 
mates on  a  route  or  routes  from  the  Alaskan- Yukon  boun- 
dary to  Fairbanks. 

The  Canadian  commission  was  fortunate  in  having  im- 
mediately available  most  useful  information,  obtained  by 
the  Province  of  British  Columbia  through  exploration  and 
reconnaissance  surveys  in  northern  sections  of  the  prov- 
ince,— as  well  as  a  great  deal  of  material  collected  by  the 
Fact  Finding  Committee  of  1931-33. 

This  was  supplemented  during  the  course  of  the  com- 
mission's work  by  aerial  and  ground  reconnaissance  sur- 
veys, by  evidence  taken  at  public  hearings  at  such  geo- 


graphic centres  as  Prince  George,  Hazelton,  Atlin  and 
Whitehorse;  and  by  the  examination  of  the  large  amount 
of  pertinent  data  available  in  Dominion  and  Provincial 
Government  records. 

In  collecting  information,  engineers  covered  4,000  miles 
by  aerial  reconnaissance,  and  over  3,000  miles  by  ground 
reconnaissance  surveys.  Exploration  by  air  was  not  so 
much  to  discover  new  routes  as  to  "  eliminate  those  that 
were  definitely  unfavourable,  thus  saving  the  cost  of 
ground  investigations,  and  to  confirm  the  possibility  of 
routes  on  which  favourable  reports  had  already  been  re- 
ceived." It  was  only  the  great  advantages  of  air  recon- 
naissance that  permitted  the  commission  to  examine,  in 
the  short  space  of  three  seasons,  the  main  features  of  the 
large  mileage  involved  in  main  and  alternate  routes. 
Thousands  of  dollars  were  thus  saved  through  avoiding 
expensive  ground  reconnaissance  over  routes  that  on  aerial 
observation  proved  impractical. 

The  Alaska  Highway  presents  a  very  interesting  prob- 
lem from  the  standpoint  of  general  location,  and  one  that 
is  but  rarely  afforded.  In  the  first  place  it  is  not  a  local, 
provincial,  nor  national  project,  but  an  international  one. 
This  characteristic  had  to  be  kept  in  mind  continually 
when  possible  diversions  with  substantial  local  advantages 
were  under  consideration.  Probably  no  highway  problem 
has  required  closer  attention  to  climatic  conditions,  since 
these  will  affect  construction,  maintenance  and  operation. 
The  advantages  which  the  route  selected  might  afford  to 
air  transportation  were  also  dependent  on  weather  con- 
ditions. Maximum  elevations,  always  important  in  moun- 
tainous areas,  have  still  greater  weight  at  northerly  lati- 
tudes. 

The  location  of  the  highway  in  relation  to  the  develop- 
ment of  Canada's  natural  resources  in  the  north-west  was 
a  factor  of  vital  interest.  Any  route  chosen  should  make 
forested  and  mineral  areas  reasonably  accessible,  and 
should  not  overlook  the  tourist  traffic  possibilities  of  new 
recreational  areas.   , 

The  desire  of  towns  and  smaller  settlements  in  northern 
British  Columbia,  the  Yukon  Territory,  and  the  Alaskan 
panhandle  to  be  on  the  highway  or  within  striking  dis- 
tance of  it,  was  still  another  factor. 

The  members  of  the  United  States  commission,  who 
were  deeply  interested  in  the  route  of  the  highway  through 
Canadian  territory,  naturally  hoped  a  feasible  route  could 
be  found  near  enough  to  the  Pacific  Coast  to  benefit  the 
Alaskan  panhandle. 

The  extent  to  which  existing  roads  should  influence  the 
general  location  was  considered,  and  in  this  respect  the 
Canadian  commission  in  its  report  states  "  that  while 
existing  roads  below  the  standard  of  construction  required 
had  great  value  as  aids  to  construction,  they  could  not 
be  regarded  as  conclusive  factors  in  determining  routes." 

Various  meetings  were  held  by  the  commission  from 
time  to  time  as  its  investigations  progressed,  and  several 
joint  meetings  with  the  United  States  commission  took 
place. 

The  instructions  of  the  Canadian  commission  made  no 
reference  to  investigation  of  the  highway  from  a  military 
standpoint.  This  question  at  once  arose  when  war  broke 
out  in  1939,  and  became  increasingly  important  with  the 
formation  of  the  Joint  Defence  Board  of  Canada  and  the 
United  States.  On  asking  for  advice,  it  was  suggested  to 
the  commission  that  it  continue  and  complete  its  investi- 
gations, supplying  to  the  Canadian  section  of  the  Joint 
Defence  Board  such  information  as  the  latter  might  re- 
quire from  time  to  time. 

In  April  1940  the  Canadian  commission  presented  to 
the  Dominion  Government  authorities  a  preliminary  re- 
port covering  its  findings  to  that  date.  At  about  the  same 
time,  the  United  States  commission  issued  a  report,  which 
used  the  preliminary  Canadian  report  as  a  basis  for  its 
information  on  routes  through  Canadian  territory. 


THE  ENGINEERING  JOURNAL    March,  1942 


137 


:rnatin 


;hway  routes 

D    FOR 

IWAY    TO    ALASKA 


138 


March,  1942    THE  ENGINEERING  JOURNAL 


The  Canadian  commission  presented  its  main  report  in 
November  1941,  and  it  was  tabled  in  the  House  of  Com- 
mons on  November  13th,  1941,  and  in  the  Senate  on  Jan- 
uary 21st,  1942. 

In  its  report  the  Canadian  commission  found  that  north 
from  the  existing  east  and  west  highway  connecting  Prince 
George  and  Hazelton,  two  main  routes  through  British 
Columbia  and  the  Yukon  Territory  were  acceptable  from 
the  engineering  standpoint.  Both  these  routes  take  ad- 
vantage of  the  north  and  south  trend  of  drainage  in  Brit- 
ish Columbia,  this  feature  being  an  important  factor  in 
keeping  estimated  costs  to  a  reasonable  figure. 

One  of  these  routes,  designated  as  "  A  ",  leaves  the  exist- 
ing road  system  at  Fort  St.  James  and  follows  approxi- 
mately the  centre  of  the  province.  It  traverses  the  valleys 
of  Stuart  and  Takla  Lakes,  the  Driftwood  River,  and  the 
Skeena  River.  Leaving  the  latter  near  its  source  it  follows 
the  Klappan  River  valley  to  the  Tanzilla  River  east  of 
Telegraph  Creek.  From  this  point  the  Tuya  River  valley 
and  the  country  in  the  vicinity  of  Gun  and  Disella  Lakes 
is  followed  to  the  Atlin  Lake  drainage  basin.  The  east 
shore  of  this  lake  and  Lake  Marsh  is  then  followed  to 
Whitehorse.  From  the  Klappan  River  north,  the  "  A  " 
route  conforms  to  the  route  regarded  as  practical  by  the 
1931  Fact  Finding  Committee. 

From  Whitehorse  there  are  two  possible  routes,  one 
striking  westerly  to  Kluane  Lake  and  then  north-westerly 
to  the  Alaska  boundary,  and  the  other  following  approxi- 
mately the  established  overland  route  through  the  Yukon 
to  Dawson  and  thence  west  to  the  Alaska  boundary  by 
the  upper  valley  of  Sixtymile  Creek. 

The  first  alternative  is  favoured  by  the  United  States 
commission  since  it  reports  an  easier  location  through 
Alaskan  territory;  the  second  by  the  Canadian  commis- 
sion in  view  of  its  greater  benefit  to  the  Yukon  Territory. 
Mileage  of  new  road  in  Alaska  is  approximately  the  same 
by  either  route. 

The  "  A  "  route  as  described  has  the  advantages  of 
medium  precipitation,  scenic  value,  and  accessibility  to 
areas  with  natural  resources  in  minerals  and  timber.  It 
affords  attractive  new  fishing  and  hunting  districts  and 
the  promise  of  some  ranching  areas.  Satisfactory  grades 
and  alignment  are  possible  without  excessive  cost. 

The  other  route  selected  by  the  commission  is  well  to 
the  east  of  "  A  "  and  is  known  as  the  "  B  "  route.  It 
utilizes,  north  of  Prince  George,  B.C.,  the  Rocky  Moun- 
tain Trench  or  its  extension,-  which  the  Canadian  commis- 
sion states  in  its  report  is  "  a  feature  with  great  advant- 
ages from  the  highway  or  railway  location  standpoint." 

Leaving  the  existing  road  at  Prince  George,  "  B  "  route 
goes  northerly  via  Fort  McLeod,  Finlay  River,  Sifton 
Pass,  the  Kechika  River  and  the  Liard  to  the  Frances 
River.  Following  up  this  stream  it  skirts  Frances  Lake 
and  reaches  the  Bering  Divide  by  way  of  Finlayson  Lake. 
North  of  the  Divide  it  strikes  the  headwaters  of  the  Pelly 
River  and  follows  this  stream  to  where,  near  Pelly  Cross- 
ing, it  joins  the  "  A  "  route,  following  it  to  Dawson  and 
the  Alaska  boundary. 

The  "  B  "  route  is  shorter  and  more  direct  than  the  "A" 
route,  and  would  have  the  advantage  of  lower  construc- 
tion and  maintenance  costs. 

While  not  as  centrally  located  from  the  geographic 
standpoint  as  the  "  A  "  route,  it  would  afford  reasonable 
accessibility  to  mineral  areas  in  central  British  Columbia, 
is  subject  to  very  moderate  precipitation,  and  presents  no 
difficulty  in  regard  to  grade  and  alignment.  The  topo- 
graphical features  of  the  country  lend  themselves  to  easy 
building  of  pioneer  or  tote  roads,  which  would  facilitate 
the  undertaking  of  main  construction  operations. 

Climatic  conditions  along  "  B  "  route  are  favourable 
from  the  standpoint  of  air  transportation.  The  air  route 
between  Edmonton,  Whitehorse,  and  Fairbanks,  Alaska, 


crosses  it  at  Watson  Lake,  and  there  is  contact  at  Prince 
George  with  the  air  line  from  Vancouver. 

From  the  military  standpoint,  "  B  "  route  is  well  to  the 
east  of  those  coastal  areas  that  might  be  subject  to  at- 
tack, and  lends  itself  to  rapid  construction  to  any  standard 
in  case  of  emergency.  The  location  of  this  route  in  the 
eastern  part  of  the  province  also  makes  possible  con- 
venient connections  with  the  Peace  River  Block  and  the 
province  of  Alberta. 

Inspector  Moodie,  of  the  Royal  North  West  Mounted 
Police,  on  his  historic  overland  trip  in  1897-98,  from 
Edmonton  to  Fort  Selkirk,  Yukon  Territory,  blazed  a 
trail  that  from  Finlay  Forks  north  is  practically  the  "  B  " 
route.  Moodie's  party  made  a  westerly  diversion  into 
Dease  Lake,  following  down  the  Dease  River  to  Lower 
Post  on  the  Liard  River,  otherwise  the  general  route  is 
the  same.  In  his  411-day  journey  the  inspector  travelled 
1,800  miles,  recording  carefully  the  features  of  the  coun- 
try traversed.  His  topographical  sketch  map  is  remark- 
ably accurate,  and  with  his  diary,  would  furnish  ample 
guidance  for  anyone  ambitious  enough  to  follow  in  his 
footsteps. 

It  is  likely  that  a  route  fairly  near  the  Pacific  coast  was 
in  the  minds  of  the  first  supporters  of  the  Alaska  High- 
way, as  such  a  route,  if  feasible,  would  afford  the  possibil- 
ity of  short  lateral  connections  to  Pacific  coast  settle- 
ments. Early  in  the  investigations,  however,  it  became 
evident  that  such  a  route  was  impracticable  because  of 
heavy  precipitation  and  unfavourable  topographical  fea- 
tures. Climatic  conditions  were  also  unfavourable  from 
the  stand  point  of  air  transportation.  The  coast  range  is 
a  very  formidable  obstacle  to  any  east  and  west  highway 
that  might  be  considered  north  of  the  55th  parallel,  and 
the  report  states  that  "  even  if  expensive  surveys  revealed 
locations  on  which  a  road  might  be  built,  the  cost  of  con- 
struction and  maintenance,  combined  with  a  short  season, 
would  in  no  way  be  justified  by  the  advantages  that  might 
be  gained." 

In  developing  the  two  general  routes  finally  selected, 
the  commission  made  preliminary  investigations  of  a  large 
number  of  alternative  locations,  of  lengths  varying  from 
5  or  6  miles  to  as  much  as  60  miles.  One  important  alter- 
native on  "  A  "  route  was  only  considered  practical  after 
winter  reconnaissance  had  established  that  snow  condi- 
tions were  not  as  bad  as  indicated  by  first  reports.  In 
many  cases,  final  decision  as  to  the  best  general  location 
must  await  the  outcome  of  location  surveys.  In  this  re- 
spect, the  report  states  that  "  all  estimates  of  costs  given 
.  .  .  are  based  on  reconnaissance  surveys,  and  are  there- 
fore necessarily  only  approximate.  Before  construction 
could  begin,  location  surveys  would  be  necessary  to  de- 
cide on  the  final  location  of  the  road  where  certain  alter- 
native routes  are  available  and  to  confirm  and  enlarge 
information  already  obtained." 

It  was  appreciated  by  the  commission  that  neither  the 
time  nor  the  funds  available  permitted  estimates  of  cost 
to  be  based  on  actual  location  surveys.  The  preparation 
of  these  estimates  is  thus  interesting,  in  that  the  commis- 
sion believes  fairly  reliable  figures  have  been  secured 
through  careful  ground  reconnaissance  supported  by  air 
observation.  In  the  main  reconnaissance  flights,  planes 
flew  at  a  constant  elevation  in  relation  to  the  ground,  and 
the  type  of  country  was  carefully  noted.  Information  so 
obtained  was  supplemented  by  aerial  photographs  taken 
at  numerous  points.  Ground  reconnaissance  parties  travel- 
led over  various  sections  of  the  same  routes,  and  their 
findings  in  regard  to  topography,  forest  growth,  drainage, 
and  nature  of  soil  were  compared  with  the  conclusions 
reached  through  aerial  observation.  Before  investigations 
were  completed,  practically  all  of  the  "A"  and  "  B  " 
routes  were  covered  by  ground  reconnaissance  surveys, 
some  sections  being  covered  more  than  once  and  by 
different  engineers. 


THE  ENGINEERING  JOURNAL    March,  1942 


139 


Some  eight  engineers  in  all  undertook  ground  and  aerial 
reconnaissance,  all  of  whom  had  had  location  or  construc- 
tion experience  in  terrain  similar  to  that  through  which 
the  highway  would  pass.  The  cost  estimates  of  these  en- 
gineers were  then  compared  and  adjusted  so  that  the  re- 
sulting figures  would  reflect  with  reasonable  accuracy  the 
character  of  the  country  traversed.  Such  estimates  were 
adjusted  on  the  basis  of  actual  cost  figures  that  were  avail- 
able in  Dominion  and  provincial  records  for  construction 
in  similar  types  of  country  and  with  comparative  climatic 
conditions.  All  estimates  were  based  on  a  finished  graded 
road  24  ft.  in  width,  with  gravelled  surfacing  20  ft.  wide. 

The  commission  was  careful  to  emphasize  in  its  report 
that  the  estimates  were  based  on  wage  rates,  and  material 
and  equipment  costs,  that  prevailed  in  British  Columbia 
and  the  Yukon  in  April  1940,  and  records  of  such  figures 
were  kept  for  further  reference.  Under  this  arrangement, 
estimates  can  be  quickly  revised  to  cover  construction  at 
any  period  by  comparing  current  wages  and  material  costs 
with  those  prevailing  in  April  1940.  The  latter  date  was 
chosen  for  basic  costs  as  a  good  many  estimates  had  been 
prepared  by  that  time,  and  as  it  antedated  increased  costs 
and  taxes  arising  from  the  war. 

A  summary  of  estimated  costs  of  "  A  "  and  "  B  "  routes 
is  given  herewith: — 

ESTIMATED  COSTS 

24-foot  grade  with   gravelling  20   feet   wide.    Based   on   wages. 

material,  and  equipment  costs  as  prevailing  in  April,  1940. 

"B"  Route  ,      Miles  Cost 

Section  1  Vancouver  to  Prince  George, 
B.C.,  via  existing  highways  (Im- 
provement and  revision) 525.5       $4,710,000 

Section  2  Prince  George  to  Yukon  boun- 
dary, via  Summit  Lake  (New 
construction) 526  7,900,000 

Sections  3 
4  and  5    Yukon  boundary  to  Dawson. . . .  586  8,310,000 

Section  6    Dawson  to  Alaska  boundary,  via 

routes  "A"  and  "A-l" 68  1,880,000 

Total 122,800,000 

Engineering    and    contingencies 

(10%  approx.) 2,200,000 

Total— Vancouver  to  Alaska . . .        1,705 . 5    $25,000,000 

"Central  A"  Route  via  Dawson 

Section  1  Vancouver  to  Fort  St.  James,  via 
existing  highways  (Improvement 
and  revision) 639.5     $5,760,000 

Section  2  Fort  St.  James  to  Yukon  boun- 
dary (New  construction) 736  12,170,000 

Sections  3 

4  and  5    Yukon  boundary  to  Dawson. . . .  458  6,790,000 

Section  6     Dawson  to  Alaska  boundary,  via 

routes  "A"  and  "A-l" 68  1,880,000 

Total $26,600,000 

Engineering    and    contingencies 

(10%  approx.) 2,600,000 

Total— Vancouver  to  Alaska . . .        1,901 . 5    $29,200,000 


"Central  A"  Route  via  Whitehorse  and  Kluane  Lake  to  Mirror 
Creek 

Section  1  Vancouver  to  Fort  St.  James,  via 
existing  highways  (Improvement 
and  revision) 639.5     $  5,760,000 

Section  2  Fort  St.  James  to  Yukon  boun- 
dary (New  construction) 736  12,170,000 

Section  3    Yukon  boundary  to  Whitehorse .  76  1,170,000 

Section  4     Whitehorse  to  Alaska  boundary 

at  Mirror  Creek,  via  Kluane  Lake  307  4,000,000 

Total $23,100,000 

Engineering    and    contingencies 

(10%  approx.) 2,300,000 

Total— Vancouver  to  Alaska ..  .         1,758.5     $25,400,000 


The  estimates  provide  for  the  construction  of  from 
1,100  to  1,260  miles  of  new  highway,  depending  on  the 
route  taken,  and  the  improvement  to  the  standard  re- 
quired of  the  existing  highway  from  Vancouver  to  Prince 
George  or  Fort  St.  James,  as  the  case  may  be.  Some  fair- 
ly substantial  revisions  in  existing  roads  are  provided  for. 

The  commission's  report  deals  only  with  possible  routes 
through  British  Columbia  and  the  Yukon.  Since  it  was 
submitted,  war  with  Japan  has  made  the  Alaska  Highway 
a  live  question  for  defence  authorities,  and  introduced  a 
new  factor,  namely  that  of  building  a  highway  primarily 
for  military  purposes.  This  involves  consideration  of  pos- 
sible routes  through  other  areas  in  the  Pacific  northwest 
in  the  light  of  advantages  they  might  afford  in  this  par- 
ticular respect. 

Since  the  commission's  instructions  did  not  include  ex- 
amination of  routes  east  of  the  Rockies,  the  absence  of 
information  in  its  report  on  possible  routes  through  north- 
ern Alberta  does  not  necessarily  mean  these  do  not  exist. 
The  report,  however,  reviews  at  some  length  existing  and 
possible  road  connections  between  the  northern  highway 
systems  of  Alberta  and  British  Columbia. 

That  there  will  be  benefits  to  Canada  from  the  con- 
struction of  the  Alaska  Highway  cannot  be  doubted.  Na- 
tural resources  in  much  of  the  country  traversed  are 
wholly  undeveloped,  and  these  will  attract  a  great  deal 
of  attention  after  the  war.  With  the  opening  up  of  vast 
new  areas  for  motoring,  hunting,  fishing,  and  other  recrea- 
tional purposes,  the  tourist  traffic  field  offers  great  pos- 
sibilities. Whether  or  not  Canada  will  be  paying  too 
much  for  these  opportunities,  will  depend  on  what  ar- 
rangements can  be  made  to  meet  construction  costs. 

When  the  highway  will  be  built  is  not  known  at  this 
time.  It  is  a  matter  of  international  policy  that  will  be 
governed  by  events.  It  is  conceivable  that  the  defensive 
and  offensive  strategy  of  the  Allied  Nations  may  make  it 
a  vital  issue  over  night,  and  will  also  determine  the  route 
on  which  the  road  must  be  built.  On  the  other  hand,  it 
may  be  destined  to  take  its  place  as  a  post-war  project, 
contributing  to  the  development  of  a  Northern  Empire. 


140 


March,  1942    THE  ENGINEERING  JOURNAL 


THE  WAR  ACTIVITIES  OF  THE  NATIONAL  RESEARCH 

COUNCIL  OF  CANADA 

C.  J.  MACKENZIE,  m.e.i.c. 
President,  The  Engineering  Institute  cf  Canada,  1941  ;  Acting  President,  Natiortal  Research  Council,  Ottawa 

Retiring  address  delivered  at   the  Annual  General  Meeting  of  The  Engineering  Institute  of  Canada,  at  Montreal, 

on  Fehruary  5th,   1942 


Tradition  and  custom  prescribe  a  presidential  address 
at  the  end  of  a  year  of  office  but  neither  precedent  nor 
practice  restricts  the  form  it  may  take.  The  presidency 
of  The  Engineering  Institute  of  Canada  is  essentially  an 
honour  and  distinction;  the  administrative  accounting  and 
history  of  the  year's  activities  have  been  presented  in 
the  report  of  the  general  secretary  who  is  the  chief  execu- 
tive officer  of  the  Council. 

In  the  more  leisurely  days  of  peace,  presidents  often 
chose  for  discourse  some  question  of  general  interest  to 
the  profession,  treating  it  in  a  philosophical  manner  re- 
flecting long  interest  and  matured  thought.  Other  past- 
presidents  have  presented  at  length  valuable  technical 
contributions  to  the  literature  of  our  profession,  arising 
out  of  their  personal  work  and  experiences.  Neither  of 
these  alternatives  seems  appropriate  in  February  1942 
ivhen  practically  the  entire  world  is  locked  in  deadly  con- 
flict in  a  fight  to  the  finish  between  two  diametrically  op- 
posed ways  of  life.  The  issues  are  so  grave,  our  perils  so 
great,  that  it  seems  to  me,  if  we  are  to  survive,  our 
thoughts  must  not  wander  far  from  the  immediate  tasks 
before  our  hands.  Military  experts  know  well  that  to 
make  good  soldiers  they  must  be  taught  to  think  con- 
tinually in  terms  of  war  and,  by  the  same  token,  if  in 
this  totalitarian  struggle  we  are  to  win,  most  of  us  civilians 
must  put  aside  for  the  moment  strictly  peacetime  interests 
and  speculations,  and  concentrate  intensely  on  war 
activities  and  objectives. 

This  morning,  therefore,  I  intend  to  speak  of  the  war 
activities  of  the  National  Research  Council  of  Canada, 
but,  before  entering  formally  into  my  subject,  I  would 
like  to  acknowledge  the  great  honour  I  have  felt  in  being 
your  president  for  the  past  year.  The  presidential  office 
ni  the  Institute  carries  with  it  honourable  traditions  and 
every  new  incumbent  finds  his  path  made  bright  by  the 
reflected  glory  of  a  line  of  great  past-presidents,  and  his 
duties  made  light  by  the  invaluable  and  freely  given 
advice  and  guidance  of  his  immediate  predecessors.  It  is 
also  a  pleasure  to  pay  tribute  to  the  active  vice-presidents 
whose  responsibilities  are  real,  not  nominal,  and  all  of 
whom  have  made  my  year  easier  by  their  loyalty  and 
devotion  to  duty.  It  was  my  good  fortune  to  visit  most 
of  the  branches  from  Halifax  to  Vancouver  and  every- 
where I  was  impressed  with  the  fine  work  branch  chair- 
men, secretaries  and  executives  are  doing,  and  also  with 
the  high  quality  of  the  membership  at  large,  their  interest 
and  their  enthusiasm.  In  the  four  provinces  where  co- 
operative agreements  have  been  reached  with  the  local 
provincial  professional  associations  there  is  a  complete 
and  amicable  merging  of  professional  life  and  to  me  per- 
sonally one  of  the  most  outstanding  Institute  events  of 
the  year  was  the  signing  in  New  Brunswick,  the  province 
of  my  birth,  of  an  agreement  between  The  Engineering 
Institute  of  Canada  and  the  professional  association. 

The  committees  of  the  Institute  all  deserve  commenda- 
tion but  I  would  like  to  pay  special  tribute  to  the  chair- 
man of  the  Montreal  Branch  and  his  committee  on  their 
contribution  to  the  Building  Fund;  the  performance  of 
the  branch  was  magnificent  and  its  success  a  personal 
tribute  to  R.  E.  Heartz,  the  branch  chairman. 

An  Institute  such  as  ours  depends  for  success  more  on 
its  general  secretary  than  on  its  presidents:  The  Engineer- 


ing Institute  has  been  fortunate  in  its  general  secretaries, 
and  Mr.  L.  Austin  Wright  is  maintaining  the  high  tra- 
dition of  that  office.  To  him  goes  the  credit  of  administer- 
ing the  affairs  of  the  Institute  in  a  most  efficient,  effective 
and  agreeable  manner;  his  innate  courtesy,  his  kindliness 
coupled  with  enthusiasm,  loyalty  and  energy  have  gained 
for  him  and  the  Institute  the  confidence  and  friendship 
of  branch  officers  and  the  entire  membership  across 
Canada.  This  year  without  extra  compensation  he  has 
voluntarily  carried  a  double  burden  and  his  war  service 
as  assistant  director  of  the  Wartime  Bureau  of  Technical 
Personnel  has  been  a  great  credit  to  him  personally  and 
to  this  Institute. 

The  National  Research  Council 

The  National  Research  Council  to-day  probably 
touches  as  many  aspects  of  Canada's  war  effort  as  does 
any  other  agency  and  the  ramifications  of  its  direct  and 
associated  activities  extend  to  nearly  every  field  of  scien- 
tific research  and  development  work  in  connection  with 
our  war  effort  both  civil  and  military.  The  reason  for  this 
is  that,  while  the  Council  operates  directly  extensive  re- 
search laboratories,  it  was  not  designed  for  that  particular 
purpose  but  was  set  up  to  -serve  as  the  Government's 
agency  for  the  stimulation  and  co-ordination  of  co-opera- 
tive scientific  and  industrial  research  in  Canada.  It  carries 
no  mandatory  power  to  enforce  the  acceptance  of  any  of 
its  research  findings;  its  function  is  to  assist,  advise  and 
organize  research  projects.  It  does  not  compete  but  co- 
operates with  universities  or  other  private  or  governmental 
scientific  laboratories,  and  the  actual  investigational 
work  is  done  wherever  the  best  facilities  are  available. 
That  this  method  of  co-ordinating  research  in  a  country 
of  Canada's  size  is  sound  has  been  proved  by  the  way  the 
Research  Council  has  been  able  to  mobilize  the  nation's 
scientific  resources  to  meet  the  war  emergency. 

General  History 

I  propose  to  sketch  briefly  the  origin  and  early  history 
of  the  Council  to  indicate  how,  in  September  1939,  it  was 
transformed  for  war  service,  and,  within  the  limits  of 
security  restrictions  which  prevent  the  disclosure  of  the 
most  interesting  details,  to  present  a  general  picture  of 
the  war  projects  underway. 

The  National  Research  Council  was  established  in  1916 
on  the  suggestion  of  the  Imperial  Government  that  the 
Dominions  should  create  a  scientific  organization  to  co- 
operate with  similar  organizations  in  Britain  in  order  to 
correlate  allied  war  research.  Brought  into  being  in  one 
war  which  it  was  too  young  to  serve,  it  developed  and 
matured  in  the  intervening  years  of  peace  and  was  ready 
and  competent  when  called  upon  for  service  in  a  second 
war  in  1939. 

Until  1932  the  functions  of  the  Council  were  restricted 
to  granting  financial  aid  to  research  students  and  workers 
in  the  various  universities  and  organizing  and  supporting 
co-operative  research  programmes  of  a  national  character 
which  were  carried  out  in  laboratories  across  Canada.  In 
1929,  under  the  wise  and  experienced  guidance  of  Presi- 
dent H.  M.  Tory,  plans  were  drawn  and  in  1932  the  Coun- 
cil's own  laboratories  were  opened  in  Ottawa  and  these 
added  facilities  permitted  a  rapid  expansion  of  investiga- 


THE  ENGINEERING  JOURNAL     March,  1942 


141 


tional  work  and  scientific  standardization  in  Canada. 
From  1935  to  1939,  under  the  able  and  brilliant  presidency 
of  Lt.-Gen.  A.  G.  L.  McNaughton,  the  National  Research 
Council  Laboratories  were  extended  and  in  anticipation 
of  inevitable  war  more  attention  was  paid  to  co-operation 
with  the  Department  of  National  Defence  on  military 
problems.  When  hostilities  broke  out  in  1939  Canada 
had  in  the  Research  Council  a  virile,  enterprising,  rapidly 
growing  institution  with  a  young  but  highly  qualified  and 
experienced  staff  particularly  suited  for  adaptation  to  the 
urgent  scientific  needs  of  war. 

Organization 

The  Council's  activities  can  be  divided  broadly  into 
three  main  categories.  Granting  financial  aid  to  individual 
workers  in  pure  science  and  scholarships  to  research 
students  at  Canadian  universities;  supporting  and  direct- 
ing co-operative  researches  across  Canada  through  the 
medium  of  Associate  Committees,  and  thirdly  the  admin- 
istration of  its  own  extensive  laboratories  in  Ottawa. 

By  its  policy  of  grants  in  aid  of  research  and  of  scholar- 
ships over  a  period  of  20  years,  pure  research  centres  have 
been  fostered  and  nearly  1,000  of  the  country's  most  bril- 
liant students  have  been  assisted  in  their  graduate  work. 
A  really  remarkable  result,  which  is  often  overlooked,  is 
that  in  the  present  emergency,  when  scientific  personnel 
is  so  much  in  demand,  Canada  has  been  able  to  supply  all 
of  its  own  needs,  and  in  addition  give  aid  to  Britain. 

The  organizing  of  co-operative  researches  through  the 
medium  of  Associate  Committees  is  one  of  the  Council's 
most  useful  functions.  By  this  governmental  device  many 
major  research  programmes  of  significance  have  been  suc- 
cessfully carried  out.  To  cite  only  one  or  two  examples, 
aeronautical  research  in  Canada  has  long  been  directed  by 
an  Associate  Committee  headed  by  Air  Vice-Marshal  E. 
W.  Stedman,  m.e.i.c,  and  composed  of  expert  officers  of 
the  R.C.A.F.,  the  Department  of  Transport,  civil  air- 
transport companies,  aircraft  manufacturers,  the  Meteoro- 
logical Service,  the  Department  of  Mines  and  Resources, 
universities  and  the  National  Research  Council.  The 
operation  of  the  Associate  Committees  on  medical  re- 
search is  another  excellent  example  of  projects  adminis- 
tered in  this  way,  where  the  entire  research  studies  are 
carried  out  in  the  various  medical  research  laboratories 
of  the  Dominion,  and  where  the  committees  bring  together 
experts  from  the  medical  schools,  the  profession,  the  armed 
forces  and  the  many  scientific  branches  of  departments 
of  the  Government. 

Altogether  there  are  over  30  Associate  Committees  in 
active  operation  in  such  widely  diversified  fields  as  field 
crop  diseases,  storage  and  transport  of  food,  laundry  re- 
search, coal  classification,  metallic  magnesium,  industrial 
radiology,  radio,  fish  culture,  and  oceanography. 

Since  war  broke  out  many  special  committees  have 
been  set  up  such  as  those  on  gauge  testing,  wooden  air- 
craft construction,  gasoline  substitutes,  and  high  explosive 
testing,  which  deal  with  special  and  secret  projects  of  in- 
terest to  the  services  and  the  Department  of  Munitions 
and  supply. 

In  all  such  extensive  programmes  of  national  interest 
there  is  the  most  intimate  and  cordial  co-operation  of  the 
well-equipped  and  competently  staffed  Mineralogical, 
Metallurgical  and  Forest  Products  Laboratories  of  the 
Department  of  Mines  and  Resources,  the  extensive  labor- 
atories of  the  Department  of  Agriculture,  the  National 
Research  Council  Laboratories  and  other  government, 
university  and  private  laboratories  of  the  Dominion. 

National  Research  Council  Laboratories 

In  the  National  Research  Council  Laboratories  there 
are  four  research  divisions — Mechanical  Engineering, 
Physics  and  Electrical  Engineering,  Chemistry,  and  Ap- 
plied Biology,  each  headed  by  a  director  who  carries  the 


professional  responsibility  of  directing  all  research  in  his 
division.  There  are  also  sections  on  Research  Plans  and 
Publications,  and  Codes  and  Specifications. 

Division   Of  Mechanical  Engineering 

The  Division  of  Mechanical  Engineering  under  Mr.  J. 
H.  Parkin,  m.e.i.c,  is  essentially  an  aeronautical  en- 
gineering laboratory.  In  peacetime,  this  division  was  busy 
with  aerodynamic  problems  relating  to  civil  aviation,  wind 
tunnel  and  model  basin  testing,  studies  on  skiis,  floats  and 
a  variety  of  special  assignments.  In  the  engine  testing, 
gasoline,  lubrication  and  fire  hazard  testing  laboratories 
well  qualified  and  trained  staffs  were  engaged  on  civil 
work.  When  hostilities  broke  out,  strictly  peacetime  prob- 
lems were  curtailed  and  with  little  dislocation  the  em- 
phasis placed  on  problems  directly  related  to  war.  The 
division  has  expanded,  new  laboratories  have  been  built 
and  the  staff  is  busy  with  a  growing  programme  of  work 
covering  a  wide  field;  in  addition  to  the  study  of  aerody- 
namical and  wind  tunnel  problems,  a  comprehensive  in- 
vestigation of  plastic  plywood  construction  for  aeroplanes 
is  underway,  calibration  and  repair  of  aeroplane  instru- 
ments continues,  and  studies  of  gasolines  and  lubricants 
both  for  planes  and  tanks  have  assumed  large  proportions. 
With  the  growth  of  the  aeroplane  industry  in  Canada,. an 
increasing  number  of  problems  are  arising  and  the  new, 
well-equipped  engine  testing  laboratory,  where  facilities 
are  available  for  testing  engines  equipped  with  propellers, 
will  soon  be  enlarged  to  permit  the  full  scale  testing  of 
the  largest  engines  now  in  use. 

In  addition  to  laboratory  investigations,  experimental 
studies  with  full-scale  aircraft  are  made  in  co-operation 
with  the  Test  and  Development  Establishment  of  the 
R.C.A.F.  where  a  wide  range  of  special  devices  and  de- 
velopments are  tested  in  actual  flight  and  many  important 
and  extensive  programmes  such  as  those  on  de-icing  are 
carried  out. 

The  Model  and  Instruments  Shops,  as  originally  planned, 
were  designed  to  serve  the  needs  of  all  the  divisions  for 
experimental  equipment  and  instruments,  but  the  war  has 
brought  a  heavy  demand  for  the  design  and  manufacture 
of  special  gun  sights,  a  large  range  of  secret  ordnance  and 
other  special  service  equipment.  Moreover,  work  on 
gauges  for  the  Department  of  Munitions  and  Supply  has 
been  undertaken  and  when  the  extension  now  being  built 
is  finished  the  shop  will  be  equipped  to  handle  a  shift  of 
100  mechanics,  and  if,  as  seems  probable,  it  is  put  on  a 
24-hour  basis  it  will  become  in  essence  an  industrial  shop 
employing  several  hundred  highly  specialized  mechanics. 

Division  Of  Physics  And  Electrical  Engineering 

The  Division  of  Physics  and  Electrical  Engineering 
under  the  director,  Dr.  R.  W.  Boyle,  m.e.i.c,  is  one  of 
the  largest  and  most  interesting  divisions,  and  has  grown 
rapidly  during  the  war.  In  the  years  prior  to  1939  its 
principal  function  was  that  of  a  Bureau  of  Standards.  The 
sections  of  metrology,  electrical  measurements,  optics, 
acoustics,  heat,  radiology,  radio  and  general  physics  were 
responsible  for  setting  up  Government  standards  and 
maintaining  the  official  units  such  as  those  of  mass,  length, 
and  of  many  others  in  electricity,  light,  heat  and  sound. 
In  addition  to  this  high  grade  type  of  standards  and  ap- 
proval work,  the  division  had  started  a  number  of  investi- 
gational projects  in  the  fields  of  radio,  vibration,  ballistics, 
aerial  photography,  etc.,  and  when  the  war  broke  out  was 
in  the  fortunate  position  of  being  well  equipped  and  staffed 
with  competent  and  experienced  staff  particularly  well 
suited  to  meet  the  great  demands  that  war  has  placed  on 
physicists. 

It  is  possible  to  mention  only  a  few  of  the  major  ac- 
tivities. The  metrology  section  which  is  responsible  for 
maintaining  the  standards  of  length  undertook  the  task  of 


142 


March,  1942    THE  ENGINEERING  JOURNAL 


etting  up  a  gauge  testing  laboratory  so  necessary  in  muni- 
ions  production.  Early  in  October  1939,  in  anticipation  of 
he  demands  which  it  was  known  would  materialize,  an 
associate  Committee  on  Gauges  was  set  up  with  repre- 
entatives  from  the  Department  of  National  Defence,  the 
J.K.  Inspection  Board,  the  Supply  Board  (now  the  De- 
triment of  Munitions  and  Supply),  the  Ontario  Research 
foundation  and  the  National  Research  Council.  Decisions 
vere  taken  as  to  the  equipment  which  would  probably  be 
îeeded,  orders  were  placed  at  once  to  equip  laboratories 
it  the  Ontario  Research  Foundation  and  the  National  Re- 
eareh  Council,  and  arrangements  made  to  select  and  train 
taffs  in  anticipation  of  future  demands.  This  procedure 
»roved  wise,  and  to  date  the  gauge  examination  labora- 
ories  operated  by  the  Ontario  Research  Foundation  and 
>y  the  National  Research  Council  have  been  able  to  meet 
til  demands.  The  National  Research  Council  laboratory 
îas  increased  steadily  and  is  still  expanding.  At  present 
here  is  a  staff  of  over  70,  mostly  women,  and  to  date  over 
2,000  different  types  of  gauges  have  been  measured. 

The  Optics  Section  at  the  outbreak  of  war,  in  co-oper- 
ition  with  representatives  of  the  Master  General  of  the 
)rdnance  and  latterly  with  officials  of  the  Department  of 
Munitions  and  Supply,  undertook  a  survey  of  the  possibil- 
ties  of  the  manufacture  in  Canada  of  optical  glass  and 
ire  control  instruments.  Visits  were  made  to  establish- 
nents  in  the  United  States,  and  laboratory  equipment 
or  cutting,  grinding  and  polishing  glass  was  installed  and 
xperience  gained  in  the  art.  In  the  summer  of  1940  the 
Department  of  Munitions  and  Supply  decided  that  it 
vould  be  wise  to  undertake  manufacture  in  Canada  on  a 
izeable  scale,  and  it  became  apparent  at  about  the  same 
ime  that  in  the  radio  field  much  equipment  of  a  secret 
iature  developed  by  the  Research  Council  would  also  have 
o  be  manufactured  in  mass  quantities  and  the  Depart- 
nent  of  Munitions  and  Supply  decided  to  set  up  a  Gov- 
irnment-owned  company  for  these  purposes.  As  a  conse- 
juence,  Research  Enterprises  Limited  was  established,  and 
mder  the  energetic,  competent  and  enterprising  direction 
>f  the  president,  Colonel  W.  E.  Phillips,  is  now,  in  record 
ime,  in  production  on  a  very  large  programme  of  optical 
;lass.  fire  control  instruments  and  special  equipment.* 

The  Optical  Section  of  the  National  Research  Council 
s  now  working  on  many  important  secret  developments 
n  connection  with  aerial  photography  and  the  design  and 
instruction  of  optical  devices  for  synthetic  training 
equipment  and  many  other  purposes. 

The  Radio  Section  has  been  one  of  the  most  spectacular 
levelopments  of  the  Council.  Starting  with  only  a  few 
nen  in  1939  it  now  employs  nearly  300  and  has  already 
)roduced  for  the  forces  of  Canada  and  the  United  King- 
lom  many  important  secret  devices  in  the  field  of  radio 
ocation,  and  has  developed  prototypes  of  many  equip- 
nents  for  reproduction  by  Research  Enterprises  Limited. 

The  sections  on  general  physics,  acoustics  and  electrical 
:ngineering  are  engaged  on  important  work  for  the  Navy 
ind  Army  in  connection  with  anti-submarine,  anti-mine, 
jallistics,  sound  ranging,  electrical  plotting  and  many 
)ther  technical  and  scientific  aspects  of  warfare.  In  addi- 
tion to  the  laboratories  for  naval  work  at  Ottawa,  sta- 
;ions  have  been  established  at  two  centres  on  the  eastern 
:oast  and  one  on  the  western  coast  of  Canada. 

Investigational  and  standardization  work  in  the  tech- 
lique  of  x-ray  examination  of  metals  carried  on  in  co- 
deration  with  industrial  firms  has  been  of  the  greatest 
.'alue  in  connection  with  light  alloy  casting  production 
;or  the  aircraft  industry,  and  steps  are  now  being  taken 
:o  work  out  similar  procedures  in  the  heavy  metal  field. 

In  the  Heat  Laboratories  investigations  in  connection 
vith  the  de-icing  and  defrosting  problem  of  aviation  are 

"A  paper  on  this  project  by  Col.  W.  E.  Phillips  appears  on  pages  129- 
135  of  this  issue. 


being  actively   pursued  and  studies  have  been  made  of 
the  possible  use  of  infra-red  radiation. 

Chemistry  Division 

The  war  work  of  the  Chemistry  Division,  under  Dr.  E. 
W.  R.  Steacie,  can  be  divided  generally  into  three  broad 
groups:  chemical  warfare,  emergency  production  of  ma- 
terials urgently  required,  and  a  general  advisory  consult- 
ing service  in  connection  with  preparation  of  specifications, 
testing  and  reporting  on  a  wide  range  of  materials. 

The  work  on  chemical  warfare  is  carried  on  in  the 
closest  co-operation  with  the  Department  of  National  De- 
fence, and  all  phases  of  this  work  are  covered  in  a  most 
comprehensive  manner  by  the  integrated  effort  of  the  two 
bodies.  Active  work  on  selected  problems  is  being  carried 
out  at  13  Canadian  universities  and  the  Ontario  Research 
Foundation,  and  large  programmes  are  underway  not  only 
at  the  National  Research  Laboratories  but  at  several 
other  stations  and  laboratories  in  Canada. 

Some  idea  of  the  work  done  by  this  division  in  connec- 
tion with  materials  may  be  had  from  the  fact  that  this 
year  over  3,000  reports  have  been  made  to  the  Depart- 
ments of  National  Defence  and  Munitions  and  Supply  on 
different  questions  referred  and  samples  submitted. 

The  textile  laboratory  has  been  particularly  busy  in 
testing,  writing  specifications  for  and  advising  on  army 
uniforms  and  clothing,  parachute  fabrics,  impregnating  and 
gas  proofing  of  materials.  The  rubber  laboratory  has  in- 
vestigated a  variety  of  products  used  for  the  armed  forces 
and  has  studied  a  total  of  seventy  different  substitutes 
for  rubber. 

In  the  colloid  section  a  great  deal  of  work  has  been 
done  on  plastics  for  use  in  plastic  plywood  construction 
and  seAreral  special  developments  have  been  made  involv- 
ing the  substitution  of  plastics  for  metals  in  connection 
with  military  needs. 

The  work  of  the  paint  laboratory  has  increased  many 
fold  and  tests  have  been  carried  out  on  hundreds  of  dif- 
ferent special  paints  used  by  the  services. 

In  co-operation  with  a  group  of  industrialists  a  process 
for  the  production  of  metallic  magnesium,  developed  by  a 
member  of  the  Council's  staff,  has  been  carried  through 
the  pilot  plant  stage.  Limited  quantities  of  very  pure 
magnesium  have  been  sold  to  the  Department  of  Muni- 
tions and  Supply  regularly  for  some  months.  The  process 
is  receiving  keen  attention  from  interested  bodies  and 
large  scale  production  plants,  both  in  Canada  and  the 
United  States,  are  being  designed  for  early  construction. 

Numerous  other  problems  are  being  studied,  such  as  the 
corrosion  of  aluminum  and  steel  alloys,  the  manufacture 
of  various  components  of  gas  masks,  asbestos  products, 
and  the  development  of  special  gas  indicators.  Several 
small  plants  have  been  built  for  the  production  in  small 
quantities  of  fine  chemicals  and  such  urgently  needed  ma- 
terials as  special  fuse  charcoal. 

In  addition  to  actual  laboratory  work  the  officers  of  the 
Chemistry  Division  have  spent  much  time,  at  the  request 
of  the  Departments  of  National  Defence  and  Munitions 
and  Supply,  in  preparing  Canadian  equivalents  of  British 
material  specifications  to  bring  them  into  line  with  Can- 
adian production  methods. 

Division  Of  Biology 

The  Division  of  Applied  Biology,  under  Dr.  W.  H. 
Cook,  has  been  used  extensively  on  war  work,  chiefly  in 
connection  with  the  handling  and  transportation  of  perish- 
able foods  under  the  restricted  shipping  facilities  result- 
ing from  the  war.  A  contribution  of  major  importance  has 
been  made  in  the  development  of  a  method  of  low  cost 
temporary  refrigeration  of  ordinary  ships  holds  which  has 
already  permitted  large  quantities  of  bacon  to  be  shipped 
satisfactorily  to  England. 


fHE  ENGINEERING  JOURNAL    March,  1942 


143 


The  general  problems  of  preparing,  processing,  packing 
and  preserving  foods  for  transport  are  being  intensively 
studied  and  the  shortage  of  refrigerating  space  on  ocean 
vessels  has  made  doubly  urgent  the  studies  on  preserva- 
tives for  bacon  and  shell  eggs.  Methods  for  the  drying 
of  eggs  and  meats  are  also  being  actively  studied,  and 
canning  processing  methods  have  been  improved  and 
standards  worked  out. 

Government  Specifications 

The  Special  Committee  on  Government  Purchasing 
Standards,  an  organization  set  up  in  peacetime  to  prepare 
standard  specifications  for  commodities  purchased  by  two 
or  more  Government  departments,  has  been  found  very 
useful  in  war.  While  the  committee  has  no  mandatory 
power  to  enforce  adoption  of  its  specifications,  there  has 
been  general  acceptance  by  the  departments  concerned, 
and  in  1940  over  10,000  copies  of  different  specifications 
were  distributed  on  request,  and  in  1941  this  figure  in- 
creased to  17,000  of  which  12,000  were  distributed  to  war 
departments  of  Government  and  outside  parties  interested 
in  war  contracts.  This  committee  apart  from  its  normal 
functions  has  placed  its  staff  and  organization  at  the  ser- 
vice of  the  Department  of  National  Defence  and  has  given 
advice  and  assistance  in  the  preparation  of  many  special 
specifications. 

Medical  Research 

Medical  research  has  developed  rapidly  in  Canada  dur- 
ing the  war  and  the  initiative  and  impetus  originally  given 
by  the  late  Sir  Frederick  Banting  has  been  maintained  by 
Dr.  J.  B.  Collip,  Colonel  Duncan  Graham,  and  Dr.  C.  H. 
Best  as  chairmen  of  the  Main  Associate  Committee  on 
Medical  Research  and  the  special  ones  on  Aviation  and 
Naval  Medical  Research.  The  main  committee  has  tended 
more  and  more  to  direct  its  research  to  problems  of  war 
importance  and  valuable  results  have  already  been  obtain- 
ed on  shock,  blood  substitutes,  wound  infection,  and 
other  aspects  of  medicine  and  surgery  accentuated  by  war. 

The  Committees  on  Aviation  and  Naval  Medical  Re- 
search are  not  concerned  with  disease  but  with  health; 
their  interest  is  not  with  medicine  as  a  healing  art  but 
with  means  of  lessening  the  physiological  strains  under 
which  aircrews  and  sailors  must  operate  in  order  to  in- 
crease their  efficiency  and  security.  Work  of  the  greatest 
importance  has  already  been  done  to  overcome  the  natural 
handicaps  of  low  partial  oxygen  pressure  and  low  temper- 
atures encountered  at  high  altitudes,  and  the  effects  of 
exposure  to  unnatural  forces,  noise  and  fatigue  on  both 
ships  and  planes.  Numerous  other  problems  in  connection 
with  selection,  diet,  and  general  health  are  being  attended 
to  in  intimate  co-operation  with  the  medical  services  of 
the  three  armed  forces. 

Liaison 

As  has  been  indicated,  all  of  the  war  work  under  the 
Research  Council  in  Canada  is  done  in  the  closest  co- 
operation with  officers  of  the  defence  departments. 
Problems  and  suggestions  for  study  originate  in  many 
ways;  most  arise  directly  out  of  needs  felt  by  the  services 
but  many  of  the  important  developments  have  originated 
in  scientific  laboratories  or  have  been  suggested  by  in- 


dividuals. But  no  matter  where  the  studies  originate,  all 
proposed  developments  are  thoroughly  canvassed  at  an 
early  date,  not  only  as  to  their  scientific  soundness  but  as 
to  their  tactical  usefulness,  the  requirements  of  service 
operations  and  what  is  becoming  of  greater  importance 
daily,  the  possibilities  of  obtaining  production  in  quantity 
in  a  reasonable  time.  This  procedure  ensures  that  Can- 
ada's limited  resources  will  not  be  dissipated  in  investiga- 
tions of  questionable  use  in  this  war. 

The  scientific  departments  and  professors  of  the  uni- 
versities of  Canada  have  been  of  the  greatest  service. 
While  staffs  have  been  depleted  by  the  drafting  of  in- 
dividuals to  many  important  positions,  those  left,  in  addi- 
tion to  increased  teaching  burdens,  have  undertaken  still 
further  work  and  at  the  present  time  nearly  every  univer- 
sity in  Canada  is  co-operating  with  the  National  Research 
Council,  and  over  70  different  research  problems,  many 
of  the  greatest  importance,  are  being  solved  in  the  differ- 
ent Canadian  institutions.  When  the  detailed  history  can 
be  written  it  will  be  found  that  in  the  field  of  war  research 
the  universities  of  Canada  have  made  a  contribution  of 
first  magnitude. 

Effective  liaison  is  also  closely  maintained  with  war  re- 
search establishments  in  the  United  Kingdom  and  the 
United  States.  The  British  Government  has  maintained 
a  liaison  office  at  the  National  Research  Council  since 
early  in  1940  and  the  chief  scientific  officer  has  always 
been  a  distinguished  and  senior  scientist  well  informed 
on  all  phases  of  war  work.  The  National  Research  Coun- 
cil maintains  a  permanent  liaison  office  at  Canada  House 
in  England  and  through  these  two  offices  all  reports  of 
work  done  are  immediately  available  to  workers  in  the 
respective  countries.  In  addition,  experts  are  continually 
crossing  the  Atlantic  and,  since  1940,  35  expert  scientists 
and  engineers  from  the  Council  have  spent  periods  vary- 
ing from  a  few  weeks  to  months  in  England  in  order  to 
bring  back  the  most  up  to  date  information  from  their 
laboratories  and  research  stations. 

A  similar  and  even  more  intimate  liaison  has  existed 
between  scientific  stations  in  Canada  and  the  United 
States  ever  since  the  summer  of  1940  and  experts  from 
our  respective  countries  visit  freely  and  frequently  labora- 
tories and  stations  across  the  border.  On  many  important 
projects,  co-operative  action  is  obtained  by  an  actual  ex- 
change of  personnel  on  committees. 

Conclusion 

As  a  concluding  summary  it  can  be  said  that  war  has 
greatly  increased  the  activities  of  the  National  Research 
Council.  At  present  over  210  different  projects  are  being 
vigorously  attacked;  the  staff  has  grown  from  less  than 
300  to  over  1,000,  the  yearly  expenditures  have  increased 
four  fold  and  the  direct  expenditures  this  year  will  be 
over  $4,000,000.  The  interests  and  activities  cover  a  wide 
field  and  touch  nearly  every  phase  of  the  war  effort.  The 
close  liaison  and  co-operation  at  home  with  the  services, 
government  departments  and  agencies,  and  abroad  with 
research  stations  in  the  United  Kingdom  and  the  United 
States,  guarantees  that  the  research  facilities  of  Canada 
are  being  well  and  realistically  focussed  on  important  and 
urgent  problems  and  it  can  be  said  that  results  of  great 
value  and  significance  are  being  obtained. 


144 


March,  1942    THE  ENGINEERING  JOURNAL 


A  MESSAGE  TO  CANADIAN  ENGINEERS 

LIEUT.-GENERAL  A.  G.  L.  McNAUGHTON,  c.b.,  c.m.g.,  d.s.o.,  m.e.i.c. 
Officer  Commanding,  Canadian  Army  Corps,  England,  and  President,  National  Research  Council  of  Canada. 

An  address  delivered  at  the  Fifty-Sixth  Annual  Banquet  of  The  Engineering  Institute  of  Canada,  at  Montreal, 

on  Fehruary  6th,  1942. 


Lieut. -General  A. 
C.B.,  CM. G., 


You  must  forgive  me  to-night  if  the 
warm  welcome  you  have  just  given  me 
has  made  it  almost  impossible  to  address 
to  you  any  coherent  message,  except  that 
which  comes  straight  from  the  heart. 

I  feel  on  many  counts  that  this,  for 
me,  is  a  most  memorable  occasion.  1 
recall  the  words  that  have  been  said  to 
me  by  the  mothers  and  the  sisters  of  the 
men  in  the  Canadian  Corps  who  stand 
on  guard  in  the  great  island  of  Britain. 
They  remind  me  of  my  responsibility  for 
looking  after  those  men  and  seeing  that 
their  lives,  which  have  been  given  as 
hostages  to  fortune,  shall  be  used  in  the 
way  that  they  should  be,  in  order  to 
bring  to  an  end  the  terrible  calamity 
which  now  afflicts  the  world. 

The  words  of  the  presidents  of  the 
American  engineering  societies  have 
greatly  impressed  me.  Every  one  of  them 
has  the  vision  which  looks  beyond  the  trials  and  tribula- 
tions of  the  present  to  the  great  task  which  faces  us  when 
the  dictator  powers,  with  the  forces  of  evil  they  have  let 
loose  on  us,  shall  have  been  brought  into  subjection  and 
we  are  free  once  more  to  resume  the  onward  march  of 
civilization. 

In  the  dire  straits  in  which  we  stand  to-day  it  is  a  great 
inspiration  to  receive  that  message  of  hope  and  that  chal- 
lenge to  use  engineering  for  the  purpose  for  which  en- 
gineering should  be  used,  the  happiness  of  humanity. 
That  purpose  should  be  uppermost  in  the  minds  of  all 
engineers. 

I  feel  too,  in  coming  here  tonight,  that  I  have  an  op- 
portunity to  acknowledge  publicly  the  great  debt  of 
gratitude  which  I  owe  to  the  distinguished  engineer  who 
now  occupies  the  chair  as  president  of  this  Institute. 

Some  years  before  the  outbreak  of  war,  it  had  been  my 
lot  to  leave  active  military  work  and  become  president  of 
the  national  Research  Council  of  Canada.  The  work  was 
of  a  most  enthralling  nature,  and  of  a  character  which  in- 
terested me  deeply  as  an  electrical  engineer.  I  was  sup- 
ported by  a  splendid  staff  that  had  been  gathered  there, 
which  I  inherited.  In  fact  the  position  was  one  which 
should  completely  satisfy  the  aspirations  of  any  engineer. 
The  opportunities  for  useful  service  were  abundant,  and 
were  opening  day  by  day  in  front  of  us;  we  had  the  sym- 
pathy of  the  members  of  the  Government — both  the  Gov- 
ernment that  was  then  in  office,  and  the  Government  that 
succeeded  them.  There  was  every  possibility  of  doing 
something  that  was  worth  while. 

Then  the  shadow  of  war  appeared  on  the  horizon,  and 
it  fell  to  my  lot,  through  past  experience  and  past  service, 
to  be  given  the  honour  of  taking  our  First  Division  over- 
seas. When  I  was  sent  for  by  the  Prime  Minister  and 
heard  of  the  obligation  which  was  to  be  placed  on  my 
shoulders,  my  greatest  anxiety  was  as  to  what  would  hap- 
pen in  the  Research  Council.  As  I  listened  to  that  invita- 
tion to  undertake  the  new  task,  the  names  of  many  pos- 
sible successors  passed  through  my  mind  in  quick  review. 
It  was  soon  clear  who  that  man  should  be. 

Actually  I  made  Dean  Mackenzie's  appointment  one  of 
two  conditions  that  were  attached  to  my  accepting  office 
as  a   soldier  again.    And  all  the  time,  through  the  long 


months  that  we  have  been  away,  he  has 
been  good  enough  to  send  me  each  month 
a  running  account  of  what  was  going  on. 
In  each  of  his  letters  one  could  see  the 
seed  of  the  purpose  which  we  had  held 
in  our  mind  before  in  the  Research 
Council  growing,  coming  to  flower  and 
bearing  fruit,  not  only  in  implementing 
the  war  effort  of  the  Dominion  of 
Canada,  and  contributing  to  the  war 
effort  of  Great  Britain  and  of  the  sister 
Dominions,  but  also  in  the  constant 
thought  that  the  organization  which  was 
growing  would  be  of  service  in  the  years 
that  are  to  come,  beyond  the  war. 

Standing  here  tonight,  with  a  very 
considerable  knowledge  of  the  situation, 
I  can  say  that  one  of  the  happiest 
G.  L.  McNaughton,  thoughts  in  my  mind  is  the  feeling  that 
d.s.o.,  m.e.i.c.  t)ie    National    Research    Council,    and 

all  it  stands  for  under  Mackenzie's 
leadership,  is  performing  that  duty  of  scientific  leadership 
and  helpfulness  in  the  way  in  which  it  is  being  carried 
out  to-day.  And  it  is  indeed  fortunate  for  the  Dominion 
of  Canada,  for  the  Empire,  and  for  all  those  associated  in 
the  war  effort  that  it  should  be  so.  For,  as  one  of  the 
speakers  has  already  said,  this  is  an  engineers'  war.  We 
have  to  do  more  than  follow  the  patterns  of  existing  wea- 
pons and  implements  of  death.  These  were  developed 
slowly  in  the  years  of  peace  —  far  too  slowly  in  the  demo- 
cratic countries,  because  we  neglected  our  defence  and 
we  put  our  trust  in  the  pledged  word.  WTe  could  hardly 
conceive  of  the  villainy  of  people  who  would  deliberately 
plunge  the  world  into  the  agony  in  which  we  find  ourselves 
at  the  present  time.  It  was  unbelievable,  and  in  conse- 
quence we  neglected  our  defence.  So  we  started  not  only 
with  weapons  short  in  quantity,  but  with  weapons  and 
tools  of  war  that  were  antiquated  in  design.  Now  we  must 
equip  our  forces  with  new  and  more  effective  weapons. 

This  is  a  war  in  which  the  development  in  the  whole 
of  the  Axis  countries  of  the  powers  of  science,  of  engineer- 
ing and  art  and  everything  else,  has  been  focussed  by  our 
enemies  on  one  purpose  only,  and  that  is  our  death.  To 
meet  that  we  have  to  focus  our  own  attention  likewise, 
to  insure  that  we  will  emerge  triumphant,  as  Ave  will. 

Now  we  have  taken  the  patterns  of  equipment  and  so 
on  that  were  available  to  us  at  the  outbreak  of  war  in 
our  country  and  the  other  countries  of  the  Empire — and 
we  are  happy  to  say,  in  the  United  States  also — --and  our 
industry  has  been  converted  from  peace-time  uses  to  pro- 
duce and  improve  those  weapons  and  articles  of  war. 

But  it  seems  to  me,  as  I  move  about,  that  I  can  detect 
some  little  complacency  as  to  what  has  been  done.  It  has 
been  a  great  achievement.  Nobody  knows  that  better  than 
we  who  have  had  to  stand  on  the  front,  awaiting  the  perils 
of  invasion  from  the  theatre  of  war  on  many  occasions 
without  weapons  in  our  hands  at  all,  knowing  that  the 
weapons  were  coming  forward,  and  now  seeing  the  supply 
arriving  in  abundance.    But  this  is  not  enough. 

One  of  the  primary  reasons  of  my  return  to  Canada  at 
this  time  was  to  carry  a  message  to  Canadian  industry 
and  to  the  Canadian  engineers  that  we  want  to  win  this 
war,  not  by  the  blood  of  our  sons — and  our  daughters, 
because  our  daughters  stand  in  the  line  as  well — but  by 


THE  ENGINEERING  JOURNAL     March,  1912 


145 


our  intelligence.  We  must  take  our  wits  and  put  them  to 
work,  and  the  engineers  must  not  only  think  out  newer 
weapons,  and  better  types  of  weapons,  but  must  forge 
them  and  design  them  so  they  can  be  mass-produced;  in- 
dustry must  give  these  newer  and  better  weapons  in  the 
vast  quantities  which  we  shall  need  in  order  to  bring  this 
chaos  to  a  satisfactory  conclusion  without  the  expendi- 
ture of  more  than  is  necessary  of  the  precious  lives  that 
have  been  entrusted  to  our  care. 

We  have  to  win  this  war  by  our  wits,  and  it  is  through 
our  wits,  and  through  intelligence  in  the  production  of 
newer  and  better  weapons  that  we  should  win  it.  I  appeal 
to  The  Engineering  Institute  of  Canada,  and  to  all  those 
associated  with  us,  to  see  that  we  never  rest  content,  and 
that  there  is  no  complacency  in  this  eternal  struggle  for 
better,  more  powerful,  more  far-reaching  weapons. 

This  is  a  mechanical  war.  We  appeal  to  you  for  tools 
with  which  to  multiply  the  power  and  the  speed  of  man 
to  add  to  the  range  and  effectiveness  of  the  weapons 
which  are  created  and  put  in  our  hands,  and  to  give  us 
that  equipment  in  quantities. 

It  is  true  that  many  engineers  are  with  the  Forces  over- 
seas. But  we  have  need  of  many  more  engineers  to  handle 
the  complex  machinery  we  are  about  to  use. 


At  the  moment  the  Canadian  Forces  are  standing  on 
guard  in  Britain.  They  are  doing  so  because  the  best  au- 
thorities in  the  land,  including  the  Prime  Minister  of  Great 
Britain,  have  said  that  that  was  the  task  we  should  per- 
form. The  war  will  not  be  won  by  standing  on  guard.  We 
have  been  given  a  period  of  grace  while  we  are  doing  one 
task,  and  we  have  got  to  use  that  period  in  order  to  forge 
these  more  powerful  weapons,  and  the  organizations  to 
handle  them,  and  that  is  what  the  Canadian  Corps  is 
doing  to-day. 

I  have  described  its  purpose  more  than  once.  It  is  to 
be  a  dagger  pointed  at  the  heart  of  Berlin,  and  that  is  the 
description  which  I  think  best  fits  the  case,  because  the 
time  will  come  when  we  can  use  that  instrument  to  put 
an  end  to  this  tyranny  and  this  menace  which  afflicts  the 
world. 

To  my  many  old  friends  here — including  my  old  friend, 
Jack  Mackenzie,  Mr.  Fairbairn  and  Mr.  Challies,  and 
those  with  whom  I  have  been  privileged  to  be  associated 
on  committees  of  The  Engineering  Institute,  the  Canadian 
Engineering  Standards  Association,  and  other  bodies — 
may  I  say,  I  thank  you  from  the  absolute  bottom  of  my 
heart  for  the  welcome  that  you  have  given  to-night  to  my 
wife  and  myself. 


The  Fifty-Sixth  Annual  Banquet  of  the  Institute. 


146 


March,  1942    THE  ENGINEERING  JOURNAL 


CANADIAN  INDUSTRY  IN  THE  WAR 

C.  D.  HOWE,  Hon.M.E.i.c. 

Minister  of  Munitions  and  Supply  of  Canada,  Ottawa,  Ont. 

A  luncheon  address  delivered  at  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  on  February  5th,  1942. 


When  I  received  an  invitation  to 
address  you  on  this  occasion,  I  was 
placed  in  an  embarrassing  position.  I 
^ould  not  show  any  possible  discourtesy 
;o  my  fellow  engineers  at  a  time  like 
;his,  and  especially  at  a  time  when  I  was 
-eceiving  so  much  assistance,  freely  and 
generously  given,  from  them. 

But  on  the  other  hand,  with  the  work 
)f  my  Department  and  the  additional 
:ime  required  for  the  session  of  Parlia- 
ment, I  felt  that  it  would  be  impossible 
for  me  to  prepare  a  paper.  Therefore 
[  agreed  to  speak  on  the  understanding 
hat  1  would  not  have  a  written  docu- 
ment, and  that  I  could  speak  to  you 
juite  informally  about  the  work  and 
policies  of  the  Department  of  Munitions 
md  Supply. 

The  idea  of  civilian  buying  for  the 
irmed  services  dates  back  to  some  three  or  four  months 
Defore  the  war.  For  many  years  it  has  been  the 
prerogative  of  the  army,  the  air  force  and  the  navy  to 
purchase  their  own  supplies.  However,  while  trying  to 
;ool  up  for  this  war  before  its  outbreak,  we  found  that 
:he  army  was  not  properly  organized  to  do  the  kind  of 
juying  that  is  required  in  modern  warfare,  and  it  was 
iecided  to  set  up  a  civilian  body  to  do  that  work,  with  the 
:itle  of  the  Defence  Purchasing  Board. 

It  was  thought  wise  at  the  time  to  hedge  this  body 
ibout  with  restrictions.  As  yet  there  was  no  war,  no 
une  was  in  very  much  of  a  hurry,  and  it  was  felt  that  the 
public  should  be  safeguarded  in  war  buying  by  limitations 
>f  profits  in  several  ways.  But  it  was  well  understood 
:hat  in  the  event  of  actual  war  the  restrictions  would  be 
x)0  onerous  to  permit  the  speed  of  operation  necessary 
;o  meet  the  situation. 

Therefore,  after  the  outbreak  of  war,  the  Board  was 
•enamed  the  War  Supply  Board.  At  the  same  time, 
egislation  was  passed  setting  up  the  Ministry  of  Muni- 
rons and-  Supply,  and  charging  the  Minister  with  two 
iuties;  first,  to  purchase  all  the  requirements  of  the  Army, 
the  Navy  and  the  Air  Force;  and  second,  to  mobilize  in- 
dustry for  the  maximum  output  of  war  munitions  and 
war  supplies. 

I  think  that  while  our  legislation  in  that  respect  was 
inique,  we  were  fortunate  in  having  hit  upon  a  sound 
form  of  organization.  It  is  interesting  to  note  that 
}uite  recently  Britain  has  come  to  our  form  of  organiza- 
tion. The  organization  for  buying  in  Britain  as  originally 
?et  up  was  based  on  three  Ministries.  The  Ministry 
af  Supply  purchased  the  requirements  of  the  Army, 
the  Ministry  of  Aircraft  Production  purchased  those  of 
the  Air  Force;  and  the  Navy  did  its  own  purchasing. 

An  over-riding  Ministry  has  now  been  set  up  in  Britain 
with  jurisdiction  over  these  three  buying  agencies,  thus 
avoiding  the  difficulties  that  arose  because  the  three  ser- 
vices were  competing  for  supplies  with  each  other  in  the 
same  factories. 

There  has  also  been  a  movement  in  the  United  States 
to  change  from  buying  by  the  services  themselves  to  buy- 
ing by  a  civilian  agency.  There  seems  to  be  a  trend  there 
towards  the  type  of  organization  that  we  now  have  in 
Canada. 


C.  D.  Howe,  Hon.M.E.I.C 


The  early  problems  in  the  Department 
of  Munitions  and  Supply  were  not  the 
problems  that  we  have  to-day.  You  re- 
member that  the  Department  started 
from  absolute  zero.  We  first  had  to  find 
an  office,  a  typewriter  and  desk,  and  a 
stenographer,  and  then  build  up  a  com- 
petent organization. 

Frankly,  we  were  quite  ruthless.  We 
looked  over  the  whole  field  of  industry 
and  business  in  Canada,  and  we  picked 
out  the  men  that  we  thought  were  most 
able  to  do  a  job  in  the  new  Department. 
Having  practised  engineering  in  Canada 
for  a  number  of  years,  I  had  a  very  wide 
acquaintanceship  among  my  own  pro- 
fession and  throughout  Canadian  indus- 
try, and  I  used  that  acquaintanceship 
to  help  me  in  selecting  the  men  who 
would  work  with  me  in  the  job  at  hand. 
I  am  very  proud  of  the  organization  that  we  have  built 
up  in  Ottawa  to  handle  munitions  and  supply  problems. 
Its  personnel  now  comprises  over  three  thousand  men  and 
women.  From  the  outbreak  of  war  these  men  and  women 
have  not  stinted  the  time  or  effort  they  have  given  to  the 
work  of  the  Department.  You  can  drive  by  the  Munitions 
buildings  in  Ottawa  at  any  hour  of  the  night  and  find 
lights  burning  and  people  working  in  a  great  many  of  the 
offices.  We  have  been,  I  think,  fortunate  in  attracting 
able  people  to  our  Department. 

Our  first  task  was  to  buy  personal  equipment,  uniforms, 
and  things  that  had  to  be  furnished  immediately. 

Then  we  undertook  to  provide  the  munitions  of  all  the 
types  required  by  the  Army  and  the  Navy  and  the  Air 
Force,  and  there  we  had  a  real  problem.  Canada  is  not 
a  military  country.  In  peace  time  it  kept  a  very  small 
nucleus  of  an  army,  practically  no  air  force  at  all,  and  a 
navy  which,  I  think,  consisted  of  some  thirteen  or  fourteen 
craft. 

At  first  we  had  very  little  designing  organization,  and 
we  had  none  of  the  plans  and  specifications  and  informa- 
tion required  to  produce  types  of  munitions  which  were 
needed  in  the  war,  but  which  were  new  to  this  country. 

In  the  last  war  we  had  developed  the  technique  of 
making  shells  and  components  of  finished  rounds  of  am- 
munition, and  we  were  able  to  tackle  that  problem  fairly 
rapidly,  so  that  our  first  progress  was  made  in  the  field  of 
ammunition. 

We  had  at  the  Quebec  arsenal  a  plant  for  making  small 
arms  ammunition,  and  we  started  immediately  to  expand 
that  greatly.  I  think  at  the  outbreak  of  war  Quebec 
arsenals  were  making  three  million  rounds  of  small  arms 
ammunition  a  year.  To-day  they  are  making  more  than 
three  million  rounds  every  two  weeks;  this  will  give  some 
idea  of  the  expansion  that  has  taken  place  in  that  par- 
ticular field. 

We  also  had  a  very  efficient  Canadian  motor  industry 
with  a  strong  designing  staff.  Thus  we  were  able  to  start 
very  quickly  in  the  making  of  the  mechanized  equipment 
for  our  army,  which  is  required  in  such  vast  quantities  for 
the  type  of  warfare  that  we  now  have  to  provide  for. 

We  have  continued  to  expand  that  industry  and  I  think 
to-day  we  have  delivered  over  216,000  motor  vehicles  of 


THE  ENGINEERING  JOURNAL     March,  1942 


147 


army  type,  cither  to  our  own  forces  or  overseas  to  the 
many  theatres  of  warfare. 

However,  we  had  no  experience  in  manufacturing  guns 
in  this  country,  except  the  old  Ross  rifle,  which  did  not 
turn  out  so  well.  Therefore  we  had  to  call  on  the  Old 
Country  for  technicians  and  for  designers  to  enable  us  to 
set  up  a  technique  for  producing  guns  of  all  types. 

Just  before  the  outbreak  of  war  we  had  undertaken  to 
make  the  Bren  machine  gun  in  this  country.  This  project 
was  under  way  when  war  began,  but  was  the  only  step 
which  had  been  taken  to  develop  a  gun  industry. 

To-day,  we  are  building  almost  every  type  of  gun  used 
in  the  war,  except  the  very  large  coast  defence  guns.  We 
are  building  naval  guns  of  every  calibre;  naval  gun- 
mountings;  25-pounder  field  artillery;  6-pounder  tank 
guns,  anti-tank  guns,  and  several  types  of  heavy  guns.  In 
the  field  of  automatic  guns  the  Bren  gun  production  is 
now  more  than  three  thousand  a  month,  and  we  expect 
ultimately  to  reach  4,500  a  month.  We  have  stepped  up 
the  production  of  Colt  Browning  guns  up  to  about  2,000  a 
month.  The  Bofors  anti-aircraft  gun  is  coming  into  large 
production;  we  arc  making  the  Sten  sub-machine  guns, 
and  are  producing  great  quantities  of  Lee-Enfield  rifles. 

The  year  before  the  war  I  think  we  turned  out  200 
aircraft.  We  had  only  a  small  industry  working  mostly 
on  small  planes  for  transport  work,  and  one  or  two  types 
of  army  planes.  Today  we  are  turning  out  planes  at  the 
rate  of  about  70  a  week  or  300  a  month.  We  are  indepen- 
dent now  of  outside  help  in  furnishing  planes  for  our  great 
Air  Training  Plan,  and  we  are  also  building  several  of  the 
most  modern  types  of  planes  that  are  used  by  the  fighting 
forces.  From  a  small  nucleus  we  have  built  up  a  very 
strong  aircraft  industry. 

In  the  field  of  shipbuilding,  we  formerly  built  ships  to 
some  extent  in  Canada,  but  during  the  depression  years 
that  industry  reached  a  low  ebb,  and  its  activities  had 
been  confined  largely  to  repair  work.  Trained  mechanics 
were  scarce  and  it  was  necessary  to  start  gradually  in 
stepping  up  production.  However,  we  commenced  immedi- 
ately to  build  several  types  of  naval  ships.  The  corvette, 
which  is  a  small  edition  of  the  destroyer,  was  put  in  hand, 
with  several  types  of  minesweepers,  and  also  a  great  num- 
ber of  the  small  craft  which  are  necessary  as  auxiliaries 
of  the  navy. 

From  some  fourteen  or  fifteen  vessels  at  the  outbreak 
of  war,  our  naval  strength  has  now  risen  to  about  330 
ships  of  all  types,  and  we  expect  that  the  year  1942  will 
see  another  large  increase. 

Then  with  the  sinkings  on  the  Atlantic,  the  Battle  of 
the  Atlantic  was  taking  such  a  course  that  it  was  neces- 
sary to  divert  some  of  our  shipbuilding  capacity  from 
naval  work  to  the  building  of  merchant  ships.  A  pro- 
gramme has  been  established  which  for  this  year  should 
produce  almost  as  many  new  merchant  ships  as  will  be 
launched  by  the  merchant  shipbuilding  industry  of  (In  at 
Britain;  this  I  think  is  rather  an  accomplishment. 

During  the  last  war  we  built  up  an  explosives  industry, 
but,  unfortunately,  it  was  all  scrapped  when  peace  came 
and  we  had  to  start  again  from  zero.  Before  making  the 
explosives  themselves,  we  had  to  provide  for  the  manu- 
facture of  the  many  components  of  explosives,  and  we 
have  to-day  in  that  field  built  some  twenty-five  new 
plants,  with"  an  expenditure  of  about  $125,000,000.  To-day 
we  have  an  explosives  programme  large  enough  to  enable 
us  to  cover  our  own  needs,  supply  the  deficiencies  of  Great 
Britain,  and  also  help  our  friends  in  the  United  States 
with  quite  a  quantity  of  chemicals  and  explosives  of  which 
they  are  short  at  the  moment.  I  should  say  something 
about  the  help  that  we  have  received  from  science,  from 
the  scientists  of  Canada,  and  particularly  from  the  Na- 
tional Research  Council  and  its  staff  under  the  direction 
of  Dean  Mackenzie. 


At  the  outset  we  knew  very  little  about  the  many  secret 
devices  that  have  played  such  a  great  part  in  winning  the 
Battle  of  Britain  and  fending  off  the  attack  of  aircraft 
on  that  island.  Dean  Mackenzie  undertook  the  work  of 
developing  that  equipment  and  to-day  I  believe  that  Can- 
ada is  not  only  abreast  of  Britain  in  the  quality  of  its 
secret  equipment,  but  at  the  moment  possibly  a  step  or  two 
ahead. 

We  established  a  government-owned  plant,  Research 
Enterprises  Ltd.,  to  manufacture  this  apparatus,  and  have 
spent  a  good  deal  of  money  on  it,  but  the  results  to-day 
are  exciting  the  interest  of  every  country  that  is  taking 
part  in  this  war  on  the  side  of  the  Allies. 

I  suppose  Colonel  W.  E.  Phillips  has  more  technical 
visitors  to  that  plant  than  come  to  any  other  plant  we 
have.  It  is  a  revelation  to  see  what  he  is  doing  there,  for 
he  has  orders  in  hand  for  over  $100,000,000  worth  of  equip- 
ment of  that  type. 

In  addition,  he  has  developed  the  manufacture  of  optical 
glass,  so  that  Canada  is  making  all  the  optical  glass 
needed  for  her  war  instruments,  such  as  lenses  and  peri- 
scopes. Here  again,  we  are  able  to  help  out  our  Allies,  by 
exporting  certain  quantities  of  optical  glass. 

Another  triumph  of  the  staff  of  Dean  Mackenzie  is  the 
development  of  a  new  process  for  manufacturing  mag- 
nesium. Magnesium  is  a  metal  very  highly  valued  in  the 
war,  both  as  a  light  weight  metal  of  great  strength,  and 
as  a  powder  in  connection  with  pyrotechnics  and  incen- 
diary bombs. 

Dean  Mackenzie's  organization  has  developed  a  plant 
that  will  produce  magnesium  with  about  one-half  the  cap- 
ital expenditure  of  the  old  method,  and  that  can  be  built 
in  about  one-half  the  time  required  for  the  chemical  plants 
that  have  been  producing  magnesium  up  to  this  time.  The 
new  process  will  produce  magnesium  at  about  the  same 
price  as  the  older  more  elaborate  method. 

The  United  States  are  now  faced  with  a  shortage  of  that 
metal,  and  you  will  be  interested  to  know  that  their  pro- 
gramme involves  the  construction  of  a  number  of  mag- 
nesium plants  of  the  kind  and  type  that  have  been  in- 
vented by  our  own  research  laboratories.  And  we,  our- 
selves, are  building  plants  following  that  process,  to  pro- 
duce Canada's  magnesium  requirements. 

It  has  not  been  possible,  of  course,  to  build  up  this  out- 
put of  munitions  without  greatly  increasing  our  production 
of  raw  materials.  I  think  our  aluminum  production  has 
been  expanded  five  fold  since  the  war  began.  We  are  now 
producing  about  4:5  per  cent  of  all  the  aluminum  that  is 
made  in  North  America  and  we  are  supplying  Great  Bri- 
tain with  about  85  per  cent  of  her  aluminum  requirements. 

We  are  producing  larger  amounts  of  zinc  and  copper 
and  lead,  and  all  the  lesser  minerals  that  are  essential 
to  the  war  effort.  Our  production  of  steel  in  this  country 
has  more  than  doubled  and  we  are  still  expanding  that 
industry.  We  have  multiplied  the  output  of  the  alloy  steels 
used  for  gun  production  by  five  since  the  war  began,  and 
it  is  still  increasing.  We  have  also  stepped  up  greatly  the 
output  of  brass  which,  as  you  know,  is  used  for  cartridge 
cases  and  a  great  number  of  war  requirements. 

We  have  kept  abreast  of  the  raw  materials  situation  as 
well  as  we  could,  and  have  it  fairly  in  hand,  although 
we  have  still  to  depend  on  the  United  States  for  consider- 
able supplies  of  steel. 

Many  problems  have  had  to  be  met  as  we  have  gone 
along.  One  of  the  first  of  these  was  the  method  to  be  used 
by  the  government  in  expanding  plants.  Of  course,  in  the 
early  days  it  was  not  necessary  to  expand  many  plants. 
The  task  was  rat  lier  to  fill  up  the  capacity  that  already 
existed,  but  very  soon  machine  capacity  had  to  be  added 
to  existing  plants,  and  new  plants  had  to  be  established. 

Our  policy  has  been  to  ask  private  industry  to  expand 
where  we  thought  that  the  industry  was  strong  enough  to 


148 


March,  1942    THE  ENGINEERING  JOURNAL 


be  able  to  do  the  expansion  at  its  own  expense,  and  in 
those  cases  we  have  provided  special  depreciation  to  allow 
the  war  expenditure  to  be  written  off. 

We  have  set  up  a  Board  which  assesses  the  post-war 
value  of  a  privately  built  improvement,  and  sets  a  figure 
and  a  rate  of  depreciation  for  the  war  expenditure. 
That  is  a  method  used  where  the  industry  itself  is  able 
to  take  care  of  its  financial  requirements  for  expansion. 

In  the  matter  of  installing  new  machinery  we  have  de- 
cided that  the  government  would  purchase  the  machinery 
and  own  it,  place  it  in  the  plant,  and  reclaim  it  from  the 
plant  after  the  war  period.  I  think  we  have  purchased 
some  $60,000,000  worth  of  machinery  which  has  been 
installed  in  plants  and  of  which  the  government  has  re- 
tained ownership. 

Where  a  new  building  has  been  required,  or  a  new  pro- 
ject required,  it  has  been  our  policy  that  the  government 
would  build  and  own  this  requirement,  that  it  be  operated 
at  cost,  and  that  the  management  would  be  obtained  by 
a  management  fee  arrangement  with  an  organization 
capable  of  providing  that  management.  I  think  the  gov- 
ernment's investment  in  that  type  of  plant  to-day  is  in 
excess  of  $600,000,000. 

We  own  the  land  these  buildings  are  put  on.  We  insist 
that  the  land  be  deeded  outright  to  the  government  for  a 
dollar.  We  own  the  buildings,  wre  own  the  equipment  and 
when  the  war  is  over  we  can  turn  the  key  of  the  lock,  if 
we  like,  and  take  that  building  out  of  competition  with 
private  industry.  Thus  it  has  been  our  policy  to  take  our 
depreciation  at  the  start,  rather  than  to  write  it  off  against 
the  cost  of  the  goods  produced.  We  pay  for  the  plant;  we 
pay  for  the  machinery,  and  we  obtain  our  goods  at  cost. 

The  year  1941  was  not  a  great  production  year  in  war 
munitions,  for  the  reason  that  so  much  of  the  year  was 
used  in  building  and  tooling  and  getting  under  way.  How- 
ever, in  that  year  Canada  did  produce  munitions  on  a  very 
considerable  scale. 

You  know  that  Canada's  munitions  programme  in  the 
last  war  was  a  worth  while  effort.  You  know  the  story 
of  Sir  Joseph  Flavelle  and  Lloyd  Harris,  and  the  success 
that  they  had  in  turning  out  munitions  in  that  war.  So, 
when  I  tell  you  that  in  the  year  1941  we  made  more  muni- 
tions in  Canada  than  we  did  throughout  the  whole  history 
of  the  Great  War,  you  will  realize  that  it  was  not  a  lost 
year  by  any  means. 

A  statistical  study  of  the  possibilities  for  1942  indicates 
that  we  will  turn  out  about  two  and  one-thirds  times  as 
many  munitions  as  we  did  in  the  year  1941,  so  that  in  this 
year  our  munitions  industry  will  really  be  going.  We  are 
still  starting  new  projects,  and  as  the  requirements  of  war- 
fare change,  with  the  flowing  tide  of  battle,  we  shall  con- 
tinue to  start  new  plants  and  take  on  new  obligations. 

Now,  where  are  these  munitions  going?  You  read  in  the 
papers  that  they  are  short  of  rifles  on  the  west  coast,  or 
short  of  this  and  that  in  other  areas.  That  may  be  per- 
fectly true.  We  are  not  attempting  to  hold  these  munitions 
of  ours  in  Canada.  We  are  building  them  to  help  win  the 
war  and  we  are  sending  them  where  they  will  do  the  most 
good  for  that  purpose.  Huge  quantities  of  our  munitions 
have  gone  to  England  to  equip  our  own  troops  there,  and 
to  bring  British  formations  up  to  strength  in  the  matter 
of  equipment. 

We  have  shipped  still  greater  quantities  to  the  Middle 
East.  I  believe  the  battle  there  has  been  fought  very 
largely  with  Canadian  mechanical  transport  and  Can- 
adian Bren  gun  carriers,  to  say  nothing  of  artillery  and 
machine  guns  that  we  have  been  shipping  there  for  many 
months.  We  had  Canadian  munitions  and  lots  of  them 
in  the  battle  of  Greece.  We  have  Canadian  munitions  in 
the  Far  East,  in  the  Netherlands  East  Indies,  in  Singa- 
pore and  Java  and  the  other  battle  areas. 


We  have  sent  great  quantities  of  raw  materials  and 
munitions  to  our  sister  Dominions,  Australia,  New  Zea- 
land, South  Africa,  India  and  Burma.  We  have  supplied 
large  amounts  of  munitions  to  China.  You  have  heard  a 
good  deal  about  North  American  aid  to  China.  I  can  tell 
you  that  the  first  shipment  of  North  American  aid  to 
China,  taken  in  over  the  Burma  road,  consisted  of  a  thou- 
sand Bren  guns  and  ten  million  rounds  of  Canadian  am- 
munition. 

Incidentally,  one  of  my  Christmas  presents,  which  I 
value  highly,  was  a  photograph  of  Generalissimo  Chiang 
Kai-Shek,  sent  from  China  and  autographed  in  Chinese 
characters,  with  a  message  of  thanks  to  myself. 

Our  entire  production  of  Valentine  tanks  has  been  for 
several  months  going  to  Russia  and  we  are  sending  across 
three  tanks  every  day  to  assist  the  Russians  in  their  great 
fight  against  Germany.  I  may  say  that  we  have  valued 
letters  of  appreciation  from  the  Russians  on  the  type  of 
work  that  those  tanks  are  doing. 

When  the  sudden  crisis  came  to  the  United  States  we 
were  proud  to  be  able  to  offer  munitions  for  shipment  to 
Hawaii  and  to  the  Philippines;  Canadian  munitions  are 
in  the  fight  in  both  those  areas. 

We  are  making  a  munitions  programme  to  help  win  the 
war.  If  it  were  merely  a  question  of  equipping  Canadian 
troops,  only  a  small  fraction  of  our  present  output  would 
be  required,  but  we  have  taken  the  view  that  until  the 
Allies  have  a  parity  of  munitions  with  the  enemy  in  every 
battlefront,  it  is  our  job  to  turn  out  as  many  munitions 
as  we  can  and  to  send  those  munitions  where  they  are 
most  needed. 

Occasionally  I  get  a  little  disturbed  by  criticism.  Re- 
cently, a  complaint  was  made  in  the  House  of  Commons 
that  our  troops  on  the  west  coast  were  using  old  rifles. 
Well,  it  is  true  they  are  using  old  rifles.  They  are  perfectly 
good  rifles,  but  still  it  is  a  very  natural  question:  why,  if 
Canada  is  such  a  great  munitions  making  country,  cannot 
the  troops  on  the  west  coast  have  new  rifles? 

I  said  to  my  friend,  Colonel  Ralston,  "  Let  us  stop  this 
criticism.  Let  us  take  a  month's  production  from  our  small 
arms  plant  and  give  our  troops  new  rifles." 

He  said,  "  Not  at  all.  Those  rifles  are  promised  to 
Singapore,  they  are  going  to  Singapore,  and  we  will  take 
the  criticism." 

I  would  like  to  make  it  clear  that  any  success  we  have 
had  in  developing  an  arms  industry  in  Canada  and  in 
expanding  our  industrial  capacity  has  been  due  to  the 
splendid  support  that  I  have  had  from  industry,  from  the 
engineering  profession  and  particularly  from  the  ranks 
of  labour.  I  think  that  we  can  compare  our  effort  in  this 
country  with  that  of  any  country  in  the  world  in  any  of 
those  respects. 

I  do  not  believe  that,  even  in  England,  industry  has 
been  more  full-out  to  help  the  government  and  to  do 
everything  asked  of  it  in  turning  over  its  facilities  for 
the  manfacture  of  munitions.  And  I  am  sure  that  when 
the  record  of  organized  and  of  unorganized  labour  in  this 
country  has  been  written,  it  will  be  seen  that  we  have 
had  as  much  co-operation  from  labour  as  has  been  attain- 
ed by  any  of  our  Allies  in  this  war. 

Lord  Beaverbrook  has  said  on  two  or  three  occasions, 
and  said  publicly,  that  on  a  per  capita  basis  Canada  is 
turning  out  more  munitions  of  war  than  any  one  country 
in  the  world,  including  the  enemy  countries.  This  may 
well  be  true,  as  far  as  any  statistics  I  can  find  would  in- 
dicate, but,  even  if  true,  it  is  not  a  matter  for  complac- 
ency. It  is  our  job  to  turn  out  everything  that  Canada 
can  turn  out. 

If  anyone  had  told  me  a  year  ago  that  we  could  bring 
about  the  expansion  of  industry  that  has  taken  place  in 
the  last  year,  I  would  have  said  that  I  hardly  believed  it. 


THE  ENGINEERING  JOURNAL     March,  1942 


149 


We  have  been  constantly  raising  our  sights.  What  is  true 
of  our  position  I  think  is  true  of  industry  itself.  If  you 
had  gone  into  one  of  our  large  manufacturing  plants  a 
year  and  a  half  or  two  years  ago  and  said  that  we  want- 
ed them  to  expand  their  plant  up  to  what  they  are  actual- 
ly doing  to-day,  I  think  the  management  would  have 
told  us  that  that  would  be  quite  impossible. 

The  limitations  of  our  programme  are,  we  find,  the  limi- 
tations of  skilled  management.  We  have  yet  to  run  into 
a  serious  shortage  of  manpower  and  womanpower — and 
womanpower  is  playing  a  part  in  our  plans  to  an  increas- 
ing extent  every  day — but  we  do  find  difficulty  in  de- 
veloping skilled  management.  We  are  still  looking  for 
firms  that  can  take  on  more  work,  but  we  find  that  firms 
with  what  we  believe  to  be  the  required  experience  have 
about  all  they  can  handle  at  the  present  time. 

Throughout  the  year  we  have  greatly  increased  pro- 
duction   by   encouraging  sub-contracting   and   expanding 


a  programme  that  we  call  our  bits  and  pieces  programme. 
We  have  carried  the  work  of  making  small  bits  of  ord- 
nance or  small  bits  of  some  other  type  of  production  into 
the  very  small  factories.  In  fact,  I  think  the  smallest  plant 
we  have  is  a  two-car  garage  with  three  lathes  which  is 
making  a  part  of  a  25-pounder  gun. 

That  is  necessarily  a  slow  and  difficult  development.  It 
is  not  easy  to  get  large  manufacturers  to  break  down  their 
contracts  into  small  bits  and  it  is  difficult  to  get  the  small 
bits  all  out  to  the  small  firms.  However,  a  process  of  edu- 
cation has  been  going  on  and  is  achieving  splendid  re- 
sults. The  bits  and  pieces  system,  I  think,  will  continue 
to  be  an  effective  means  of  further  expanding  our  indus- 
trial output. 

I  see  my  time  is  up.  May  I  say  how  glad  I  am  that 
I  did  not  let  the  lack  of  a  paper  prevent  me  coming  here. 
I  have  enjoyed  speaking  extemporaneously,  and  thank 
you  very  much  for  having  invited  me. 


150 


March,  1942    THE  ENGINEERING  JOURNAL 


NATIONAL  SERVICE  — A  CHALLENGE  TO  THE  ENGINEER 

E.  M.  LITTLE 

Director,  Wartime  Bureau  of  Technical  Personnel,  Ottawa,  Ont. 

General  Manager,  Anglo-Canadian  Pulp  and  Paper  Mills,  Quebec,  Que. 

Address  delivered  at  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  Que.,  on   February  6th,  1942 


I  welcome  the  opportunity  to  speak  of  two  matters 
which  I  hope  you,  as  engineers,  will  find  of  some  interest: 
first,  a  brief  review  of  the  activity  of  the  Wartime  Bureau 
of  Technical  Personnel;  and,  second,  the  necessity  of  plan- 
ning for  the  period  of  post-war  rehabilitation  and  con- 
struction. Planning  for  the  post-war  period  is,  for  the 
engineer,  both  an  opportunity  and  a  duty. 

Most  of  you  are  familiar  with  the  part  already  played 
by  the  engineers  and  chemists  of  Canada,  through  your 
Institute,  the  Canadian  Institute  of  Chemistry,  The  Can- 
adian Institute  of  Mining  and  Metallurgy  and  the  prov- 
incial professional  engineering  associations,  in  plans  to 
mobilize  the  technical  personnel  of  Canada  for  the  war 
effort.  The  leadership  shown  by  the  three  Institutes  has 
been  helpful  in  promoting  the  establishment,  about  a  year 
ago,  of  the  Wartime  Bureau  of  Technical  Personnel,  under 
the  Department  of  Labour  at  Ottawa. 

It  is  not  intended  to  dwell  at  any  length  on  the  activi- 
ties of  the  Bureau,  as  these  have  been,  and  will  continue 
to  be,  reported,  from  time  to  time,  through  your  journals 
and  other  media.  However,  a  brief  summary  of  what 
has  been  accomplished  and  a  statement  of  a  few  of  our 
difficulties  may  be  timely. 

Our  first  job  was  to  find  out  how  many  engineers  and 
chemists  there  were  in  Canada,  where  they  were,  what 
they  were  doing,  what  they  could  do,  and  since  we  were 
operating  under  the  voluntary  system,  what  they  would 
do.  All  of  that  information  was  not  available  anywhere 
in  Canada. 

For  an  all-out  effort,  which  we  believed  necessary — 
and  which  we  felt  the  technical  men  knew  to  be  necessary 
— we  needed  that  information.  The  result  was  the  ques- 
tionnaire and  classification  list,  now  familiar  to  most  of 
you. 

The  Bureau  now  has,  we  believe,  the  most  comprehen- 
sive data  on  technical  personnel  ever  available  in  Canada. 
While  the  register  is  not  yet  complete,  it  is  rapidly  ap- 
proaching completion.  Some  have  not  filled  in  the  ques- 
tionnaire, because  they  have  not  received  one  due  to 
change  of  address  or  errors  in  the  mailing  list;  while 
others  have  not  seen  fit  to  reply,  because  they  do  not  ap- 
preciate the  need  for  providing  the  information  or  they 
are  not  too  anxious  to  risk  being  inconvenienced.  Those 
engineers  and  chemists  who  have  not  yet  received  a  ques- 
tionnaire may  be  assured  that  the  Bureau  is  making  every 
possible  effort  to  correct  this  condition.  As  regards  those 
who  have  not  seen  fit  to  respond,  we  believe  suitable 
measures  are  being  taken  to  the  end  that  the  information 
shall  be  forthcoming.  On  the  whole,  however,  the  response 
has  been  splendid,  both  in  the  promptness  with  which  the 
information  was  supplied,  and  the  willingness  of  nearly 
all  of  those  answering,  to  be  transferred  to  more  essential 
work,  including  service  in  the  armed  forces. 

Our  questionnaire  has  the  weakness  of  all  questionnaires 
— it  is  only  up  to  date  in  some  respects,  as  from  the  date 
it  was  filled  out.  Changes  in  address  and  employment  and 
experience  acquired  since  signing  the  questionnaire  can- 
not yet  be  secured  except  by  a  cumbersome  time-and- 
labour  consuming  follow-up  system.  We  believe  this  dif- 
ficulty will  be  overcome  in  the  very  near  future  by  a 
simple,  efficient,  continuing  inventory  of  our  technical 
personnel. 

The  cost  of  operating  the  Bureau  to  the  end  of  1941 
has  been  less  than  half  of  our  appropriation  for  the  Gov- 


ernment fiscal  year,  ending  March  31  st,  3942.  However, 
the  demands  on  the  Bureau  are  expanding  and  our  staff 
and  cost  of  operation  will  increase  accordingly.  We  have 
secured  over  five  hundred  engineers  and  chemists  for  es- 
sential industries  and  for  civilian  occupations  in  the  armed 
forces.  The  requests  for  help  through  the  Bureau  are  in- 
creasing so  fast  that  we  are  having  difficulty  in  locating 
and/or  arranging  for  the  transfer  of  the  numbers  required. 
With  demand  greater  than  supply,  each  request  for  help 
must  be  investigated  carefully  by  the  Bureau.  We  appeal 
to  employers  to  search  carefully  within  their  own  organ- 
izations, before  they  ask  for  outside  assistance.  Employers 
must  expect  and  provide  for  the  necessity  of  turning  out 
more  and  more  production  with  less  and  less  men,  and  in 
addition  must  be  prepared  to  train  and  release  engineers 
and  artisans  for  the  armed  forces. 

We  have  placed  appreciable  numbers  of  Polish  engineers 
and  skilled  artisans,  whose  qualifications  and  sympathies 
have  been  carefully  scrutinized  by  the  proper  authorities 
before  being  turned  over  to  the  Bureau  for  placement.  And 
as  a  result  of  an  urgent  call  from  London,  we  have  secured 
engineers  for  special  work  in  England. 

The  placement  work  of  the  Bureau  cannot  be  likened 
to,  or  compared  with,  the  function  of  a  peacetime  employ- 
ment office  dealing  with  professional  engineers.  The  prob- 
lem now  is  not  to  find  work  for  the  engineers;  but  to  find 
the  engineers  for  the  work — in  most  cases  very  special 
work,  and  in  many  instances  several  jobs  for  the  one 
engineer.  These  conditions  introduce  problems  not  ex- 
perienced by  peacetime  employment  agencies  and  neces- 
sitate more  effort  in  the  handling  of  each  individual  case. 

Almost  from  the  date  of  its  establishment,  the  Bureau 
has  maintained  close  contact  with  the  universities.  There 
is  some  confusion  in  the  minds  of  both  the  university  au- 
thorities and  the  students  as  to  what  they  should  do  to 
make  their  full  contribution.  Should  the  student  finish  his 
course  or  enlist  now — should  the  university  graduate  him 
early  with  or  without  a  degree?  The  different  branches 
of  the  armed  forces  suggest  one  thing  and  our  Bureau 
suggests  something  else.  We  are  doing  everything  we  can 
with  the  authorities  at  Ottawa  to  secure  greater  co-opera- 
tion between  ourselves  and  the  armed  forces,  to  the  end 
that  this  confusion  may  be  minimized,  and  so  that  the 
universities  may  better  meet  the  combined  needs  of  the 
armed  forces  and  war  industries. 

We  are  being  requested  by  certain  government  depart- 
ments to  assist  in  the  adjudication  of  an  increasing  num- 
ber of  cases  affecting  technical  personnel. 

The  shortage  of  technical  personnel  is  becoming  more 
acute.  The  work  of  the  Bureau  is  increasing  and  will  con- 
tinue to  do  so.  We  will  centralize  our  activities  in  Ottawa 
only  to  the  extent  necessary  for  planning.  We  now  propose 
to  decentralize  as  may  be  necessary  for  the  execution  of 
the  work.  Within  the  next  few  weeks  we  shall  start  placing 
field  men  in  the  larger  industrial  centres  so  that  local  or 
more  direct  contact  may  be  made  with  the  employer  and 
the  technician.  We  shall  need  the  most  intelligent  under- 
standing and  sympathetic  attitude  on  the  part  of  both 
the  employer  and  the  technician  in  our  efforts  to  ration 
properly  the  technical  skill  of  the  country. 

In  our  work  at  Ottawa,  we  have  become  impressed  with 
the   lack   of   adequate   information   on  the  manpower  of 


THE  ENGINEERING  JOURNAL     March,  1942 


151 


Canada.  No  proper  machinery  has  over  existed  to  obtain 
it  and  to  keep  it  up  to  date.  The  National  Registration  of 
1940  gave  some  essential  basic  information  on  the  num- 
bers, sex  and  age  groups  of  our  people  as  of  August,  1940, 
but  it  falls  far  short  of  giving  all  the  information  neces- 
sary as  of  February,  1942.  We  need  a  running  or  con- 
tinuing inventory  of  our  manpower.  We  must  know  quick- 
ly of  the  improvement  in  the  skirls  of  our  people.  We  must 
know  where  they  are  to-day  and  what  they  are  capable 
of  doing  to-day,  and  if  three  months  or  one  year  from  now 
conditions  require  new  information,  we  must  have  the 
machinery  to  get  it  and  get  it  quickly,  on  such  portion  of 
our  manpower  as  may  be  affected.  How  we  can  plan  an 
all-out  war  effort  on  either  a  voluntary  or  compulsory 
system  without  such  a  running  inventory,  remains  a 
mystery.  It  is  not  only  essential  to  have  this  information 
for  our  war  planning,  but  as  will  appear  later  in  this  talk, 
it  will  be  equally  desirable  in  post-war  planning.  It  is 
satisfactory  to  note  that  considerable  attention  has  been 
given  to  this  matter  during  the  past  few  months  by  officials 
in  the  Department  of  Labour  and  others  at  Ottawa,  and 
I  am  hopeful  that  some  suitable  plan  will  be  evolved  on 
which  action  will  be  taken  in  the  near  future. 

The  privilege  given  some  of  us  to  serve  the  war  effort 
in  a  modest  way  through  the  Bureau  has  enabled  us  to 
appreciate  some  of  the  work  and  difficulties  of  government 
departments.  We  are  particularly  impressed  with  the  need 
for  each  of  us,  as  Canadians  and  as  engineers,  to  do  more 
toward  the  solution  of  immediate  and  future  matters  of 
national  interest  and  import,  than  we  have  heretofore.  We 
have  all  been  critical  of  the  government,  but  based  on 
our  experience  in  the  Bureau,  we  are  satisfied  that  the  col- 
lective stupidity  of  Ottawa  is  at  least  equalled  if  not  sur- 
passed by  that  of  the  public.  Nor  are  all  the  prima  don- 
nas, quacks  and  crackpots,  great  or  small,  in  the  govern- 
ment service. 

Too  many  of  us  turn  to  some  heavily  laden  government 
department,  expecting  it  to  find  a  solution  to  our  problem. 
Many  of  us,  when  a  reasonable  solution  is  found,  prevent 
its  adoption  either  through  ignorance  or  because  it  appears 
to  clash  with  our  own  selfish  interests.  On  the  other  hand, 
some  of  us  are  prepared  to  give  all  the  answers  to  all  the 
problems  of  the  country,  past,  present  and  future,  without 
any  real  knowledge  of  such  problems.  As  citizens  we  are 
grossly  ignorant  of,  or  apathetic  towards,  national  ques- 
tions and  too  many  of  us  are  chronic  protesters.  Our  na- 
tional affairs  will  never  be  properly  conducted  by  this  or 
any  future  government  unless  we  wake  up  and  cease  to  be 
a  nation  of  leaners.  To  be  effective,  a  government  needs 
the  support  of  an  informed  public.  We  are  not  an  informed 
public,  and  the  only  way  to  become  informed  is  to  work 
and  think.  And,  with  the  critical  job  now  facing  us  and 
with  the  problems  that  will  confront  us  in  the  post-war 
period,  the  time  to  start  working  to  make  our  full  contri- 
bution to  the  solution  of  national  problems  is  now. 

No  words  from  me  are  needed  to  give  you  a  better  ap- 
preciation of  the  seriousness  of  our  present  job, — winning 
the  war.  I  am  sure  you  realize  the  totality  of  effort  in  time 
which  we  must  put  forth  to  win,  and  the  terrible  conse- 
quences to  all  of  us,  if  we  should  lose  the  struggle,  or  even 
if  it  should  result  in  a  draw.  Planning  for  the  post-war 
days  means  nothing  but  waste  effort  unless  we  win; — but 
plan  we  must,  as  failure  to  do  so  may  have  results  almost 
as  serious  as  those  due  to  our  lack  of  planning  for  defence 
prior  to  the  outbreak  of  war. 

Each  job,  the  winning  of  the  war  and  the  planning  for 
the  post-war  period,  must  be  given  its  proper  weight  and 
timing. 

Canada,  as  one  of  the  allied  nations,  must  go  all-out  in 
its  effort.  Every  pound  of  essential  material  and  every 
man-hour  of  labour  which  can  be  diverted  to  that  one 
purpose  will  be  necessary.    And  the  more  closely  we  ap- 


proach that  all-out  effort  the  more  difficult  the  re-adjust- 
ment will  be,  unless  planned. 

What  are  the  problems  that  we  shall  face  immediately 
the  war  is  won?  How  shall  we  plan  and  prepare  to  meet 
them,  where  and  how  do  we  get  the  information  on  which 
to  plan,  and  who  shall  do  the  planning? 

In  my  opinion,  the  one  fundamental  and  all-important 
problem  of  the  immediate  post-war  period,  upon  the  solu- 
tion of  which  the  measure  of  prosperity  we  are  to  ex- 
perience will  largely  depend,  will  be  the  finding  of  usejul 
employment  for  the  men  and  women  of  Canada  of  working 
age, — useful  employment  for  the  men  and  women  who,  by 
the  end  of  the  war,  will  be  in  the  active  forces,  in  the  fac- 
tories producing  war  materials,  and  in  other  directly  or 
indirectly  associated  industries  in  which  the  employment 
level  may  then  be  abnormally  high  due  to  the  war 
production  boom. 

That,  I  believe,  is  the  post-war  problem.  As  one  begins 
its  study  it  becomes  apparent  that  because  of  the  inter- 
relationship between  employment  and  our  whole  national 
economy,  its  solution  will  provide  the  answers  for  many 
other  questions.  To  solve  any  problem  it  is  first  necessary 
to  have  a  clear  appreciation  of  its  nature.  To  avoid 
fumbling  we  must  know  where  and  on  what  to  start,  for 
a  job  well  started  is  half  done.  I  suggest  that  we  start  on 
that  one  problem,  believing  that  in  solving  it  we  solve 
many  others. 

Before  we  try  to  visualize  the  size  of  the  job  of  provid- 
ing useful  employment  to  those  who  may  be  thrown  out  of 
work  when  the  war  ends,  let  us  note  briefly  how  the  study 
of  that  problem  takes  us  into  many  phases  of  national 
activity 

Employment  prior  to  the  war  was  provided  principally 
by  agriculture,  industry,  governments  and  professional 
services  of  various  kinds.  Our  agriculture,  particularly 
wheat,  has  been  largely  dependent  on  export  markets. 
Thus  the  level  of  employment  which  can  be  provided  for 
the  wheat  farmer  depends  on  our  success  in  securing  a 
sufficiently  large  and  remunerative  export  market,  or  in- 
crease in  our  domestic  market,  or  both.  The  wheat  farmer, 
and  all  Canadians  affected  by  the  degree  of  prosperity 
secured  for  him,  have  an  interest  in  point  four  of  the  At- 
lantic Charter  in  which  Mr.  Churchill  and  Mr.  Roosevelt 
declare:  "they  will  endeavour,  with  due  respect  to  their 
existing  obligations,  to  further  the  enjoyment  by  all  states, 
great  or  small,  victor  or  vanquished,  of  access,  on  equal 
terms,  to  the  trade  and  to  the  raw  materials  of  the  world 
which  are  needed  for  their  economic  prosperity." 

What  does  access  on  equal  terms  mean? 

And  how  are  we  to  build  up  the  domestic  market  for 
wheat  and  other  agricultural  products?  Can  we  consume 
more  with  the  same  population,  or  do  we  need  more 
people?  Would  immigration  help?  Would  it  lessen  or  add 
to  employment?  If  we  decide  on  immigration,  who  shall 
come  in,  what  kind  of  people  can  best  be  assimilated  into 
our  social  life,  at  what  rate  shall  they  be  allowed  to  enter, 
and  how  do  we  attract  them  to  Canada?  Should  any  im- 
migration plan  be  short  or  long  term, — and  if  long  term, 
how  do  we  ensure  its  continuity? 

Our  industries  can  be  divided  into  two  principal  classes, 
those  depending  largely  on  export  markets,  such  as  forest 
products  (pulp  and  paper),  and  mining,  and  those  depend- 
ing on  domestic  markets  which  include  importing  indus- 
tries. The  exporting  industries  must  concern  themselves 
with  the  improvement  of  their  export  position,  or  reduce 
their  dependence  on  the  export  markets  by  increasing 
their  domestic  markets,  or  both.  They  also,  therefore,  are 
concerned  with  point  four  of  the  Atlantic  Charter.  Must 
they  prepare  to  compete  with  subsidized  exports  and  de- 
preciated currencies,  or  does  "  access  on  equal  terms  " 
mean  "  currency  equalization  "  or  "  quotas,"  or  both?  All 
our  industries,  exporting,  domestic  and  importing, — must 


152 


March,  1942     THE  ENGINEERING  JOURNAL 


bo  concerned  with  the  development  of  our  domestic 
market,  if  the  levels  of  employment  are  to  be  sufficient  for 
the  needs. 

The  measure  of  prosperity  which  we  can  secure  for  our 
agriculture  and  our  industries  will  have  a  large  bearing 
on  our  ability  to  provide  useful  employment  after  the 
war. 

For  how  many  people  must  we  find  useful  employment 
in  the  post-war  re-adjustment  period?  It  is  conceivable 
that  if  the  war  should  continue,  Canada  may  have  a  mil- 
lion men  and  women  in  the  active  forces.  It  is  also  con- 
ceivable, if  the  war  is  prolonged,  that  one  to  two  million 
men  and  women  may  be  thrown  out  of  employment  when 
we  *top  producing  war  materials  and  as  employment  in 
other  activities  diminishes  as  the  war  production  boom 
abates.  We  should,  therefore,  prepare  to  face  the  job  of 
finding  useful  employment  for  two  to  three  million  men 
and  women. 

If,  with  the  luck  of  the  devil  and  a  fast  outfield,  we 
happen  to  experience  a  prosperous  immediate  post-war 
period  our  worries  may  be  minimized, — but  if  we  don't, 
what  then?  The  problem  of  finding  and/or  making  useful 
employment  for  two  to  three  million  people,  in  time,  will 
not  be  easy; — indeed  it  will  be  extremely  difficult.  But  it 
must  be  done,  and  if  planned  well  and  soon  enough,  if 
boldly  conceived,  intelligently  organized  and  vigorously 
pursued,  it  can  be  done. 

What  kind  of  work  do  we  plan  for  those  two  to  three 
million  men  and  women?  Is  it  not  necessary  to  know  not 
only  how  many  there  are,  but  what  kind  of  people  they 
are,  their  education,  their  training,  their  experience?  Are 
we  only  to  plan  for  numbers  and  waste  those  assets? 

How  do  we  get  this  information?  Up  to  now  there  has 
not  existed  any  machinery  by  which  this  information 
could  be  obtained  in  sufficient  detail,  and  in  time.  But  the 
same  machinery  which  is  necessary  to  get  information  on 
our  manpower  in  wartime  can  be  used  to  secure  the  in- 
formation for  the  post-war  planning.  And  that  machinery 
must  be  kept  working  and  well  oiled  until  Canada  is  rid 
of  unemployment.  Our  last  period  of  unemployment, 
necessitating  direct  relief,  with  all  its  attendant  evils  and 
abuses,  was  in  the  opinion  of  many,  not  well  handled  for 
two  principal  reasons, — first,  because  we,  as  individuals, 
assumed  little  or  no  responsibility  for  it;  and,  second,  be- 
cause it  was  poorly  planned,  due  to  lack  of  information. 
We  cannot  build  anything  unless  we  know  what  we  want 
to  build  and  what  we  have  to  work  with.  Full  and  accurate 
information  on  our  people  is  a  prerequisite  to  planning. 

Assuming  we  shall  have  available,  in  time,  all  the  neces- 
sary information  on  those  to  be  rehabilitated  at  the  end 
of  the  war,  what  kind  of  work  do  we  plan?  As  far  as  is 
humanly  possible,  we  must  plan  useful  work.  It  will  not 
do  merely  to  have  people  occupied  digging  post  holes  and 
filling  them  in  again.  The  doctor,  the  engineer,  the  nurse, 
the  lawyer  and  the  mechanic  should,  if  possible,  be  pro- 
vided with  the  work  they  are  best  qualified  to  do.  The 
kind  of  work  we  plan  must,  where  possible,  take  cog- 
nizance of  the  training  of  our  people,  and  be  consistent 
with  the  long-term  economic  development  of  Canada. 

If  the  number  already  stated,  for  whom  we  must  find 
suitable  employment,  is  a  reasonably  close  estimate,  we 
are  facing  quite  some  job.  It  is  of  such  national  import- 
ance that  it  needs  the  consideration  first  of  the  Federal 
Government.  It  should  be  their  responsibility  to  see  that 
plans  are  drawn  up  in  their  broader  outlines;  to  secure, 
in  time,  the  necessary  information  on  the  men  and  women 
for  whom  employment  is  to  be  found;  to  initiate,  in  time, 
plans  for  Federal  Government  projects;  and  to  enlist,  in 
time,  the  support  and  active  assistance  of  all  the  prov- 
incial governments  and  of  industry,  large  and  small. 

It  will  not  suffice  to  confine  our  work  planning  to  gov- 


ernment undertakings.  All  the  useful  projects  which  gov- 
ments  can  undertake  must  be  supplemented  by  all  the 
work  all  our  industries  and  enterprises  can  provide.  The 
delaying  of  every  job,  large  or  small,  which  can  be  de- 
layed till  war  is  over,  the  planning  by  industry  of  plant 
improvement  and  expansion,  the  study  to  determine  how 
to  convert  our  war  plants  to  new  peacetime  use,  the  de- 
velopment of  new  industries,  the  conservation  and  de- 
velopment of  our  natural  resources,  reafforestation,  neces- 
sary housing  projects,  slum  clearance  and  a  comprehensive 
health  programme,  are  only  a  few  of  the  many  possibilities 
to  which  proper  attention  must  be  given  soon,  considering 
the  time  required  for  planning. 

Now  what  has  all  this  to  do  with  the  engineer?  At  some 
stage  in  this  planning,  all  these  broad  outlines,  all  the  pro- 
jects and  undertakings,  any  new  industries,  or  plant  re- 
habilitation, any  conservation  or  reafforestation,  must  be 
worked  out  and  translated  into  pounds  or  other  quantities 
of  materials;  into  man-hours  of  work  for  the  production, 
preparation  and  transportation  of  that  material;  and  into 
the  man-hours  of  work  for  fabricating  the  material  into 
the  finished  products.  And  then  those  man-hours  must 
be  broken  down  into  work  for  the  miner,  the  carpen- 
ter, the  mechanic,  the  mason,  the  forester,  the  engineer, 
the  architect  and  so  on  up  and  down  the  whole  list.  The 
engineer  is  so  important  to  this  part  of  the  planning  that 
I  can  safely  say  it  cannot  be  done  without  him. 

But  there  is  another  function  the  engineer  can  perform 
which  is  important  at  an  earlier  stage  in  the  planning. 
Many  of  you  know  from  experience  that  some  well  con- 
ceived plans  fail  in  their  execution  because  some  detail 
has  been  overlooked,  that  undertakings  supposedly  well 
organized  missed  something  in  the  organization,  that 
people  who  are  eminently  capable  of  planning  in  broad 
outline  may  neither  have  time  for,  nor  appreciation  of,  the 
details  necessary  to  carry  those  plans  to  complete  fulfil- 
ment. The  engineer  must  do  his  part  to  see  that  in  this 
planning  no  detail  is  omitted,  that  in  the  organization  of 
this  vast  job  no  step  is  missed.  Those  who  are,  or  may  be, 
charged  with  the  planning  of  the  broad  outlines,  should 
enlist  the  engineers'  assistance  as  early  as  is  desirable,  or 
permissible. 

The  prophecy  of  President  Wickenden,  of  the  Case 
School  of  Applied  Science,  in  his  able  address  delivered  at 
your  Hamilton  meeting  a  year  ago,  is,  let  us  hope,  about  to 
be  realized.  He  said  "  They  (the  engineers)  will  be  called 
upon  to  share  the  control  of  disease  with  physicians,  the 
control  of  finance  with  bankers,  the  bearing  of  risks  with 
underwriters,  the  organizing  of  distribution  with  mer- 
chants and  purchasing  agents,  the  supplying  of  food  with 
packers  and  purveyors,  the  raising  of  food  with  farmers 
and  the  operation  of  the  home  with  the  housewives." 

But  he  also  said  "  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'." 

Planning  for  the  post-war  period  will  take  us  into  an 
ocean  of  problems.  We  cannot  have  too  many  skippers, 
else  they  may  want  to  chart  different  courses,  and  the  ship 
will  be  left  stranded.  If  the  Federal  Government  (or  its 
nominees) ,  must  chart  the  course, — and  in  view  of  the 
national  scope  of  the  problem,  it  seems  logical  that  this 
should  be  done — then  let  us  be  part  of  the  crew,  and  do 
our  full  part. 

Though  the  job  may  be  large,  and  the  difficulties  great, 
team  work  will  do  it.  The  opportunity  for  the  engineer  to 
render  national  service  has  never  before  presented  itself 
on  such  a  scale.  Will  the  engineer  meet  the  challenge 
without  for  one  moment  forgetting  the  job  in  hand — that 
of  having  a  post-war  period  in  which  our  plans  shall 
prevail? 


THE  ENGINEERING  JOURNAL     March,  1942 


153 


THE  FIFTY-SIXTH  ANNUAL  GENERAL  MEETING 

Convened  at  Headquarters,  Montreal,  on  January  22nd,  1942,  and  adjourned  to  the  Windsor  Hotel, 

Montreal,  on  February  5th,  1942. 


The  Fifty-Sixth  Annual  General  Meeting  of  The  Engin-  Gzowski  Medal — To  S.  R.  Banks,  m.e.i.c,  Montreal,  for 

eering  Institute  of  Canada  was  convened  at  Headquarters  his  paper,  "The  Lions'  Gate  Bridge,  Vancouver." 

on  Thursday,  January  twenty-second,   nineteen  hundred  Duggan  Medal  and  Prize— To  0.  W.  Ellis,  m.e.i.c,  Tor- 

and  forty-two,   at  eight  forty-five  p.m.,   with  Councillor  0nto,  for  his  paper,  "Forgeability  of  Metals." 

Huet  Massue,  m.e.i.c,  in  the  chair  Leonard    Medal— To    G.   Reuben  Yourt,   stud. ci.m.m., 

The  assistant  general  secretary  having  read  the  notice  Kirkland  Lake)  for  his           .  -Ventilation  and  Dust  Con- 
convening    the    meeting,    the    minutes    of    the    fifty-fifth  troj  at  the  Wright-Hargreaves  Mine." 
annual  general  meeting  were  submitted,  and,  on  the  motion  v_     r   ,.       „    „     ..,    ,,   ,  ,    ,.■,,.,.       ,  T               ,    .         ,  . 
of  J.  A    Lalonde,  m.e.i.c,  seconded  by  J.  M.  Crawford,  KJuh1!\      Sm%t\  ¥^ls(M^tlonBl}nf^Tai  A,^f d$> 
m.e.i.c,  were  taken  as  read  and  confirmed.  For  Achievement  in  the  Development  of  Canada,'   to  W  . 

G.  McBnde,  m.e.i.c,  Montreal,  W.  G.  Murrin,  m.e.i.c, 

Appointment  of  Scrutineers  Vancouver,  and  E.  W.  Stedman,  m.e.i.c,  Ottawa. 

On  the  motion  of  W.  B.  Korcheski,  m.e.i.c,  seconded  students'  and  juniors'  prizes 
by  C.  F.  Davison,  m.e.i.c,  Messrs.  E.  V.  Gage,  m.e.i.c,  John  Galbraith  Prize  (Province  of  Ontario) — To  A.   L. 
P.  E.  Poitras,  m.e.i.c,  and  J.  K.  Sexton,  m.e.i.c,  were  Malby,  Jr.E.i.c,  Peterborough,  for  his  paper,  "Carrier  Cur- 
appointed  scrutineers  to  canvass  the  officers'  ballot  and  rent  Control  of  Peak  Loads." 
report  the  result.  Phelps  Johnson  Prize  (Province  of  Quebec— English)— 

There  being  no  other  formal  business,  it  was  resolved,  To  q.  N.  Martin,  jr.E.i.c,  Montreal,  for  his  paper,  "Char- 
on the  motion  of  A.  S.  Runciman,  m.e.i.c,  seconded  by  acteristics  and  Peculiarities  of  some  Recent  Large  Boilers 
W.  H.  Moore,  m.e.i.c,  that  the  meeting  do  adjourn  to  m  England  " 

reconvene  at  the  Windsor  Hotel,  Montreal,  at  ten  o'clock  Ermst  Marcmu  Pnze  (Province  of  Quebec-French) - 

a.m.  on  the  fifth  day  of  February,  nineteen  hundred  and  Tq  a  t  Mon^  ^^  Montrea,    for  £s  paper    «Vedette 

lorty-two.  de  40  pieds  de  Longueur- » 

Adjourned  General  Meeting  at  the  Windsor  Report  of  Council 

Hotel,  Montreal,  Que.  0n  the  motion  of  R    L    Dunsmore,  seconded  by  J.  G. 

The  adjourned  meeting  convened  at  ten  o'clock  a.m.  on  Hall,  it  was  RESOLVED  that  the  report  of  Council  for  the 

Thursday,    February    5th,    1942,    with    President    C.    J.  year    1941,    as    published   in   the   February   Journal,    be 

Mackenzie  in  the  chair.  accepted  and  approved. 

The  general  secretary  announced  the  membership  of  the  Report  qf  Finance  Committee,  Financial  Statement 

Nominating  Committee  of  the  Institute  for  the  year  1942  AND  THE  Treasurer-s  Report 

as  follows:  . 

Nominating  Committee— 1942  0n  the  motion  of  G.  A.  Walkem,  seconded  by  P.  B. 

Motley,  it  was  RESOLVED  that  the  report  of  the  Finance 

Chairman:  E.  P.  Muntz  Committee,  the  financial  statement  and  the  Treasurer's 

Branch                                                      Representative  report,  as  published  in  the  February  Journal,  be  accepted 

Border  Cities C.  G.  R.  Armstrong  and  approved. 

Calgary F.  K.  Beach  Reports  of  Committees 

Cape  Breton J.  A.  McLeod  On  the  motion  of  C.   R.  Young,  seconded  by  K.   M. 

Edmonton W.  R.  Mount  Cameron,   it   was   RESOLVED   that   the   reports  of  the 

Halifax R.  L.  Dunsmore  following   committees   be   taken    as   read    and   accepted: 

Hamilton A.  Love  Publication  ;  Papers  ;  Training  and  Welfare  of  the  Young 

Kingston A.  Jackson  Engineer;  Library  and  House;  Legislation;  Board  of  Exam- 

Lakehead P.  E.  Doncaster  iners   and   Education;   Western   Water   Problems;   Inter- 

Lethbridge J.  M.  Davidson  national  Relations;  Membership;  Deterioration  of  Concrete 

London V.  A.  McKillop  Structures;  Professional  Interests,  Employment  Service. 

Moncton B.  E.  Bayne  Branch  Efforts 

Montreal R.  DeL.  French  ^       ,                      f  *AN™  ^EPORTS 

Niagara  Peninsula C.  G.  Moon  a  0n , the  motlon  of  T^ R    Durley,  seconded  by  M.  G. 

Ottawa                                                      J   H   Parkin  Saunders,   it  was  RESOLVED   that   the   reports  of  the 

Peterborough                                            W.  M.  Cruthers  various  branches  be  taken  as  read  and  approved. 

Quebec A.  O.  Dufresne  Life  Memberships 

Saguenay N.  D.  Paine  Mr    p    B    Motlev  presented  a  memorandum  outlining 

Saint  John.          J.  R .  *reenvan  Council's  present  method  of  granting  Life  Membership, 

St.  Maurice  Valley E.  B.  Wardle  and  moved  that  Council  consider  and  report  at  the  next 

Saskatchewan. R  .A.  Spencer  annual  general  meeting  on  the  desirability  of  amending  the 

Sault  Ste.  Mane A.  G.  Ross  by-laws  so  that  Life  Membership  would  be  removed  from 

1  oronto VV .  E.  Bonn  ^e  secti0n  dealing  with  exemptions  from  the  payment  of 

Vancouver J .  JN .  t mlayson  annual  fees,  and  placed  in  a  section  similar  to  that  dealing 

Vj?10!1*1 jiw  iume  ^k  Honorary  Membership,  and  that  such  Life  Member- 
Winnipeg H.  W.  McLeod  gn-p  De  granted  automatically  and  as  an  honour,  without 

Aavards  of  Medals  and  Prizes  application  from  the  member. 

_.                 .                                       .   j,                ,       .   Al  Mr.  Motley's  motion  was  seconded  by  Mr.  S.  Blumental, 

The   general   secretary   announced   the   awards   of   the  and  after  some  discussi0n,  was  carried, 
various   medals   and   prizes   ot    the   Institute   as   follows, 

stating  that  the  formal  presentation  of  these  distinctions  Post-War  Reconstruction 

would  be  made  at  the  annual  dinner  of  the  Institute  on  The  president  announced  that  the  Lakehead  Branch  had 

Friday  evening:  submitted   a  resolution   asking   Council   to   take   definite 

■%  foi-  (ÏM.  aJLAjSLvvud  /*uL~nJLj  M E,  17  htauuAXoA>»^ 

154               „             .„         '         r    ^.9/za.zZ  ,               March,  1942    THE  ENGINEERING  JOURNAL 


ction  with  regard  to  post-war  reconstruction.  The  resolu- 
ion  had  been  considered  by  Council  at  two  meetings,  and 
iad  finally  been  referred  to  the  incoming  Council  for  con- 
ideration  and  action.  However,  as  Mr.  P.  E.  Doncaster, 
rom  the  Lakehead  Branch,  was  present,  he  would  ask  him 
o  present  the  resolution  to  the  meeting. 

Mr.  Doncaster  explained  that  he  was  not  presenting  this 
esolution  for  action  by  the  annual  meeting  as  it  was 
Iready  before  Council.  However,  he  did  wish  to  let  the 
neeting  know  of  the  resolution  and,  if  possible,  obtain  some 
liscussion  which  might  be  helpful  in  pursuing  the  matter 
urther.  He  then  read  the  resolution  as  follows: 

The  Lakehead  Branch  of  The  Engineering  Institute  of 
Canada  submits  to  the  annual  meeting  of  the  Institute  for 
liscussion  and  action  the  following  resolution: 

WHEREAS,  it  is  generally  agreed  that,  immediately 
iter  the  cessation  of  the  war  in  which  this  country  is  pres- 
ntly  engaged,  some  millions  of  our  citizens  in  the  fighting 
orces  or  in  employment  in  the  production  of  war  equip- 
nent  and  materials  must  be  afforded  opportunity  for  em- 
iloyment  in  peace-time  occupation;  and 

WHEREAS,  it  is  incumbent  on  all  citizens  of  this  country 
rho  are  competent  and  whose  time,  training,  and  abilities 
,re  not  fully  employed  in  the  war  effort  should  be  engaged 
n  planning  for  the  post-war  period;  and 

WHEREAS,  a  lead  in  the  direction  and  carrying  out  of 
he  plans  for  the  post-war  period  must  be  given  and  be 
ustained  by  competent  individual  organized  groups  and 
.uthorities  acting  alone  in  their  respective  fields,  and  also 
a  co-operation  with  others  in  co-ordinating  efforts;  and, 
nasmuch  as  post-war  employment  will,  in  large  measure, 
>e  based  on  technological  surveys,  investigations,  planning, 
lirection  and  supervision;  and 

WHEREAS,  The  Engineering  Institute  of  Canada  is 
>eculiarly  organized  and  fitted  to  take  an  active  and  a 
eading  part  in  the  planning  herein  referred;  to  Therefore, 

BE  IT  RESOLVED  that  this  resolution  be  submitted 
or  discussion  at  the  1942  annual  meeting  of  The  Institute, 
md,  if  endorsed:  that  Council  be  instructed  to  set  up  at 
►nee  a  strong  "SPECIAL  PLANNING  FOR  POST-WAR" 
ommittee,  composed  of  a  central  group  of  four  members, 
vhich  wall  initiate  and  promote  enquiries,  and  from  which 
;roup  any  member  may  be  assigned  by  Council  to  represent 
rhe  Institute  on  one  or  more  other  groups  or  committees 
:et  up  by  other  organizations  or  authorities  on  similar 
)lanning  work; 

THAT,  Council  appoint  one  or  more  members  from  each 
>f  the  Institute  Zones  who  will  act  with  the  central  com- 
nittee  as  an  advisory  group,  and  who  shall  in  turn  arrange 
or  the  appointment  of  a  chairman  and  two  to  four  mem- 
)ers  of  each  branch  of  The  Institute  to  act  as  a  local  or 
jranch  planning  committee  charged  with  the  responsibility 
)f  carrying  out  instructions  of  the  central  committee  in 
promoting  planning  within  the  boundaries  of  its  branch 
irea. 

In  giving  effect  to  the  foregoing  organization  it  is  sug- 
gested the  services  of  vice-presidents  and  councillors  of 
rhe  Institute  be  utilized  to  the  greatest  possible  extent, 
consistent  with  their  availability  for  the  project,  and 

FURTHER,  that  planning  for  the  post-war  period  be 
undertaken  and  continued  as  one  of  the  major  activities  of 
rhe  Institute  until  such  time  as  normal  peace-time  con- 
ditions have  been  restored. 

Mr.  Doncaster  then  referred  to  the  federal  committee 
ivhich  had  been  appointed  under  the  chairmanship  of  Dr. 
F.  Cyril  James  of  McGill  University,  to  investigate  post- 
war conditions  from  coast  to  coast.  He  informed  the  meet- 
ing that  Mr.  K.  M.  Cameron,  a  vice-president  of  The 
Institute,  has  been  selected  by  Dr.  James  and  his  com- 
mittee as  chairman  of  the  sub-committee  to  investigate  the 
construction  phases  of  the  general  problem.  He  expressed 
the  hope  that  Mr.  Cameron's  committee  would  consult 
with  all  organizations  qualified  to  contribute  to  the  thinking 


on  the  problem,  and  would  not  confine  itself  to  a  small 
circle.  He  hoped  that  every  member  of  The  Institute,  no 
matter  where  he  resided,  would  be  given  a  chance  to  par- 
ticipate in  the  deliberations. 

The  president  pointed  out  that  the  subject  of  the  motion 
was  not  a  new  one.  It  had  been  before  Council  for  many 
months,  and  nobody  disagreed  with  the  general  principle 
that  thought  should  be  given  to  it.  He  pointed  out  that 
Council,  at  yesterday's  meeting,  had  instructed  the  incom- 
ing officers  to  give  this  matter  their  consideration. 

Mr.  K.  M.  Cameron  then  told  something  of  the  sub- 
committee of  the  federal  committee  under  Dr.  James.  He 
assured  Mr.  Doncaster  and  the  meeting  that  everyone 
would  be  given  an  opportunity  to  express  his  ideas.  He 
emphasized  that  it  was  only  natural  that  on  such  a  subject 
The  Institute  would  be  vitally  concerned.  At  the  present 
time  he  thought  that  there  was  little  that  could  be  done 
as  the  organization  of  committees  and  sub-committees 
required  a  lot  of  thought  in  order  to  make  certain  that  the 
proper  persons  were  appointed.  He  recommended  that 
every  person  attend  the  professional  session  the  following 
day,  at  which  Mr.  E.  M.  Little  was  presenting  a  paper  on 
post-war  problems,  in  the  disccussion  of  which  Dr.  Leonard 
C.  Marsh,  research  adviser  to  the  federal  committee,  would 
participate.  He  pointed  out  that  in  the  last  war  post-war 
planning  was  left  almost  until  the  end  of  the  war.  He  hoped 
things  would  be  much  better  this  time.  Mr.  Cameron 
intimated  that  discussion  on  this  matter  might  more 
properly  be  made  at  the  professional  session  the  following 
day  than  at  this  meeting. 

Election  of  Officers 
The  general  secretary  read  the  report  of  the  scrutineers 

appointed  to  canvass  the  officers'  ballot  for  the  year  1942 

as  follows: 

President C.  R.  Young 

Vice-Presidents: 

Zone  B  (Province  of  Ontario) J.  L.  Lang 

Zone  C  (Province  of  Quebec) H.  Cimon 

Zone  D  (Maritime  Provinces) G.  G.  Murdoch 

Councillors: 

Victoria  Branch E.  W.  Izard 

Lethbridge  Branch .  J.  Haimes 

Calgary  Branch S.  G.  Coultis 

Winnipeg  Branch J.  W.  Sanger 

Sault  Ste.  Marie  Branch A.  E.  Pickering 

Hamilton  Branch W.  J.  W.  Reid 

Niagara  Peninsula  Branch 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 
W.  G.  Hunt 

Quebec  Branch E.  D.  Gray-Donald 

Moncton  Branch G.  L.  Dickson 

Cape  Breton  Branch F.  W.  Gray 

On  the  motion  of  P.  G.  Gauthier,  seconded  by  S.  N. 
Tremblay,  it  was  RESOLVED  that  the  report  of  the 
scrutineers  be  adopted,  that  a  vote  of  thanks  be  tendered 
to  them  for  their  services  in  preparing  the  report,  and  that 
the  ballot  papers  be  destroyed. 

The  general  secretary  announced  that  the  newly  elected 
officers  would  be  inducted  at  the  annual  dinner  on  the  fol- 
lowing night. 

The  president  then  delivered  his  retiring  adress  on  "The 
War  Activities  of  the  National  Research  Council  of  Cana- 
da," which  will  be  found  on  page  141  of  this  issue  of  the 
Journal. 

On  the  motion  of  G.  F.  St.  Jacques,  seconded  by  Paul 
Vincent,  it  was  unanimously  RESOLVED  that  a  hearty 
vote  of  thanks  be  extended  to  the  Montreal  Branch  in 
recognition  of  their  hospitality  and  activity  in  connection 
with  the  Fifty-Sixth  Annual  General  Meeting. 


THE  ENGINEERING  JOURNAL     March,  1942 


155 


THE  PRESIDENT'S  DINNER 


Left  to  right:  Past-presidents  G.  H.  Duggan, 
A.  Surveyer  and  F.  P.  Shearwood. 


Past-presidents    T.    H.    Hogg,    O.    O.  Lefebvre 
and  G.  A.  Walkem. 


Below:    The    chairman    and 
host  talks  to  Beaudry  Letnan, 


Below,  left  to  right:  N.  F.  McCaghey,  Walter  G.  Hunt, 
J.  H.  Fregeau,  L.  A.  Duchastel. 


Below,  left  to  right:  J.  G.  Hull,  J.  E.  Armstrong, 
K.  M.  Cameron,  J.  A.  Vance,  M.  G.  Saunders  and 
P.  M.  Sauder.  C.  K.  McLeod  in  the  foreground. 


156 


March,  1942     THE  ENGINEERING  JOURNAL 


THE  LUNCHEONS 


The  speaker  at    the  Thursday 
luncheon,  the  Hon.  C.  D.  Howe. 


The  chairman,  J.  A.  Lalonde. 


Mayor  Adéhmar 
Raynault  wel- 
comes the  dele- 
gates to  Mont- 
real. 


Above:  deGaspé 
Bea  ubien  speaks 
for  the  Victory 
Loan. 


On  the  motion  of  T.  A.  McElhanney,  seconded  by  H.  A. 
Liumsden,  it  was  unanimously  RESOLVED  that  a  hearty 
rote  of  thanks  be  accorded  to  the  retiring  president  and 
nembers  of  Council  in  appreciation  of  the  work  they  have 
lone  for  The  Institute  during  the  past  year. 

There  being  no  further  business  the  meeting  adjourned 
it  eleven  forty-five  a.m. 

THE  GENERAL  PROFESSIONAL  MEETING 

Professional  Sessions 

The  attendance  at  professional  meetings  exceeded  any- 
thing recorded  previously.  The  Prince  of  Wales  Salon  will 
seat  two  hundred  and  fifty  comfortably.  It  was  full  and 
yverflowing  practically  for  every  session.  At  least  another 
lundred  were  crowded  in  on  several  occasions,  and  all 
ludiences  were  well  rewarded  for  their  attendance  and 
attention. 

On  the  afternoon  of  Thursday,  the  programme  was 
jpened  by  Colonel  W.  E.  Phillips,  president  of  Research 
Enterprises  Limited,  who  described  the  work  of  that  Crown 
company  in  interesting  detail.  His  talk  was  illustrated  by 
moving   pictures   and    "delineographs" — the   latter  being 


Above:  The  speaker  at  the  Friday  luncheon,  James 
W.  Parker.  On  his  right,  J.  H.  Maude,  W.  G.  Hunt, 
Mrs.  F.  W.  Taylor-Bailey,  L.  A.  Duchastel. 


coloured  photographs  projected  on  the  screen  without 
benefit  of  film  or  slide.  He  also  offered  an  exhibition  of 
optical  glass  produced  in  record  time  at  the  plant.  McNeely 
DuBose  was  in  the  chair.  The  paper  is  presented  in  full  in 
this  issue  of  the  Journal. 

W.  F.  Drysdale,  m.e.i.c,  vice-president,  Montreal  Loco- 
motive Works,  Limited,  also  Canadian  Steel  Tire  and 
Wheel  Company,  Limited,  Montreal;  Director-General  of 
Industrial  Planning,  Department  of  Munitions  and  Supply, 
Ottawa,  presented  his  paper  "The  Manufacture  of  25- 
Pounder  Guns  in  Canada."  This  gun  plant  appears  to  be 
the  only  one  in  America  where  the  continuous  operations 
begin  with  the  scrap  metal.  Mr.  Drysdale  also  used  movies 
and  delineographs  to  illustrate  his  talk.  John  T.  Farmer 
was  chairman.  This  paper  appeared  in  the  January  Journal. 

Friday  morning  three  papers  were  presented.  "Accident 
Prevention  Methods  and  Results"  by  Wills  Maclachlan, 
m.e.i.c,  Chairman  R.  E.  Heartz,  and  "Rational  Column 
Analysis"  by  Professor  J.  A.  Van  den  Broek,  Chairman 
CM.  Goodrich,  were  run  simultaneously  in  the  Prince  of 
Wales  Salon  and  the  Oak  Room.  Both  papers  have  appeared 
in  the  Journal,  the  former  in  the  January  number  and  the 
latter  in  the  December  number.  Discussions  of  Professor 
Van  den  Broek's  paper  were  so  extensive  that  an  afternoon 
session  was  arranged  at  the  request  of  the  audience. 

The  third  paper,  "The  New  'Oil-hydraulic'  Press  in 
Munitions  Manufacture"  was  presented  by  J.  H.  Maude, 
m.e.i.c,  with  Dean  Armand  Circé  in  the  chair.  The  author 


THE  ENGINEERING  JOURNAL     March,  1942 


157 


The  American  guests  visited  Head- 
quarters during  the  meeting.  Front 
roic—left  to  right:  Dr.  A.  H.  White, 
President,  Society  for  the  Promotion  of 
Engineering  Education;  Ernest  B. 
Black,  President,  American  Society  of 
Civil  Engineers;  Dr.  Eugene  McAuliffe, 
President,  American  Institute  of 
Mining  and  Metallurgical  Engineers; 
George  T.  Seabury,  Secretary,  Amer- 
ican Society  of  Civil  Engineers;  Dr. 
C.  J.  Mackenzie,  Acting  President, 
National  Research  Council  of  Canada. 
Standing^left  to  right:  Dean  C.  R. 
Young,  President,  The  Engineering 
Institute  of  Canada;  A.  B.  Parsons, 
Secretary,  American  Institute  of  Min- 
ing and  Metallurgical  Engineers;  C.  E. 
Davies,  Secretary,  American  Society 
of  Mechanical  Engineers;  H.  H.  Hen- 
line,  Secretary,  American  Institute  of 
Electrical  Engineers;  S.  L.  Tyler, 
Secretary,  American  Institute  of 
Chemical  Engineers;  James  W.  Parker, 
President,  American  Society  of  Mech- 
anical Engineers;  D.  C.  Prince, 
President,  American  Institute  of 
Electrical  Engineers;  S.  D.  Kirkpatrick, 
President,  American  Institute  of 
Chemical  Engineers;  Professor  C.  F. 
Scott,  Chairman,  Committee  on  Pro- 
fessional Recognition,  Engineers' 
Council  for  Professional  Development; 
C.  C.  Knipmeyer,  President,  National 
Council  of  State  Boards  of  Engineering 
Examiners;  J."  A.  Van  den  Broek. 
Professor  of  Engineering  Mechanics, 
University  of  Michigan,  Ann  Arbor. 


Right:  The  ladies  register.  In  the  group 
are  Mrs.  L.  C.  Jacobs,  Mrs.  J.  A.  Lalonde, 
Mrs.  R.  S.  Eadie  and  Mrs.  F.  W.  Taylor 
Bailey. 


The  committee  goes  to  work. 
Left  to  right:  Gordon  D.  Hulme, 
J.  A .  Lalonde,  A .  G .  Moôre, 
Walter  G.  Hunt  and  I.  S.  Pat- 
terson. 


The  Joint  Conference  Com- 
mittee of  the  Founders  Societies 
meet  with  Presidents  and  the 
Secretary  of  the  Institute. 
Seated,  from  left  to  right:  C.  R. 
Young,  E.  B.  Black,  J.  W. 
Parker,  H.  H.  Heniine,  Eugene 
McAulifTe,  C.  J.  Mackenzie. 
Standing:  Col.  C.  E.  Davies, 
D.  C.  Prince,  G.  T.  Seabury, 
A.  B.  Parsons,  L.  Austin  Wright. 


158 


March,  1942    THE  ENGINEERING  JOURNAL 


PROFESSIONAL  SESSIONS 


__  (*lk 

..&  mm 

■ 

V 

*1 

m 

1 

%- 

HHf 

Left:  Col.  W.  E.  Phil- 
lips,  president  of 
Research  Enterprises 
Limited,  Toronto. 


Right:  Walter  D. 
Singer  of  New  York 
and  Chairman  H.  A. 
Gibeau. 


Right:  W.  F.  Drysdale 
speaks  on  the  25- 
po under  gun. 


should  be  helpful  to  Government  planning  which  is  now 
underway.  It  appears  in  this  number  of  the  Journal. 

The  last  professional  session  was  an  address  "Some  of 
the  Engineering  Implications  of  Civilian  Defence,"  by 
Walter  D.  Binger,  commissioner  of  Borough  Works,  City 
of  New  York,  and  chairman,  National  Technological  Civil 
Protection  Committee  of  the  United  States.  H.  A.  Gibeau 
was  in  the  chair.  Mr.  Binger  had  visited  England  to  obtain 
first-hand  information  upon  which  he  based  his  talk.  He 
appears  to  be  the  only  civil  engineer  in  America  who  has 
studied  this  problem  on  the  ground  from  the  engineering 
point  of  view.  His  comments  and  recommendations  are 
founded  on  experience,  not  just  on  the  written  word. 
Although  Mr.  Binger  spoke  from  notes  only,  a  verbatim 


lad  an  interesting  exhibit  which  showed  the  work 
turned  out  by  the  press,  and  the  method  of  operating. 
This  paper  has  been  published  in  full  in  the  February 
Tournai. 

In  the  afternoon  the  first  professional  session  was 
pven  over  to  "National  Service — a  Challenge  to 
Engineers,"  a  paper  by  E.  M.  Little,  director  of  the 
Wartime  Bureau  of  Technical  Personnel,  general 
manager  of  the  Anglo-Canadian  Pulp  and  Paper 
Mills,  Limited,  and  president  of  the  Gaspesia  Sulphite 
Company,  Limited,  Professor  R.  DeL.  French  was 
chairman.  This  paper  dealt  with  post-war  planning 
n  relation  to  labour,  and  emphasized  the  need  of 
seeping  in  mind,  in  all  such  planning,  that  work  pro- 
vided should  be  useful  or  economically  sound,  and 
not    just    any    kind    of    work.    Mr.    Little's    paper 


Left:  E.  M.  Little,  dis- 
cusses the  Wartime 
Bureau  of  Technical  Per- 
sonnel and  conditions 
after  the  war. 


Left:  A  portion  of  the 
audience.  From  left  to 
right:  W.H.M.Laugh- 
lin,  D.  Forgan,  W.  P. 
Dobson,  and  A.  B. 
Cooper,  all  from  Tor- 
onto. 


Right:  Chairman 
Armand  Circé  intro- 
duces J.  H.  Maude. 


fHE  ENGINEERING  JOURNAL     March,  1942 


159 


SPEAKERS  AT  THE  BANQUET 


Above:  S.  D.  Kirkpatrick, 
president,  American  Insti- 
tute of  Chemical  Engineers, 
Mrs.    R.    P.  Vaughan,   left. 


160 


March.  1942    THE  ENGINEERING  JOURNAL 


AT  THE  BANQUET 

Y  1 


Above:  General  McNaughton  presents 
the  Ernest  Marceau  Prize  to  T.  A. 
Vïonti. 


Above:  E.  J.  Carlyle, 
secretary-treasurer  of 
the  Canadian  Institute 
of  Mining  and  Metal- 
lurgy and  Mrs.  Carlyle. 


Left:  Wing-Commander 
T.  R.  Loudon  and  Mrs. 
Loudon  talk  with  Mrs. 
Walter  D.  Binger  of  New 
York. 


The  receiving  line.  From  right  to 
left:  Dean  Mackenzie,  Mrs.  Mac- 
kenzie, Mrs.  Young,  President 
C.  R.  Young,  Mrs.  McNaughton, 
General  McNaughton,  Mrs. 
Lalonde,  Mr.  J.  A.  Lalonde. 


THE  ENGINEERING  JOURNAL     March,  1942 


161 


THE  SMOKER 


1        "J     TU 

T.  1 

//l 

w  ■«, .  . 

Professor  French  enjoys  the  company  of  Dr.  A.  H.  White  of 
Ann  Arbor,  Mich.  In  the  background,  S.  N.  Tremblay  and 
Martin  Wolff. 


Mr.  Howe  aids  Jules  Comeau  in  the 
draw  for  War  Savings  Certificates. 


Left  to  right:  Max  V.  Sauer, 
R.  B.  Young  and  W.  A.  M.  Cook 
of  Toronto. 


was  obtained  and  will  appear  in  an  early  number  of  the 
Journal. 

The  President's  Dinner 

It  would  be  difficult  to  imagine  a  more  pleasant  affair 
than  the  dinner  given  by  Dean  Mackenzie  on  Wednesday 
evening  at  the  University  Club.  The  delightful  custom  of 
the  retiring  president  entertaining  his  predecessors  and 
officers  of  The  Institute  at  dinner  has  become  one  of  the 
most  enjoyable  features  of  an  annual  meeting.  It  is  always 
an  informal  occasion,  but  this  year,  with  such  an  inimitable 
chairman  and  host,  it  had  added  to  it,  a  brilliancy  that 
made  it  a  most  unusual  occasion. 

In  the  company,  which  totalled  sixty-four,  there  were 
nine  past  presidents  and  each  one  of  them  spoke  for  a  few 
minutes.  C.  C.  Knipmeyer,  President  of  the  National  Coun- 
cil of  State  Board  of  Engineering  Examiner  was  also  present 
and  contributed  a  delightful  impromptu  speech  in  which  he 
explained  that  he  came  from  the  west  and  therefore  was 
very  much  at  home  in  such  a  friendly  atmosphere. 

A  feature  of  the  programme  was  the  presentation  by  the 
president  of  a  Julian  C.  Smith  medal  to  Mr.  Beaudry 
Leman,  m.e.i.c,  president  of  the  Banque  Canadienne 
Nationale.  This  award  was  made  last  year  but  the  present- 
ation had  not  taken  place  as  Mr.  Leman  could  not  attend 
the  annual  meeting  in  Hamilton.  In  a  short  speech  he 
expressed  his  thanks  and  reminded  the  audience  of  his  long 
association  with  Mr.  Smith,  both  in  engineering  and  in 


business.  This  long  enduring  friendship  made  him  more  than 
ever  grateful  for  the  honour  which  had  been  done  him. 
As  would  be  expected,  the  chairman  kept  the  pitch  of 
the  meeting  at  a  high  level.  He  emphasized  the  values  that 
came  from  social  gatherings  such  as  this,  and  thought  it 
might  be  a  good  idea  to  continue  developing  this  day  so 
that  eventually  it  would  become  sufficiently  attractive  that 
officers  and  past  officers  without  fail,  would  come  from  all 
over  Canada  to  share  in  it.  It  would  afford  an  opportunity 
for  the  development  of  social  contacts  before  the  business 
of  the  annual  meeting  took  up  the  time  and  attention  of 
the  members.  It  might  be  called  "President's  Day." 

Social  Events 

J.  A.  Lalonde,  chairman  of  the  Montreal  Branch,  pre- 
sided at  the  luncheon  on  Thursday.  His  Worship  the  Mayor, 
Adhémar  Raynault,  welcomed  the  visitors  to  Montreal — 
in  both  French  and  English,  and  Vice-President  deGaspé 
Beaubien  spoke  on  behalf  of  the  Victory  Loan.  The  speaker 
of  the  day  was  the  Hon.  C.  D.  Howe,  Hon. m.e.i.c.,  Minister 
of  Munitions  and  Supply,  who  gave  the  best  talk  yet  heard 
on  Canada's  war  production.  Although  Mr.  Howe  spoke 
without  manuscript  or  notes,  his  address  was  recorded  and 
appears  in  full  in  this  Journal. 

R.  E.  Heartz,  retiring  chairman  of  the  Branch,  thanked 
the  speaker  in  a  manner  that  met  the  enthusiastic  approval 
of  the  audience. 

The  attendance  was  a  tribute  to  the  speaker.  It  amounted 


162 


March,  1942    THE  ENGINEERING  JOURNAL 


to  six  hundred  and  twenty-five — almost  two  hundred  higher 
than  any  previous  luncheon  attendance. 

Past-Presidents'  Dinner 

On  Thursday  evening  at  the  St.  James's  Club  the  past- 
presidents  and  their  ladies  were  dinner  hosts  to  the  out- 
going and  incoming  presidents,  C.  J.  Mackenzie  and  Mrs. 
Mackenzie,  and  C.  R.  Young  and  Mrs.  Young,  the  party 
breaking  up  in  time  to  join  with  the  others — the  ladies  at 
the  Engineers'  Club  for  bridge,  and  the  men  at  the  Windsor 
Hotel  for  the  smoker. 

The  Smoker 

The  annual  smoker  of  the  Montreal  Branch  has  been  a 
successful  affair  for  years,  but  when  combined  with  the 
annual  meeting  of  The  Institute,  it  reached  new  heights. 
An  attendance  of  eight  hundred,  and  an  excellent  pro- 
gramme of  entertainment  provided  an  evening  "packed" 
with  fun  and  amusement  (packed  is  the  right  word  for  it). 

Luncheon  Friday 

This  luncheon  was  presided  over  by  deGaspé  Beaubien, 
vice-president  of  The  Institute.  The  speaker  was  James  W. 
Parker,  president  of  the  American  Society  of  Mechanical 
Engineers  and  vice-president  and  chief  engineer  of  the 
Detroit  Edison  Company.  His  subject  was  "The  Manage- 
ment-Employee Problem  for  Engineers."  This  was  a  very 
timely  topic  and  the  address  can  be  studied  with  great 
advantage  to  labour  and  the  profession.  It  is  printed  in 
this  number  of  the  Journal. 

The  Banquet 

On  Friday  evening,  under  the  chairmanship  of  retiring 
President  C.  J.  Mackenzie,  the  annual  banquet  was  held  in 
Windsor  Hall.  No  other  Institute  function  has  ever  equalled 
this  in  numbers,  enthusiasm  or  emotional  attainment. 
Under  the  inspired  direction  of  the  chairman,  a  difficult 
programme  was  carried  out  in  a  manner  that  brought 
;reat  pleasure  to  the  entire  assembly. 

Lieut. -General  McNaughton  and  Mrs.  McNaughton 
were  the  guests  of  honour.  Other  special  guests  included  the 
presidents  of  the  seven  leading  engineering  societies  in  the 
United  States,  and  the  secretaries  of  six  of  them.  The  seven 
presidents  spoke  first — for  about  three  minutes  each.  These 
were  Ernest  B.  Black,  American  Society  of  Civil  Engineers, 
Dr.  Eugene  McAuliffe,  American  Institute  of  Mining  and 
Metallurgical  Engineers,  James  W.  Parker,  The  American 
Society  of  Mechanical  Engineers,  D.  C.  Prince,  American 
Institute  of  Electrical  Engineers,  Dr.  A.  H.  White,  Society 
'or  the  Promotion  of  Engineering  Education,  S.  D.  Kirk- 
Datrick,  American  Institute  of  Chemical  Engineers,  C.  C. 
Knipmeyer,  National  Council  of  State  Boards  of  Engineer- 
ng  Examiners.  Their  remarks  are  printed  elsewhere  in  this 
lumber  of  the  Journal. 

When  General  McNaughton  rose  to  speak  a  most  unusual 
iemonstration  developed.  Applause  and  cheering  broke  out 
'roTci  every  person  in  the  hall.  It  was  sustained  through  a 
ong  period  and  clearly  demonstrated  the  place  which  this 
çreat  man  holds  in  the  minds  and  hearts  of  the  engineers 
and  the  Canadian  people. 

He  spoke  of  the  need  of  more  and  better  equipment  so 
that  precious  lives  could  be  spared  in  the  battle  for  free- 
dom. He  spoke  with  the  emphasis  that  comes  from  knowl- 


edge and  conviction.  He  had  no  notes,  but  his  interest  and 
his  earnestness  carried  him  on  without  pause  or  hesitation. 
His  address  in  full  appears  in  this  number. 

Past-President  H.  W.  McKiel,  of  Sackville,  N.B., 
expressed  to  the  American  officers  the  appreciation  of  The 
Institute  for  their  attendance  at  the  meeting  and  the  kindly 
greetings  which  they  had  presented. 

The  retiring  president  introduced  Dean  C.  R.  Young  and 
turned  over  to  him  the  chair  and  gavel.  Dean  Young 
thanked  the  members  for  his  election  and  spoke  enthusi- 
astically of  the  future  of  The  Institute.  He  introduced  the 
new  officers  and  members  of  Council,  and  closed  the  session 
with  the  singing  of  "0  Canada." 

The  Reception 

After  the,  banquet  a  reception  was  held  in  the  Rose 
Room.  General  McNaughton  and  Mrs.  McNaughton 
graciously  joined  in  the  receiving  line  with  Branch  Chair- 
man and  Mrs.  J.  A.  Lalonde,  President  and  Mrs.  C.  R. 
Young  and  Past-President  and  Mrs.  C.  J.  Mackenzie. 

The  Dance 

Until  some  early  hour  in  the  morning  dancing  held  forth 
in  the  Rose  Room.  As  usual  this  was  a  popular  feature  of 
the  whole  meeting,  both  with  senior  members  and  juniors. 

Plant  Visits 

War  industry  afforded  an  unusual  opportunity  for  inspec- 
tion tours.  The  Canadian  Car  and  Foundry  plant  at  Longue 
Pointe  was  visited  to  see  the  making  of  shell  forgings  by 
the  new  methods,  followed  by  an  inspection  of  the  tank 
arsenal  at  the  Montreal  Locomotive  Works  adjacent  to  the 
forging  plant.  This  was  a  greatly  appreciated  privilege,  and 
the  number  requesting  tickets  exceeded  the  quantity  that 
could  be  handled.  Many  persons  were  disappointed,  but 
only  the  first  three  hundred  to  register  could  be  accommo- 
dated, and  admission  was  limited  to  members. 

Transportation  by  bus  was  excellently  arranged  right 
from  the  hotel  to  the  plants — a  convenience  much  appre- 
ciated by  out-of-town  members  and  local  members  as  well. 

Social  Centre 

The  feature  inaugurated  last  year  at  Hamilton  and 
known  there  as  "Muriel's  Room"  was  repeated  this  year  at 
Montreal.  Such  a  centre  conveniently  located  and  satis- 
factorily "equipped"  makes  it  possible  for  members  and 
guests  to  meet  socially  under  the  most  favourable  circum- 
stances. It  helps  to  keep  the  crowd  together  and  to  promote 
that  spirit  of  friendliness  and  cordiality  that  means  so  much 
to  the  success  of  a  meeting. 

As  a  tribute  to  the  Hamilton  Branch,  the  Montreal  com- 
mittee used  the  same  title  as  was  developed  at  last  year's 
meeting.  Incidentally,  the  Hamilton  room  was  formally 
known  as  the  Mural  Room.  A  slip  of  the  tongue  suddenly 
transformed  it  into  "Muriel's  Room."  Perhaps  it  will  now 
become  a  tradition — certainly  it  has  much  to  recommend  it. 

All  in  all,  the  meeting  was  outstanding  from  every  point 
of  view.  About  eleven  hundred  were  registered.  It  may  not 
be  possible  to  maintain  or  repeat  such  records  in  the  future, 
but  it  is  a  source  of  great  pleasure  and  gratification  to  know 
that  they  have  been  reached  and  experienced  in  this  year 
of  grace  1942. 


THE  ENGINEERING  JOURNAL     March,  1942 


163 


4bove:  Dean  C.  R.  Young  talks  with 
E.  M.  Proctor  In  the  background, 
W.  L.  McFaul  of  Hamilton. 


Right,  left  to  right:  A.  B.  Parsons, 
secretary  of  the  American  Institute 
of  Mining  and  Metallurgical  Engin- 
eers and  Professor  W.  G.  McBride, 
president  of  the  Canadian  Institute 
of  Mining  and  Metallurgy  and  reci- 
pient of  the  Julian  C.  Smith  medal. 


Above:  A.  II.  Hannaford,  secretary- 
treasurer  of  the  Hamilton  Branch, 
Georges  Burdett  and  Léon  Duchastel, 
secretary-treasurer  of  the  Montreal 
Branch. 


Above:  The  Lihrary  exhibit,  a  portion  of  the  display  of 
historic  documents,  pictures  and  books.  R.  F.  Legget 
facing  the  camera. 


Below:  In  Muriel's  room.  Right  to  left: 
E.  P.  Muntz,  N.  S.  Braden  of  Hamilton 
and  J.  Morse  in  the  background. 


Above:  J.  G.  Hall  and  Fraser  S.  Keith. 


Above:  J.  F.  Brett,  J.  A.  McCrory  and  G.  R.  McLeod. 


fHE  ENGINEERING  JOURNAL     March,  1942 


165 


SAID  AT  THE  BANQUET 

SHORT  SPEECHES  OF  PARTICULAR  INTEREST 


Greetings  from  American  Guests 

Ernest  D.  Black 
President 

AMERICAN  SOCIETY  OF  CIVIL  ENGINEERS 

It  is  my  privilege  and  honour  on  this  occasion  to  bear 
greetings  from  the  American  Society  of  Civil  Engineers  to 
The  Engineering  Institute  of  Canada,  and  to  assure  you 
that  at  this  time  our  close  neighbourly  and  professional 
ties,  prevailing  in  times  of  peace,  are  strengthened  and 
made  more  binding  at  this  time  because  of  our  united 
stand  in  the  war  against  a  common  enemy. 

Ten  days  ago,  the  chief  of  the  United  States  Corps  of 
Engineers  in  addressing  the  District  of  Columbia  section 
of  the  American  Society  of  Civil  Engineers  declared  that 
this  is  an  engineers'  war,  that  for  a  long  time  to  come  there 
will  be  no  engineering  as  usual  in  this  country,  and  that 
the  demands  of  the  war  effort  have  taken  and  must  con- 
tinue to  take  precedence  over  everything  else. 

In  spite  of  the  necessary  readjustments  in  the  personal 
work  and  plans  of  the  engineer  in  order  to  meet  the  changed 
conditions  while  they  are  on  the  "no  engineering  as  usual" 
basis,  there  can  be  no  doubt  that  the  engineers  of  Canada 
and  the  United  States  will  meet  the  war  situation  at  least 
as  effectively  as  it  has  been  met  by  the  engineers  of  the 
other  united  nations. 

The  engineer  has  and  accepts  a  responsibility  outside  of 
his  usual  activity,  and  that  is  to  do  his  part  in  helping  to 
determine  the  route  the  nations  of  the  world  must  follow 
in  order  to  return  all  peoples  to  the  lasting  peace  we  must 
eventually  secure.  In  accomplishing  this  as  we  look  forward 
into  a  somewhat  obscure  future,  we  should  not  forget  the 
laborious  conditions  of  the  past.  We  should  give  them  new 
considerations,  and  keep  alive  the  experiences  on  which  our 
country  has  been  so  firmly  built. 

We  have  every  reason  to  believe  in  the  ultimate  success 
of  our  course  if  we  can  combine  and  continue  the  endeavours 
of  the  united  engineers  of  the  nations,  for  the  purpose  of 
winning  this  war  against  civilization,  and  it  will  help  us  to 
accomplish  this  end  if  we  remember  that  this  is  an  en- 
gineers' war. 

Dr.  Eugene  McAuliffe 
President 

AMERICAN  INSTITUTE  OF  MINING  AND  METALLURGICAL 
ENGINEERS 

I  want  to  bring  you  the  greetings  of  the  American  Insti- 
tute of  Mining  and  Metallurgy,  including  our  students,  some 
15,500  strong.  It  is  a  far-flung  body  covering  a  wide  range 
of  territory,  for  we  have  members  on  every  continent  and  in 
practically  all  of  the  islands  of  the  Seven  Seas.  Many  are 
in  Canada. 

For  me  it  is  a  special  pleasure  to  be  here,  for  I  was  born 
under  the  Union  Jack,  and  as  a  child  lived  in  Canada. 
Unfortunately  my  visits  have  not  been  frequent,  perhaps 
about  four  times  in  seventy  years,  but  whenever  I  do  come 
back  here  it  is  refreshing  to  meet  people  of  my  blood  and 
my  faith.  It  is  a  great  privilege  to  be  here  tonight. 

James  W.  Parker 

President 

THE  AMERICAN  SOCIETY  OF  MECHANICAL  ENGINEERS 

When  I  had  the  honour  of  speaking  at  the  luncheon  todayj 
I  felt  a  little  on  my  dignity  in  representing  The  American 
Society  of  Mechanical  Engineers.  I  brought  that  society's 


166 


greetings  and  ask  you  to  consider  that  they  have  been 
repeated.  The  friendship  of  The  American  Society  of 
Mechanical  Engineers  for  this  sister  institution  in  Canada 
is  of  long  standing,  and  is  a  very  firm  and  cordial 
relation. 

But  this  evening  I  speak  for  myself.  It  seems  impossible 
that  in  the  short  space  of  time  in  which  I  have  been  in 
Montreal  I  could  be  made  to  feel  so  perfectly  at  home.  I 
often  think  that  we  need  not  be  at  all  sentimental  over  the 
friendship  between  the  people  of  the  United  States  and  the 
people  of  Canada.  We  are  peoples  of  many  common 
heritages.  We  look  back  to  the  same  literature,  the  same 
historical  past,  the  very  beginnings  of  freedom — those 
things  that  you  Canadians  look  back  to  with  reverence, 
we  look  back  to  with  reverence,  too,  because  they  are  our 
heritage  as  well  as  yours. 

As  for  being  friends  with  you,  these  facts  make  it  very 
natural.  I  remember  the  comment  of  a  newspaper  editor 
on  a  news  item  on  his  desk  which  reported  that  a  boy 
had  stolen  a  dog.  The  editor  said,  "What  an  impossible 
statement.  A  boy  doesn't  steal  a  dog.  The  boy  looks  at 
the  dog  and  the  dog  looks  at  the  boy  and  they  go  off 
together." 

Well,  Ladies  and  Gentlemen,  our  friendship  with  Canada 
is  just  about  as  easy  as  that. 

D.  C.  Prince 

President 

AMERICAN  INSTITUTE  OF  ELECTRICAL  ENGINEERS 

I  feel  today  like  one  of  the  children  saying  his  part  of 
"The  House  that  Jack  Built."  For  instance,  Mr.  Black  had 
all  his  notes  and  went  along  as  smoothly  as  could  be.  Then 
others  come  along,  each  having  thought  of  the  nicest  things 
to  say.  Now,  my  turn  comes  and  it  is  my  pleasure  as  well  as 
my  privilege  to  echo  the  friendly  sentiments  that  have  been 
expressed. 

But  I  want  to  put  in  a  few  words  for  myself  and  my 
group.  We  are  by  these  gatherings  learning  how  to  fight  the 
war  together;  they  give  us  valuable  opportunities  to  learn 
how  to  work  together,  so  we  may  combine  effectively  in 
fighting  for  peace  afterwards. 


Dr.  A.  H.  White 

President 

SOCIETY   FOR  THE   PROMOTION  OF   ENGINEERING  EDUCATION 

You  will  notice  that  the  Society  for  the  Promotion  of 
Engineering  Education  does  not  have  the  title  of 
"American"  in  front  of  it.  I  am  really  at  home  here, 
and  not  a  foreigner,  because  the  Canadian  universities 
are  members  of  that  society  as  institutional  members. 
Indeed  most  of  the  teachers  in  your  engineering  schools 
are  also  members  of  the  Society  for  the  Promotion  of 
Engineering  Education,  so  I  can  speak  here  as  a  host  and 
welcome  you. 

We  have  all  been  made  to  feel  at  home.  We  have  had  a 
wonderful  time.  For  me  there  are  special  memories  attach- 
ing to  Montreal,  because  fifty-two  years  ago  I  was  a  freshman 
in  McGill  University.  It  is  true  that  I  only  stayed  there  one 
year  and  I  won't  say  anything  about  that.  But  it  is  a  very 
great  pleasure  to  learn  about  the  wonderful  work  the 
Canadian  universities  are  doing,  and  the  achievements  of 
their  engineers.  We  are  in  fact  all  working  together  to 
make  engineers  better  trained,  not  only  for  war  but  for  the 
future. 

March,  1942    THE  ENGINEERING  JOURNAL 


S.    D.   KlRKPATRICK 

President 

AMERICAN  INSTITUTE  OF  CHEMICAL  ENGINEERS 

I  would  like  to  take  a  minute  or  two  to  bring  you  greet- 
gs,  not  from  one  of  the  great  founder  societies,  but  from  a 
3re  foundling,  that  at  the  beginning  of  the  century  was 
st  a  baby  left  on  the  doorstep  of  the  Engineering  Societies 
ulding  in  New  York. 

When  that  was  discovered,  some  rather  searching  ques- 
>ns  about  its  parentage  were  asked.  Some  there  were  who 
sisted  the  father  was  mechanical  engineering.  Others 
ought  that  perhaps  electrical,  or  even  civil  engineering, 
is  the  father.  Whether  or  not  this  strange  Institute  of 
îemical  Engineering  had  been  sired  by  mechanical 
gineering,  we  all  knew  it  had  been  damned  by  chemistry. 

You  see  the  infant  was  allowed  to  claim  the  proud  name 
chemical  engineering,  but  was  not  welcomed  into  the 
aer  circles  of  engineering.  Rather,  it  was  sent  back  to 
e  crowded  tenements  of  modern  chemistry.  They  put 
emical  engineering  in  the  attic  or  down  in  the  basement, 
d  it  came  to  be  known  as  industrial  chemistry. 

It  was  not  a  bad  boy,  but  was  always  getting  into  trouble 
)wing  up  things  with  its  crazy  experiments,  so  that  a  sigh 
relief  went  up  when  he  enlisted  in  the  first  World  War, 
listed  for  the  duration. 

In  four  years  the  youngster  helped  his  country  to  build  a 
3at  chemical  industry  that  supplied  munitions  for 
nerica  and  the  Allies,  and  when  peace  came  made  a 
table  contribution  to  the  health,  happiness  and  security 
the  nation.  The  basis  was  laid,  too,  for  what  some  of  us 
ink  is  an  important  branch  of  the  engineering  profession. 

In  our  country,  in  most  of  the  educational  institutions 
ad  I  think  it  is  the  same  here  in  Canada),  chemical 
gineering  is  second  only  to  mechanical  in  enrolment.  It 
ids  all  others  in  the  graduate  schools.  In  chemical  engineer- 
;  one  graduate  in  six  goes  on  for  a  Master's  or  a  Doctor's 
gree,  compared  with  one  in  ten  in  all  branches  of  en- 
îeering. 

One  of  our  distinguished  members,  the  late  Dr.  Arthur  B. 
ttle,  a  great  and  good  friend  of  the  Dominion,  worked  for 
e  Canadian  government  on  a  survey  of  the  resources  of 
e  Dominion,  and  he  used  to  like  to  say  that  chemical 
gineering  was  in  its  energetic  and  elastic  youth,  with  the 
3t  chapter  of  the  Book  of  Genesis  yet  to  be  written. 

Mr.  Tyler  and  I  have  thoroughly  enjoyed  your  meeting, 
d  the  duty  of  representing  the  American  Institute  of 
lemical  Engineers  has  been  a  pleasure. 

So,  on  behalf  of  the  little  foundling,  I  want  to  express  deep 
preciation  for  the  honour  and  the  courtesies  we  have 
reived  at  your  hands. 

C.  C.  Knipmeyer 

President 

NATIONAL  COUNCIL  OF  STATE  BOARDS  OF  ENGINEERING 
EXAMINERS 

Before  coming  to  this  meeting  of  The  Engineering 
stitute  I  knew  that  I  would  meet  with  many  fine  en- 
leers  and  good  neighbours.  I  expected  to  make  some 
ends,  but  did  not  dream  that  such  warmth  of  friendship 
)uld  be  showered  on  me.  My  feelings  have  been  very 
eply  stirred  by  your  welcome  and  I  shall  be  proud  and 


happy  to  report  this  to  each  member  of  each  board  of  the 
forty-six  Boards  of  Engineering  Registration  in  the  United 
States  regarding  my  reaction  to  things  here.  They,  in  turn, 
will  pass  the  word  to  all  of  the  seventy  thousand  registered 
engineers  of  the  United  States. 

Dean  Mackenzie  Introduces  Dean  Young 

I  have  come  to  my  last  duty  as  the  outgoing  president 
of  The  Engineering  Institute  of  Canada.  It  is  a  great 
privilege  to  have  the  very  pleasant  task  of  inducting  the 
new  president,  Dean  C.  R*  Young. 

Dean  Young  needs  no  introduction  to  Canadian  or 
American  engineers.  Crowning  his  long  years  of  service  as  a 
leading  Canadian  educationalist  he  has  recently  been 
appointed  dean  of  the  largest  engineering  school  in  the 
British  Empire. 

As  a  consulting  engineer  he  has  had  long  and  extensive 
practical  experience;  the  many  structures  he  has  designed 
and  built  are  in  themselves  a  lasting  monument  to  his 
ability.  As  an  author  he  has  to  his  credit  several  books  and 
innumerable  papers  and  withal  he  has  been  one  of  the  most 
industrious,  competent  and  distinguished  workers  in 
Institute  and  public  affairs  that  Canada  has  produced. 
The  Institute  is  most  fortunate  in  its  new  president. 

I  hand  over  the  reins  of  office  to  you,  Dean  Young,  with 
every  confidence  that  in  the  critical  year  of  1942  this 
Institute  could  not  be  in  better  hands. 


President  Young  Takes  the  Chair 

Anyone  in  my  present  situation  would,  I  am  sure,  feel  as 
I  do,  a  very  great  satisfaction  in  having  been  entrusted  with 
the  presidency  of  The  Engineering  Institute  of  Canada  for 
the  coming  year.  I  am  particularly  delighted  to  assume 
office  in  the  presence  of  this  great  company  and,  in  par- 
ticular, in  the  presence  of  Canada's  greatest  soldier,  and 
of  the  leaders  of  engineering  in  the  United  States  of 
America. 

The  Engineering  Institute  of  Canada  has  built  up  for 
itself  in  the  last  fifty-five  years  a  magnificent  tradition. 
Dean  Mackenzie  has  been  preceded  by  a  long  line  of  dis- 
tinguished engineers — by  the  Keefers,  whose  standing  cor- 
responds to  that  of  Telford  and  the  Stephensons  in  Britain; 
by  Sir  Casimir  Gzowski,  whose  name  is  commemorated  in 
one  of  our  prizes;  by  Sir  John  Kennedy  ;  by  that  fine  French- 
speaking  engineer,  Ernest  Marceau. 

These,  and  many  other  eminent  men,  have  in  their  time 
contributed  to  the  success  and  the  honour  of  this  Institute. 
It  is  my  hope  that  I  may  in  my  term  of  office  be  able  to 
contribute  some  little  measure  of  addition  to  that  success. 

This  year  we  have  assuming  office  a  Council  which  I 
think  will  fully  maintain  the  reputation  of  the  Councils 
that  have  been  responsible  for  the  affairs  of  the  Institute  in 
past  years.  As  is  the  custom,  a  number  of  new  members  of 
Council  are  elected  each  year.  I  shall  therefore  call  upon 
the  newly-elected  members,  and  ask  them  to  rise  so  that 
the  audience  may  see  them  in  the  flesh  .   .   . 

Now  I  am  going  to  ask  you  to  conclude  the  banquet  by 
the  singing  of  that  song  that  means  so  much  in  this  part  of 
Canada — "O  Canada."  And  I  am  going  to  ask  our  French- 
speaking  engineers  to  respond  particularly,  as  they  are  most 
capable  of  doing.  Please  show  our  visiting  friends  from  the 
United  States  how  the  French-speaking  engineers  sing 
"O  Canada." 


HE  ENGINEERING  JOURNAL    March,  1942 


167 


Abstracts  of  Current  Literature 


UNDERGROUND  PARKING  AIDS  TRAFFIC 
HANDLING  IN  BUENOS  AIRES 

By  F.  A.  Zamboni,  City  Engineer,  Buenos  Aires,  Argentina. 

From  Engineering  News-Record,  October  23,  1941 

Three  years  ago  the  first  two  municipal  underground 
parking  lots  in  a  programme  contemplating  a  total  of 
eight  such  traffic  relief  facilities  were  placed  in  service  in 
Buenos  Aires.  These  two  initial  units,  with  a  capacity  of 
756  cars,  have  proved  a  distinct  aid  in  relieving  traffic 
congestion,  and  their  operation,  which  includes  a  mechan- 
ical ventilation  system,  has  shown  that  such  facilities  can 
be  made  self-liquidating  through  a  small  parking  fee 
(about  15  cents)  and  rents  from  sales  rooms,  repair  shops 
and  poster  advertising.  Because  the  results  have  been  so 
satisfactory  it  is  hoped  that  the  entire  programme,  pro- 
viding accommodations  for  6,770  cars,  can  now  be  com- 
pleted. 

The  first  two  subterranean  parking  garages  were  built 
in  connection  with  the  widening  of  the  Avenida  Nueve  de 
Julio  for  which  a  strip  of  old  buildings  a  block  wide  and 
five  blocks  long  was  removed;  eventually  it  is  planned  to 
extend  this  tree-lined  boulevard  completely  across  the 
city,  but  the  expense  will  be  large  since  the  work  so  far 
completed,  including  the  underground  parking  garages, 
cost  over  $6,000,000.  (U.S.). 

The  commercial  area  of  Buenos  Aires,  where  traffic 
congestion  is  greatest,  is  located  on  the  rim  of  the  city, 
rather  than  near  the  geographical  centre,  as  is  the  case 
in  many  cities.  Subway  lines  radiate  in  three  directions 
from  this  commercial  area,  and  it  is  on  these  lines  near 
the  limits  of  this  area  where  the  remainder  of  the  parking 
facilities  are  to  be  built.  The  two  existing  parking  gar- 
ages, however,  are  almost  in  the  centre  of  the  commercial 
area. 

Two  parking  garages  are  already  built.  Both  are  200' 
wide.  One  is  800'  long,  the  other  400'.  Ramps,  each  made 
up  of  three  11'  lanes,  give  access  to  the  garages  on  either 
side;  experience  in  operation  has  indicated  that  two  lanes 
would  have  given  ample  capacity.  The  garage  structure 
is  of  reinforced  concrete,  columns  with  flaring  capitals 
carrying  18"  deep  flat  slab  panels  20'  x  25'  in  plan.  The 
ceiling  height  in  the  garages  is  15'.  Although  these  gar- 
ages are  all  on  one  level,  several  of  two-story  type  are 
planned  for  the  future  programme. 

U.S.  CONCRETE  BARGE  PROGRAM 

From  Engineering  News-Record,  October  23,  1941 

The  U.  S.  Maritime  Commission  has  decided  to  start 
its  program  of  building  concrete  barges  somewhat  more 
conservatively  than  originally  intended  by  limiting  the 
initial  construction  to  fifteen  barges — the  east,  west  and 
gulf  coasts  to  build  five  each.  The  commission  has  de- 
veloped two  alternative  types  of  contract  to  be  used,  one 
a  modified  form  of  fee  contract,  while  the  other  is  a  lump- 
sum contract  incorporating  an  escallator  clause.  Contrac- 
tors will  be  offered  their  choice  between  the  two  forms. 

The  "  cost-plus-a-variable-fee  "  contract  is  designed  to 
give  the  contractor  the  protection  of  a  cost-plus  contract, 
but  at  the  same  time  to  offer  him  an  incentive  to  hold  the 
costs  down.  Under  this  contract  an  estimated  unit  cost 
per  vessel  is  set  up.  This  cost  is  broken  down  into  esti- 
mated monthly  payments,  divided  between  labor  and 
material  expenditures.  Monthly,  thereafter,  the  estimated 
cost  will  be  adjusted  according  to  the  fluctuation  of  the 
Bureau  of  Labor  Statistics  index  of  hourly  earnings  in 


168 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


durable  goods  manufacturing  industries  and  the  bureau's 
index  of  wholesale  metal  prices. 

As  the  work  progresses,  the  contractor  will  be  paid  his 
actual  costs,  including  overhead  "  incident  and  necessary  " 
to  the  job.  At  the  completion  of  each  vessel  he  will  receive 
a  fee  of  15  per  cent  of  the  adjusted  estimated  cost.  If  the 
actual  cost  plus  the  fee  is  greater  than  the  adjusted  esti- 
mated cost,  that  is  that.  If,  however,  the  actual  cost  runs 
lower  than  the  estimate,  the  contractor  receives  half  of 
the  savings.  Total  of  cost  savings  allotted  to  the  con- 
tractor plus  bonuses  or  minus  penalties  is  limited  to  seven 
per  cent  of  the  estimated  cost.  A  time  schedule  will  be 
written  into  the  contracts.  Liquidated  damages  of  $50 
daily  will  be  charged  for  failure  to  meet  the  schedule,  and 
a  like  sum  will  be  paid  as  a  bonus  if  the  schedule  is  ex- 
ceeded. 

The  commission  may  cancel  the  contract  upon  payment 
to  the  contractor  of  his  actually  incurred  costs  plus  ten 
per  cent  of  the  costs  or  six  per  cent  of  the  estimated  total 
cost  times  the  percentage  of  completion  achieved  at  the 
time  of  the  contract's  cancellation — whichever  of  these 
two  quantities  is  smaller. 

The  lump-sum  form  of  contract  provides  for  the  estab- 
lishment of  a  unit  price  per  vessel  to  be  paid  the  contrac- 
tor. This  price  is  to  be  adjusted  for  variations  in  ma- 
terial and  labour  costs  in  the  same  way  as  is  the  esti- 
mated cost  figure  in  the  variable-fee  contract  already 
described.  Provision  is  made  for  liquidated  damages,  but 
there  is  no  bonus  for  early  completion.  If  the  contract  is 
cancelled  by  the  commission,  the  contractor  will  be  paid 
for  work  accomplished  in  terms  of  a  percentage  of  the 
contract  unit  price  and  will  also  be  paid  any  cancellation 
fees  he  has  to  pay  to  his  suppliers  and  sub-contractors. 

The  contractor's  profit  under  the  lump-sum  contract  is 
limited  to  ten  per  cent  of  the  contract  price,  and  any  ex- 
cess must  be  turned  back  to  the  commission. 

ADAPTION  OF  MOTOR  DESIGN 
TO  CEMENT  MAKING 

Robert  Williamson* 

Cement  is  a  dry,  fine  powder.  It  follows  that  dust  i 
present  in  the  cement  works.  Motors  used  in  its  manu- 
facture must  be  capable  of  100  per  cent  efficiency  in  dust- 
laden  atmosphere.  Motors  of  the  standard  protected  type, 
with  self-ventilation  by  means  of  a  fan,  are  adequate  in 
dry  air  but  in  wet  air  motors  of  the  totally  enclosed,  fan 
cooled  type  must  be  used.  Nevertheless,  with  well  built 
works,  most  drives  can  be  entrusted  to  standard  protected 
type  motors. 

Torque  determines  the  type  of  motor,  the  highest  starting 
torque  being  necessary  where  considerable  out-of-balance 
load  has  to  be  overcome  and  an  appreciable  mass  acceler- 
ated. 

Other  types  of  drive,  where  the  mass  to  be  accelerated 
is  large,  even  without  excessive  friction,  also  demand  a 
slipring  motor. 

In  large  installations,  power  factor  improvement  is  im- 
portant. This  can  be  effected  by  synchronous  induction 
motors  for  driving  one  or  more  of  the  larger  machines. 
These  give  a  high  starting  torque,  and  can  be  arranged  to 
run  at  a  loading  power  factor  compensating  for  the  lagging 
current  taken  by  other  units. 


London  Correspondent  of  The  Engineering  Journal. 


March,  1942    THE  ENGINEERING  JOURNAL 


In  one  Works,  current  is  taken  from  10,000-volt  three- 
hase  50-cycle  mains,  and  stepped  down  to  440  volts  in 
ubstations  at  the  main  works  and  the  quarry.  The  quarry 
ubstation  gives  a  separate  supply  for  a  wash  mill  plan, 
hie  440-volt  circuits  being  controlled  by  two  G.E.C.  in- 
ustrial  pedestal  switchboards.  One  board  controls  feeders 
o  a  chalk  excavator  and  wash  mill  and  to  a  wet  tube  mill 
nth  its  auxiliaries,  while  the  other  controls  various  motor 


rives. 


Wash  Mills 


Raw  material  for  cement  is  obtained  from  "low"  and 
high"  quarries,  the  first  being  low  carbonate  materials, 
be  second,  high  carbonate  materials.  These  are  dug  by 
ncket  type  electric  excavators  and  conveyed  in  one  yard 
ragons  by  diesel  locomotives  to  the  washing  plant. 

Chalk  from  the  "low"  quarry  is  reduced  to  4-5  in.  lumps 
nd  fed  into  the  first  wash  mill  to  form  "slurry"  which  is 
Dreed  through  gratings  into  a  sump,  and  pumped  to  storage 
anks  or  to  the  second  wash  mill  where  high  carbonate 
laterial  is  added.  Material  put  into  storage  from  No.  1 
rash  mill  is  used  as  a  standby  when  No.  1  is  not  working. 

Electrical  equipment  in  this  section  comprises  a  150-hp- 
•60-rpm.  440-volt  G.E.C.  synchronous  induction  motor 
with  liquid  starter  and  oil  circuit  breaker). 

Slurry 

The  slurry  from  No.  1  wash  mill,  and  chalk  from  the 
'high"  quarry,  after  passing  a  roller  mill,  are  next  mixed 
a  No.  2  wash  mill,  which  has  screens.  The  product  of  this 
aill  is  screened  and  then  passes  by  gravity  to  a  wet  tube 
trill. 

The  slurry  is  then  pumped  to  the  storage  tanks,  which 
re  air-agitated  by  compressed  air  at  30  lb.  per  sq.  in. 
•ressure  by  a  rotary  compressor  direct  coupled  to  a  50  hp. 
lipring  induction  motor.  The  storage  tanks  have  a  capacity 
if  16,000  cu.  ft. 

The  Kiln 

The  slurry  is  pumped  from  the  storage  tanks  into  a  small 
nixer  agitated  by  a  10-hp.  squirrel  cage  motor  and  thence  it 
3  passed  by  a  three  throw  ram  pump  through  worm  and 
pur  gearing,  into  a  calcinator  feeding  into  the  kiln. 

The  500-ton  kiln  is  a  rotary  and  consists  of  a  steel  tube 
ined  with  firebrick  and  fitted  with  four  cast  steel  tires 
unning  on  pairs  of  rollers.  The  speed  is  from  1  rev.  in 
6  seconds  (minimum)  to  1  rev.  in  55  seconds  (maximum). 
?he  kiln  is  driven  by  a  single  85-hp.,  440-volt,  3-phase, 
i0  cycles,  variable  speed  slipring  induction  motor  through 
riple  reduction  spur  gearing. 

The  slurry  travels  slowly  down  the  whole  length  of  the 
iln  to  the  "clinkering"  zone,  being  successively  dried,  cal- 
ined,  and  sintered  as  the  temperature  increases  from  about 
>0  at  entry  to  about  2,700  deg.  F.  at  the  furnace  end.  Here 
he  clinker  is  discharged  on  to  a  grate  cooler.  It  is  next 
aken  by  a  shaker  conveyor  and  elevator  to  the  coal  and 
linker  store. 

Grinding 

Next  comes  the  grinding  of  the  clinker  (plus  gypsum) 
a  the  clinker  mill  house.  Preliminary  grinding  is  carried 
tut  in  two  rod  mills,  driven  through  gearing  from  line 
hafting.  The  discharges  from  the  rod  mills  are  passed  to 
,  large  tube  mill,  driven  through  gearing  by  a  400-hp. 
5.E.C.  synchronous  induction  motor  for  further  grinding. 

Packing 

The  cement  is  now  in  its  final  form  and  is  discharged  to 
i  pneumatic  conveying  system  and  is  taken  to  storage  bins. 

The  pneumatic  conveying  systems  are  supplied  with  air 
)y  three  reciprocating  compressors  driven  by  slipring 
notors,  two  of  45  hp.  and  one  of  70  hp. 

Valve  type  bag  packers  fill  the  cement  bags  at  the  rate 
>f  35/50  tons  per  hour. 


Coal  Handling  Plant 

On  arrival  the  coal  is  discharged  into  a  receiving  hopper, 
from  which  it  is  fed  to  a  vertical  elevator  leading  to  a 
band  conveyor,  which  takes  it  to  the  coal  and  clinker  store. 
From  storage  it  is  taken  via  a  magnetic  separator  and 
elevators  to  hoppers  leading  to  an  air-swept  ball  mill,  which 
is  gear  driven  by  a  75-hp.  slipring  motor. 

In  the  coal  and  clinker  store — 400  ft.  long  by  60  ft. 
wide — wet  and  dry  coal  is  distributed  and  the  clinker  han- 
dled by  a  5-ton  overhead  crane  fitted  with  three  slipring 
motors,  25  hp.  for  hoisting,  12  hp.  for  longitudinal  travel- 
ling, and  43^2  hp.  for  cross  travel. 

The  works  fitting  shop  contains  a  shaping  machine,  drill, 
screwing  machine,  saw,  two  lathes  and  two  grinders,  all  of 
which  are  driven  from  line  shafting  by  a  20-hp.  motor. 

Motors  and  Control  Gear 
With  the  exception  of  the  large  synchronous  induction 
motors  on  the  chalk  mill  and  the  clinker  tube  and  the 
kiln  motor,  all  the  motors  mentioned  are  standard  440-volt 
G.E.C.  "Witton"  induction  machines  of  the  protected  type 
running  at  about  720  or  960  rpm. 

SIXTY  YEARS  AGO 

Submarine  Artillery 
From  The  Engineer  (London),  November  21,  1941 
On  November  14th,  1881,  a  public  trial  of  Ericsson's 
torpedo  boat,  the  Destroyer  took  place  at  New  York.  The 
trials  were  reported  to  have  been  in  every  way  successful. 
The  Destroyer  was  an  armour-clad  torpedo  boat,  130' 
long,  11'  deep  and  12'  wide.  She  had  engines  of  about 
1,000  I.H.P.  and  her  speed  was  said  to  be  16  knots.  Her 
novel  feature  lay  in  the  fact  that  she  carried  a  long  tube 
on  her  keelson,  the  muzzle  of  which  was  6'  below  water. 
From  this  tube  there  could  be  discharged  elongated  pro- 
jectiles carrying  as  much  as  350  lb.  of  dynamite.  The 
projectiles  were  stated  to  be  made  of  wood  and  they  were 
propelled  out  of  the  submarine  gun  by  steam  pressure. 
Reports  received  from  New  York  stated  that  during  the 
trials  a  projectile  carrying  a  charge  of  12  lb.  of  powder 
had  travelled  600'  under  water  and  had  penetrated  a  tor- 
pedo net  and  a  target  representing  the  bottom  of  an  iron- 
clad. In  a  leading  article  in  our  issue  of  November  18th, 
1881,  we  sought  to  show  that  Ericsson's  invention  had 
been  anticipated  in  principle  by  Robert  Fulton,  who  in 
1813  carried  out  experiments  to  discover  what  could  be 
done  with  guns  fired  under  water.  He  found  that  a  ball 
fired  with  12  lb.  of  powder  from  a  "  columbiad  "  with  its 
muzzle  2'  under  water  passed  clean  through  a  target  3' 
thick  placed  6'  from  the  muzzle  of  the  gun.  Following 
his  experiments  Fulton  designed  a  ship  fitted  to  discharge 
a  broadside  of  submarine  ordnance,  but  nothing  further 
seems  to  have  been  done  with  the  idea  until  1857,  when 
Whitworth  made  some  experiments  on  submarine  artillery. 
In  one  experiment  carried  out  at  Portsmouth,  Whitworth 
used  a  110  lb.  Armstrong  gun,  which  was  fixed  on  a  plat- 
form below  high-water  mark,  loaded  when  the  tide  was 
out  and  fired  when  the  tide  was  in.  With  a  charge  of  12 
lb.  of  powder  this  gun  sent  its  projectile  clean  through 
a  13y2"  baulk  at  a  range  of  25'.  In  1862  Whitworth  ex- 
tended his  experiments  by  firing  underwater  shots' against 
the  side  of  a  wooden  hulk  protected  by  six  %"  boiler 
plates.  With  a  conical  shot  the  hulk's  side  was  destroyed 
over  a  considerable  area.  In  the  same  year  Forbes,  an 
American,  carried  out  a  number  of  similar  experiments 
and  entered  into  a  contract  with  the  United  States  Gov- 
ernment to  construct  a  partially  armoured  gunboat  carry- 
ing a  submarine  gun.  The  contract,  however,  was  not 
carried  out.  Concluding,  we  referred  to  some  experiments 
then  being  made  by  our  own  Government,  in  which  a  light 
iron  case  resembling  a  fish  torpedo  in  shape  was  propelled 
through  the  water  by  the  discharge  of  gas  at  its  tail  after 
the  manner  of  a  rocket. 


fHE  ENGINEERING  JOURNAL    March,  1942 


169 


MORALE 

Editorial  from  Army  Ordnance,  Nov.-Dec.,  1941 

The  popular  morale  of  the  nation — as  distinguished 
from  the  military — is  its  collective  mental  state  affected 
by  such  factors  as  zeal,  confidence,  spirit,  and  hope.  Our 
popular  morale  as  regards  the  all-out  effort  for  arms  pro- 
duction is  not  as  high  as  it  should  be.  Yet,  unless  that 
morale  is  of  the  highest,  the  armament  production  job 
will  fail.  We  had  better  diagnose  the  malady  quickly 
and  adopt  a  remedy  at  once.  For  as  popular  morale  goes, 
so  goes  everything  else — the  fighting  forces  as  well  as  the 
human  machinery  of  arms  production.  What  are  the 
causes  of  this  low  morale,  and  what  are  the  remedies? 
Every  fair-minded  patriotic  person  will  demand  that 
adequate  remedies  be  applied,  no  matter  what  the  cost. 

In  seeking  the  causes  one  has  only  to  remember  the 
shabby  pacifism  of  the  American  people  during  the  last 
two  decades.  We  are  now  paying  the  price  of  that  paci- 
fism, and  no  amount  of  tall  talk  can  undo  the  damage 
done  by  years  of  idiocy.  And  the  guilt  should  not  be 
spread  thin. 

The  pacifism  of  the  press  did  untold  harm  to  the  na- 
tional defense  of  the  United  States  by  its  hypercritical 
denunciations  of  things  military — especially  military 
training  and  planning.  It  was  the  press  that  fanned  to 
fever  heat  the  stupid  crusade  against  armament  manu- 
facture and  developed  an  attitude  of  mind  on  the  part  of 
the  people  wherein  arms  making  became  synonymous 
with  warmongering. 

The  pacifism  of  the  pulpit  all  too  frequently  spoke  in 
derogation  of  military  discipline  and  training.  It  helped 
to  inculcate  in  youth  an  unrealistic  view  of  the  problems 
of  war  and  peace.  It  was  the  pulpit  that  often  miscon- 
strued the  cause  and  effect  of  war.  It  was  the  pulpit 
— of  all  places — that  frequently  branded  as  unchristian 
the  discipline  of  the  soldier,  the  dignity  of  hard  work,  the 
thrift  of  the  wise. 

The  pacifism  of  the  politician  was  exceptionally  blatant 
during  those  years  in  its  childish  crusades  against  our 
national-defense  machine.  Some  clumsy  politicians  did 
irreparable  damage  when  they  turned  the  technique  of 
smear  campaigning  upon  "  munitions  makers  "  and  other 
exponents  of  military  preparedness.  Consummate  hypo- 
crites, other  politicians  all  but  starved  the  defense  forces 
while  wasting  billions  of  dollars  on  make-believe  hard 
times.  It  was  the  cheap  politician  who  misled  the  people 
by  broadcasting  his  own  ignorance  of  the  national  de- 
fense at  a  time  when  his  voice  should  have  been  raised  in 
the  soundest  support  of  it. 

The  pacifism  of  the  pedagogue  was  yet  more  serious. 
It  went  to  such  extreme  lengths  as  to  permit  an  alien 
visitor  to  our  shores  (now  safely  established  in  one  of  our 
larger  universities) ,  to  urge  the  youth  of  America  to  re- 
nounce arms  for  the  defense  of  country,  thereby  striving 
to  indoctrinate  our  young  men  with  the  contemptible 
treachery  of  the  Oxford  Union  and  the  Communist.  It 
was  a  misguided  pedagogue  who  germinated  false  doctrines 
concerning  war  and  peace  akin  to  his  other  false  theories. 

What  is  the  remedy?  There  is  only  one — sound  gen- 
eralship. Not  alone  the  generalship  of  the  battlefield  but 
the  generalship  in  the  factory,  on  the  farm,  in  the  home. 
We  have  such  generalship  in  the  fighting  forces  ;  we  do  not 
have  enough  of  it  among  our  civilian  leaders.  Too  many 
of  them  are  afraid  of  their  shadows!  Until  leaders  come 
forward  in  all  the  respective  spheres  of  action  to  contest 
the  false  doctrines  that  undermine  our  national  strength, 
the  arms-production  programme,  and  indeed  every  pro- 
gramme for  the  welfare  of  our  country,  will  progress  at 
only  a  snail's  pace.  Such  generalship,  as  far  as  the  na- 
tional defense  is  concerned,  requires  a  deep  knowledge  of 


the  problem.  Arms  production  is  a  difficult  task  even  for 
American  manufacturing  ingenuity.  It  is  a  field  that  has 
no  place  for  ignoramuses,  theorists,  or  prima  donnas. 
Fearless  men  in  civil  life,  imbued  with  a  sense  of  sound 
generalship,  will  be  the  salvation  of  our  armament  effort, 
for  they  alone  can  instill  the  zeal,  confidence,  spirit,  and 
hope  that  are  popular  morale.  "  Free  peoples  can  escape 
being  mastered  by  others  only  by  being  able  to  master 
themselves.  '"' 

RUSSIA'S  INDUSTRIES 

From   Trade   and  Engineering   (London),   November,  1941 

During  the  past  month  further  important  manufactur- 
ing districts  of  European  Russia  have  been  overrun  by 
Hitler's  hordes  and  hirelings.  The  U.S.S.R.  has  suffered 
grievous  losses  in  consequence,  but  by  steadily  pursuing 
its  scorched  earth  policy  it  has  minimized  the  enemy's 
immediate  economic  gains. 

The  highly  intensive  activity  of  the  Donetz  Basin, 
which,  during  the  past  three  months,  has  contributed 
greatly  to  the  Soviet  War  effort,  has  come  to  an  end. 
Operatives  have  been  transferred  elsewhere,  chiefly  to 
the  Urals,  where  buildings,  materials,  and  machinery 
have  been  prepared  for  them.  Kharkov,  whose  factory 
equipment  has  been  either  removed  or  destroyed  by  the 
Russians,  has  been  a  leading  centre  of  machinery  manu- 
facture, with  one  of  the  largest  single  plants  for  produc- 
ing aircraft,  a  tractor  works,  machine  tool  plants,  loco- 
motive works,  and  electrical  engineering  concerns  in  the 
near  neighbourhood. 

Rostov  has  been  known  for  its  great  agricultural  ma- 
chinery factory.  Skilled  munition  and  other  workers  have 
been  withdrawn  from  the  districts  of  Kharkov,  Moscow, 
and  the  Ukraine,  and  large  numbers  have  taken  up  em- 
ployment in  factories  and  mines  in  the  newly  developing 
industrial  regions  in  Asia.  From  Odessa  and  other  centres 
important  machines,  as  well  as  skilled  industrial  workers, 
have  been  moved  east. 

In  Kuibyshev,  on  the  Middle  Volga,  where  all  the 
foreign  Embassies  and  Legations  which  were  in  Moscow 
have  been  moved,  there  are  new  railway  repair  and  car- 
burettor plants,  an  oil  refinery  (fed  from  the  "  Second 
Baku"  fields  between  the  Volga  and  the  Urals),  and 
many  factories  producing  agricultural  equipment  and 
tractors.  Kuibyshev  is  one  of  the  main  centres  of  the 
great  scheme  for  harnessing  the  power  of  the  Volga;  it 
has  a  hydro-electric  power  station  which,  when  complete, 
would  feed  still  more  new  centres  beyond  the  Volga.  As 
headquarters  for  war  the  city  is  important  as  one  of  the 
main  junctions  between  railway  and  river.  Oil  coming  up 
from  the  Caucasus  by  way  of  the  Caspian  and  Astrakhan 
can  be  transferred  from  the  ships  straight  on  to  tank 
wagons  to  be  sent  east  or  west.  Armaments  coming  by 
rail  could  be  put  on  the  Volga  during  the  months  when 
the  river  is  free  from  ice.  Round  Kuibyshev  it  is  usually 
blocked  by  ice  between  December  and  April. 

In  the  Ural  area  there  are  promising  centres  of  heavy 
industiry,  and  farther  east,  near  the  rich  coalfield  of 
Kuzbass,  there  are  others.  In  Central  Asia  is  the  Kara- 
ganda coalfield,  which  produced  over  6,000,000  tons  in 
1940,  and  there  are  the  other  great  mining  centres  which 
produce  over  two-thirds  of  the  Soviet  lead  and  zinc  and 
almost  the  whole  of  the  Soviet  chrome,  copper,  and  cot- 
ton. Back  in  the  Ural  region  are  the  oilfields,  the  "  Second 
Baku  ",  based  mainly  at  Ishimbaevo  and  Makat,  which, 
even  in  1938,  produced  nearly  2,000,000  tons,  and  were 
planned  to  produce  nearly  7,000,000  tons  by  next  year. 

In  these  new  industrial  regions  of  the  east  some  air- 
craft and  tank  factories  have  been  working  for  years  and 
others  have  been  newly  opened,  but  complete  plans  of 
production  have  not  been  fully  developed. 


170 


March,  1942    THE  ENGINEERING  JOURNAL 


POWER  SUPPLY  IN  WARRING  COUNTRIES 

By  H.  S.  Bennion,  Vice-President  and  Managing  Director, 
Edison  Electrical  Institute. 

From  The  Electrical  Times  (London),  Nov.  27,  1941 

In  our  everyday  activities  so  much  dependence  is  now 
placed  on  electric  service  that  the  following  gleanings  of 
information  (gathered  and  surmised  from  technical  jour- 
nals and  a  few  uncensored  reports  of  happenings  in  war- 
ring countries)  are  of  great  importance  in  considering 
civilian  defence  measures. 

RESTRICTED  DAMAGE.— Air  bombing  appears  to 
be  temporarily  effective  against  underground  utility  dis- 
tribution systems  of  all  kinds,  electricity,  water  and  gas. 
Overhead  electric  distribution  circuits  have  proven  to  be 
less  vulnerable.  The  effects  do  not  appear  to  be  decisive 
or  permanent,  however,  since  repairs  are  made  promptly 
either  as  improvisations  or  permanent  repairs.  The  dura- 
tion of  outages  due  to  disruption  of  these  facilities  grows 
shorter  as  operating  personnel  learn  what  to  expect,  how 
to  prepare  for  it,  and  how  to  proceed  when  it  occurs. 

In  the  United  States,  floods,  hurricanes,  ice  storms,  and 
occasional  fires  have  given  the  personnel  of  electric  util- 
ity companies  considerable  experience  in  emergency  re- 
pairs ;  and  it  must  be  noted  that  in  the  case  of  widespread 
storms  the  damage  to  be  dealt  with  has  been  vastly  more 
extensive  than  that  which  bombing  occasions. 

The  most  serious  effects  of  bombing  to  any  utility  ap- 
pears to  be  the  rupture  of  water  mains  in  conjunction  with 
incendiaiy  bombs,  since  the  means  of  fighting  the  incipient 
fires  is  thus  impaired  and  they  may  gain  considerable 
headway.  The  importance  of  this  feature  may  be  judged 
by  the  stress  laid  upon  the  desirability  of  local  standing 
tvater  supplies,  such  as  tanks,  pools  and  other  forms  of 
local  water  storage. 

While  definite  information  is  lacking,  it  appears  that 
electric  generating  stations,  occasionally  hit  and  no  doubt 
sometimes  damaged,  have  not  been  put  out  of  action  com- 
pletely or  permanently  as  a  result  of  enemy  bombing, 
notwithstanding  the  fact  that  important  generating  sta- 
tions have  been  among  the  objectives  of  bombing  attacks. 
A.  German  article  relates  that  a  certain  Dutch  generating 
station  which  had  been  bombed,  and  evidently  hit,  for  the 
removal  of  a  dud  bomb  within  the  works  was  necessary, 
was  "  slightly  damaged  but  able  to  operate."  This  exhibit 
of  relatively  indecisive  effect  of  bombing  upon  modern, 
fireproof  generating  stations  appears  to  be  borne  out  by 
verbal  reports  of  British  experience,  and  by  the  record  of 
output  there,  which  could  hardly  have  been  maintained  at 
better  than  the  pre-war  level  if  any  large  amount  of  gen- 
erating apparatus  had  been  out  of  service  for  any  con- 
siderable period  of  time. 

RESTORATION  OF  SUPPLY.— Quite  a  different  pic- 
ture is  presented  of  the  effects  of  large  calibre  artillery 
fire,  as  indicated  in  a  German  article  describing  the  restor- 
ation of  utility  service  after  the  occupation  of  Warsaw  in 
September,  1939.  Although  primarily  a  description  of  the 
restoration  measures  that  were  taken,  the  article  inci- 
dentally gives  considerable  information  on  the  effects  of 
fire. 

Although  Warsaw  had  been  heavily  bombed,  the  dam- 
age to  the  power  plant  was  specifically  ascribed  to  artil- 
lery fire.  Warsaw  was  subjected  to  artillery  fire  of  all 
calibres  for  eight  days.  As  a  result  at  least  two  turbo- 
generators in  the  Warsaw  power  plant  had  received  direct 
hits  and  the  remainder  showed  many  hits  of  a  lesser  de- 
gree. All  of  the  boilers  were  unfit  for  service  apparently  as 
a  result  of  punctures  by  shell  fire.  The  German  article 
describes  how  the  boilers  were  rendered  servicable  by 
means  of  welded  patches.  The  extent  of  the  mechanical 
damage  may  be  estimated  from  the  following  time  sched- 
ule for  restoration: — 

0  day. — Station  completely  inoperative. 


5th  day. — Two  units,  aggregating  18,600  kW  in  service. 

12th  day.— Third  unit  of  15,000  kW  in  service. 

30th  day.— 50,000  kW  of  an  original  107,600  kW  in 
service. 

Concerning  water  supply,  the  article  related  that  a 
rapid  filter  had  been  completely  destroyed  and  chlorina- 
tors  seriously  damaged  by  artillery  fire.  The  pumping 
plant  was  unserviceable  because  of  failure  of  the  power 
supply.  The  gas  works  were  badly  damaged,  in  most 
cases  as  the  direct  result  of  artillery  fire.  For  example, 
30-in.  pipes  and  valves  were  broken,  apparently  upon  im- 
pact. Restoration  of  these  water  and  gas  services  presented 
no  unusual  features  beyond  the  efficency  and  expedition 
with  which  the  work  was  completed. 

DEMOLITION. — One  German  article  deals  at  some 
length  with  the  demolition  methods  employed  by  their  ad- 
versaries during  their  retirement  from  Holland,  Belgium 
and  northern  France.  Reference  is  made  to  a  Belgian  gen- 
erating station  (which  had  been  wrecked  by  hand)  where 
many  parts,  such  as  control  instruments,  insulators  and 
insulating  bushings  which  could  not  readily  be  replaced 
from  any  available  stock  were  merely  broken.  Apparently, 
this  method  of  demolition  was  rather  efficient.  In  other 
cases  it  was  related  that  essential  parts  of  apparatus  were 
removed  by  technical  specialists  among  the  retiring  troops. 
These  acts,  however,  merely  resulted  in  temporary  delays 
in  restoration  of  service. 

NEW  CONSTRUCTION.— Information  as  to  new  con- 
struction of  power  facilities  and  power  output  of  generat- 
ing stations  has  been  closely  guarded  in  the  Axis  countries 
for  the  past  four  years.  Recent  news  stories  in  this  coun- 
try have  indicated  prodigious  increases  in  German  con- 
trolled capacity  and  output  in  recent  years.  So  far  out  of 
keeping  with  past  performances  is  this  that  it  seems  ques- 
tionable. At  the  time  of  the  World  War  the  Germans 
were  given  much  more  credit  in  such  respects  than  later 
information  showed  they  were  entitled  to.  The  same  is 
probably  true  at  this  time,  though  they  did  make  power 
gains  from  1936  to  1940. 

The  British  have  been  much  freer  in  publishing  infor- 
mation concerning  electric  power.  When  the  war  broke 
out  new  installations  were  stopped  and  the  machinery 
planned  to  be  installed  was  sold  in  the  export  trade.  In- 
formation is  slow  coming  out  as  to  output,  but  the  figures 
for  the  end  of  March,  1940,  showed  output  up  about  4%, 
and  maximum  demand  down  by  3%.  This  was  an  average 
figure,  as  might  be  expected.  Certain  areas  affected  by 
war  industries  and  by  the  influx  of  population  from  the 
big  cities  showed  substantial  increases  up  to  15%  and 
20%.  It  is  to  be  expected  that  this  local  variation  has 
happened  to  a  greater  extent  in  Germany  because  that 
country  has  gone  to  greater  lengths  in  scattering  its  in- 
dustries, to  make  them  less  vulnerable  to  bombing  attacks. 

SHEFFIELD  SALUTES  STALINGRAD 

Robert  Williamson* 

In  a  steel  casket  designed  by  a  Sheffield  craftswoman 
greetings  have  been  sent  from  Britain's  steel  city  to  Stalin- 
grad, its  opposite  number  in  Russia. 

Thousands  of  Sheffield  signatures,  from  bishops  to  steel 
moulders,  have  been  appended  to  the  message  in  which 
the  British  city  pledges  itself  to  the  people  of  Stalingrad 
to  play  its  part  in  achieving  a  maximum  output  and  so 
ensure  the  fullest  use  of  its  resources  to  speed  the  victory 
over  Hitlerite  Germany. 

Produced  under  the  auspices  of  Sheffield's  Anglo-Soviet 
Union,  whose  object  is  friendship  between  the  British  and 
Soviet  peoples,  the  casket  containing  the  greeting  bears  the 
City's  Arms,  flanked  by  the  British  lion  on  one  side  and 
the  Soviet  hammer  and  sickle  on  the  other,  with  inscrip- 
tions in  English  and  Russian. 

*London  Correspondent  of  The  Engineering  Journal 


THE  ENGINEERING  JOURNAL    March,  1942 


171 


From  Month  to  Month 


PRESIDENT'S  MESSAGE 


A  message  from  the  new  President  of  The  Institute, 
Dean  C.  R.  Young,  appears  on  page  127  of  this  issue.  It  is 
recommended  that  every  member  read  it  carefully. 

ANNUAL  MEETING 

The  1942  Annual  Meeting  has  joined  that  long  list  of 
successful  events  that  go  to  make  up  Institute  history.  For 
some  time  it  is  likely  to  shine  a  bit  more  brightly  than  the 
others,  but  there  is  no  way  in  which  the  brilliance  of  it  all 
can  be  preserved  in  perpetuity.  To  those  who  were  there, 
it  shall  remain  an  outstanding  event  but  to  others,  less 
fortunate,  there  is  no  choice  or  grouping  of  words  that  will 
convey  any  conception  of  the  "feeling"  of  what  actually 
took  place. 

It  is  simple  to  recount  that  new  records  of  attendance 
were  established,  that  the  speeches  were  excellent,  that  the 
social  events  were  happy  occasions,  and  the  plant  visits 
unusually  interesting,  but  these  statements,  or  any  elabora- 
tion of  them,  do  not  describe  the  meeting. 

Some  happy  combination  of  circumstances  developed  an 
atmosphere  that  coloured  every  minute  of  the  two  crowded 
days.  In  the  first  place  the  registration  ran  up  to  almost 
eleven  hundred,  which  was  an  inspiration  in  itself.  The  pres- 
ence of  the  distinguished  American  delegation  also  con- 
tributed materially.  An  unusually  large  number  of  out-of- 
town  members  engendered  a  spirit  of  pleasant  reunion  but 
above  all,  of  course,  was  the  thrill  that  came  with  the 
announcement  Thursday  morning  that  General  McNaugh- 
ton  would  be  present  and  would  speak  at  the  banquet 
Friday  night.  All  these  things,  and  perhaps  others  too,  com- 
bined to  give  The  Institute  the  happiest  event  in  its  history. 

It  was  particularly  pleasing  to  see  the  large  attendance 
at  the  professional  meetings.  In  almost  every  instance  the 
rooms  were  crowded  to  capacity  and  in  every  instance  dis- 
cussions could  have  been  carried  on  to  much  greater  length. 
On  two  or  three  occasions  many  people  had  to  stand 
throughout  the  session.  The  attendance  at  these  meetings 
ran  as  high  as  three  hundred  and  fifty. 

The  committee  was  very  fortunate  in  its  choice  of 
luncheon  speakers.  The  Hon.  C.  D.  Howe  gave  the  best 
account  of  munitions  production  in  Canada  that  has  yet 
been  heard.  He  spoke  without  manuscript  or  notes  and  it 
was  very  evident  that  he  was  in  a  field  where  he  needed  no 
written  word  to  prompt  him  or  to  acquaint  him  with  his 
subject.  He  has  seldom  been  heard  to  better  advantage. 
An  audience  of  six  hundred  and  twenty-five  gave  him  a 
warm  reception  and  expressed  in  no  uncertain  terms  its 
appreciation  of  the  work  accomplished  by  his  department 
and  of  his  part  in  it.  A  verbatim  report  of  his  address  is  in 
this  number  of  the  Journal.  It  is  recommended  that  it  be 
read  by  every  Canadian. 

At  Friday's  luncheon,  James  W.  Parker,  president  of 
The  American  Society  of  Mechanical  Engineers,  spoke  on 
"The  Management-Employee  Problem  for  Engineers." 
This  address  will  be  published  in  the  April  number  of  the 
Journal,  and  readers  are  again  urged  to  study  it.  It  con- 
tains much  wisdom  that  may  well  be  applied  to  labour 
situations  throughout  Canada.  The  address  was  recorded 
by  the  CBC  and  broadcast  that  evening  over  the  Montreal 
stations.  From  enquiries  received  by  telephone  and  mail, 
it  is  evident  that  many  persons  other  than  members  were 
interested  by  it. 

No  event  could  be  more  enjoyable  or  thrilling  than  was 
the  banquet  Friday  night.  Almost  seven  hundred  people 
testified  to  that.  Under  the  inspired  guidance  of  President 
Mackenzie,  great  heights  of  humour  and  emotion  were 
reached.  Not  many  people  have  been  privileged  to  see  and 
hear  a  more  brilliant,  adroit  and  witty  chairman.  Blest  as 


172 


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


he  is  with  a  keen  sense  of  humour,  and  a  chuckle  that 
absolutely  disarms  his  listeners,  he  turned  in  a  performance 
that  will  be  long  remembered,  and  should  forever  dispose 
of  the  theory  that  the  engineer  is  inarticulate.  Dean 
Mackenzie  surely  finished  up  his  term  of  office  in  a  blaze 
of  glory. 

A  great  tribute  was  paid  The  Institute  in  the  presence 
at  the  banquet  of  the  presidents  of  the  seven  leading 
engineering  societies  of  the  United  States,  and  the  secre- 
taries of  six  of  them.  With  these  gentlemen  present  it  is 
doubtful  if  a  more  distinguished  group  of  engineers  has  ever 
assembled  on  this  continent.  The  Institute  is  rightly  proud 
of  this  tribute,  and  will  long  remember  the  compliment  that 
has  been  paid  it.  Each  of  the  presidents  spoke  for  a  few 
minutes  and  a  verbatim  report  of  their  remarks  is  presented 
in  this  number  of  the  Journal.  An  excellent  photograph  of 
the  group  also  appears  on  these  pages. 

The  climax  of  the  whole  meeting  was  reached  when 
General  McNaughton  rose  to  speak.  No  finer  acclaim  of 
this  man's  greatness,  or  of  the  affection  with  which  he  is 
held  by  the  people  of  Canada,  could  be  given  than  was 
shown  in  the  sincere  demonstration  of  the  audience.  A  less 
modest  man  might  have  been  prepared  for  it,  but  General 
McNaughton  was  taken  entirely  by  surprise.  It  was  with 
difficulty  that  he  spoke  and  in  his  first  words  he  said,  "You 
must  forgive  me  if  the  reception  I  have  received  has  made 
it  impossible  for  me  to  speak  coherently,  or  to  carry  any 
message  except  that  which  comes  straight  from  the  heart." 

He  had  no  manuscript  or  notes,  and  he  did  speak  from 
his  heart — and  to  the  hearts  of  his  listeners.  There  is  no 
need  to  dwell  on  the  address  itself — it  was  recorded  and 
appears  in  this  number  of  the  Journal — except  to  say  that  it 
carried  an  important,  an  urgent  message  to  the  engineers 
of  Canada.  General  McNaughton  has  been  on  the  ground; 
he  speaks  with  authority,  and  he  brings  this  message  direct 
to  the  engineers.  The  seriousness  of  the  situation  was  as 
evident  in  his  words  as  in  his  face,  and  no  one  who  heard 
him  and  saw  him  could  fail  to  grasp  the  significance  of  what 
he  said. 

General  McNaughton's  acknowledgment  of  Dean  Mac- 
kenzie's accomplishment  at  the  Research  Council  met  a 
warm  acceptance  from  the  audience.  He  said,  "One  of  the 
happiest  things  that  has  ever  been  in  my  mind  is  the 
knowledge  that  the  National  Research  Council  and  all  it 
stands  for,  under  Mackenzie's  leadership,  is  carrying  the 
mantle  of  scientific  leadership  and  helpfulness.  It  is  a  happy 
thought  for  the  Dominion  of  Canada  and  all  those  associated 
in  the  war  effort.  .  .for  this  is  an  engineers'  war." 

The  concluding  feature  was  the  induction  of  the  new 
president,  C.  R.  Young,  Dean  of  Engineering  at  the  Univer- 
sity of  Toronto.  Retiring  President  Mackenzie  gracefully 
and  fittingly  introduced  him  and  the  new  president  as 
gracefully  and  fittingly  replied. 

The  closing  features  of  the  whole  programme  were  the 
reception  and  the  dance  which  followed  it.  Lieut.-General 
McNaughton  and  Mrs.  McNaughton  joined  with  the  Insti- 
tute officers  and  their  wives  in  receiving  the  guests — a 
gesture  greatly  appreciated  by  everyone. 

It  is  still  impossible  to  put  a  finger  on  any  one  thing 
that  made  this  meeting  so  outstanding,  but  there  is  no 
doubt  in  the  mind  of  anyone  but  that  something  did  occur 
to  lift  it  out  of  the  realm  of  the  ordinary  and  place  it  high 
in  the  minds  and  memory  of  all  who  were  privileged  to 
participate  in  it. 

March.  1942    THE  ENGINEERING  JOURNAL 


DEAN  CLARENCE  RICHARD  YOUNG,  B.A.Sc.,  CE.,  M.E.I.C. 

PRESIDENT  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA,  1942 


Less  than  a  year  ago  a  distinguished  graduate  of  the  In  addition  to  Dean  Young's  more  strictly  technical  work 

University  of  Toronto  was  appointed  dean  of  its  Faculty  of  in  bridge  and  structural  design  he  was  consulting  structural 

Applied   Science   and   Engineering,   an   event   which   was  engineer  to  the  Ontario  government  in  connection  with 

universally  approved.  This  new  dean  has  just  taken  office  hospital  and  prison  work;  he  served  on  the  international 

as  president  of  The  Engineering  Institute  of  Canada  for  board  of  three  engineers  who  passed  upon  the  original  plans 

1942,   following  in   the   presidential   chair   another   dean,  of  the  Detroit- Windsor  bridge;  he  reported  on  the  impact 

whose  term  of  office  concluded  at  the  recent  memorable  and  vibrational  stresses  in  the  Victoria  Bridge,  Montreal; 

annual  meeting  of  The  Institute.  and  recently  conducted  an  experimental  investigation  of 

Like  Past-President  Mackenzie,  Dean  Young  is  a  man  the  properties  of  soils  to  be  employed  in  the  Shand  earth 


of  many  talents  and  activi- 
ties. In  fact  the  list  of  the 
educational,  professional  and 
public  questions  with  which 
he  has  been  concerned  gives 
ample  evidence  of  his  achieve- 
ments as  an  engineer,  author, 
instructor,  and  administrator. 

Clarence  Richard  Young 
was  born  near  Picton,  Ont., 
and  took  his  bachelor's  degree 
at  the  University  of  Toronto 
in  1905;  the  degree  of  C.E. 
followed  in  1914.  His  profes- 
sional experience  has  been  larg- 
ely in  the  field  of  structural 
engineering,  his  consulting 
work  having  also  involved 
many  special  investigations 
and  reports  regarding  tech- 
aieal,  economic  and  legal  prob- 
ems  connected  with  civil  en- 
gineering. He  joined  the  teachi- 
ng staff  of  the  University  of 
Ioronto  more  than  thirty 
^ears  ago,  in  1929  he  was  ap- 
pointed professor  of  civil  en- 
gineering in  succession  to  the 
ate  Peter  Gillespie,  and  in  1941 
aecame  dean  of  his  Faculty. 

Always  a  supporter  of  The 
Institute,  he  is  a  past  coun- 
cillor and  has  served  as  chair- 
man of  the  Toronto  Branch. 
Last  year  he  was  chairman  of 
The  Institute's  Committee  on 
International    Relations,    and 

he  now  represents  The  Institute  on  the  Committee  for 
Professional  Training  of  the  Engineers'  Council  for  Pro- 
fessional Development.  He  has  taken  a  prominent  part  in  the 
work  of  the  Society  for  the  Promotion  of  Engineering  Educa- 
tion. He  is  a  Member  of  the  American  Society  of  Civil  Engin- 
eers and  has  served  onanumberof  their  technical  committees. 
His  work  as  a  committee  chairman  of  the  Canadian  Engineer- 
ing Standards  Association  has  been  notable,  particularly  in 
connection  with  the  Specification  on  Concrete  and  Rein- 
forced Concrete.  In  1937-38  he  sat  on  Mr.  Justice  Chevrier's 
three-man  Royal  Commission  on  Transportation ,  dealing  with 
the  economics  of  commercial  motor  transport  in  Ontario. 


Dean  Clarence  Richard  Young,  B.A.Sc,  C.E.,  M.E.I.C 


dam  for   the   control   of   the 
Grand  river,  Ontario. 

The  Bulletins  of  the  Uni- 
versity of  Toronto  School  of 
Engineering  Research  contain 
reports  of  many  investiga- 
tions carried  out  by  and  under 
Dean  Young,  and  he  has 
made  frequent  contributions 
to  technical  journals  and  the 
proceedings  of  engineering 
societies.  He  is  the  author  of  a 
standard  text  book  on  struct- 
ural problems  and  of  several 
sections  in  Hool  and  Kinne's 
Structural  Engineers'  Hand- 
book Library.  He  is  also  joint 
author  of  a  brief  but  widely 
used  booklet  on  Military  Law. 
The  Dean's  interest  in  mil- 
itary affairs  dates  from  the 
formation  of  the  University  of 
Toronto  Contingent,  C.O.T.C, 
of  which  he  was  one  of  the 
original  officers.  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  and  later 
to  Poland.  He  was  decorated 
by  both  Poland  and  France  for 
his  services  and  is  now  chair- 
man of  the  Toronto  Branch 
of  the  Canadian  Friends  of 
Poland. 
The  esteem  in  which  Dean  Young  is  held  by  his  past 
and  present  students,  and  their  appreciation  of  his 
work,  were  evidenced  in  1939,  when  he  was  awarded 
the  medal  of  the  Engineering  Alumni  Association  of  the 
University  of  Toronto,  for  outstanding  achievement  in 
engineering. 

This  estimate  of  his  worth  will  be  endorsed  bj^ 
his  many  friends  throughout  the  Dominion,  who  will 
join  in  wishing  him  a  happy  and  prosperous 
year  of  office  as  president  of  The  Institute,  and  in  con- 
gratulating the  members  of  that  body  on  the  choice 
thev  have  made. 


THE  ENGINEERING  JOURNAL     March,  1942 


173 


"THE  PROFESSION  OF  ENGINEERING 
IN  CANADA" 

A  booklet  bearing  this  title  has  just  been  published  by 
The  Institute  under  the  auspices  of  the  Committee  on  the 
Training  and  Welfare  of  the  Young  Engineer.  It  is  the  result 
of  many  months  of  investigation,  study  and  labour,  and 
represents  the  combined  efforts  of  all  members  of  the  com- 
mittees. 

The  purpose  of  the  booklet  is  to  provide  guidance  to 
young  men  who  contemplate  engineering  as  a  career.  It  is 
being  distributed  without  charge  to  high  school  pupils  across 
Canada,  and  to  first  year  students  in  engineering  at  all 
universities.  It  is  intended  to  assist  in  leading  the  proper 
types  of  students  into  engineering  and  «to  directing  others 
into  those  channels  in  which  they  are  more  likely  to  succeed. 

The  committee  proposes  to  set  up  in  each  branch  district, 
counsellors  or  advisors  to  whom  the  high  school  student 
may  appeal  for  advice.  The  booklet  offers  this  assistance 
and  the  committee  believes  that  many  competent  members 
will  make  themselves  available  for  the  service. 

The  first  edition  runs  to  ten  thousand  and  it  looks  as  if 
it  would  not  last  a  year.  Educational  officers  in  every  prov- 
ince have  spoken  highly  of  the  publication,  and  have  assured 
the  committee  that  it  will  fill  a  long  felt  need.  They  are 
assisting  in  the  distribution. 

This  publication  is  one  of  the  most  difficult  undertaken 
by  The  Institute  and  only  the  perseverance,  intelligence  and 
industry  of  Mr.  H.  F.  Bennett  and  his  committee  have 
made  it  possible.  Not  only  The  Institute  but  prospective 
engineers  as  well  owe  a  great  debt  to  this  small  group  of 
workers.  The  distribution  and  all  subsequent  developments 
are  in  the  hands  of  the  committee. 

AN  ENGINEER  HEADS  THE  ARCHITECTS 

On  Saturday,  February  21st,  at  the  Cercle  Universitaire, 
Montreal,  Gordon  McL.  Pitts,  m.e.i.c,  was  installed  as 
president  of  the  Royal  Architectural  Institute  of  Canada. 
Mr.  Pitts  is  well  known  in  The  Engineering  Institute  and 
is  equally  well  known  in  architectural  organizations.  It  is 
unusual  to  find  one  person  so  active  in  two  professions, 
but  Mr.  Pitts  has  made  valuable  contribution  to  both  and 
is  highly  regarded  by  each.  Many  engineers  were  present 
at  the  ceremony,  to  pay  tribute  to  a  fellow  craftsman  and 


G.  McL.  Pitts,  M.E.I.C. 

to  share  in  the  pleasure  of  installing  him  in  an  important 
office. 

A  native  of  Fredericton,  N.B.,  Mr.  Pitts  graduated  from 
McGill  University  in  1908  with  the  degree  of  B.Sc,  and 
in  1909  received  the  degree  of  M.Sc.  In  1916  he  obtained 
his  degree  of  B.Arch.  In  1906  Mr.  Pitts  was  an  engineer 
on  construction  with  the  Canadian  Pacific  Railway  Com- 
pany and  in  1908  he  was  senior  draughtsman  with  the 


174 


Trans-continental  Railway  at  Ottawa,  Ont.  In  1909  he 
joined  the  staff  of  Peter  Lyall  and  Sons  Construction  Com- 
pany, Ltd.,  as  engineer  and  superintendent,  and  in  1912  he 
was  supervising  engineer  on  the  construction  of  the  Mont- 
real High  School  for  the  Protestant  Board  of  School  Com- 
missioners. In  1914  he  joined  the  firm  of  Edward  and  W. 
S.  Maxwell,  architects  of  Montreal,  and  from  1916  to  1919 
he  was  assistant  to  John  A.  Pearson,  architect  for  the  Par- 
liament Buildings  at  Ottawa.  Later  he  became  a  partner 
in  the  firm  of  Maxwell  and  Pitts,  Montreal,  thereby  main- 
taining one  of  the  oldest  architectural  practices  in  Canada. 

Mr.  Pitts  joined  The  Engineering  Institute  as  a  Student 
in  1908  and  was  transferred  to  Associate  Member  in  1914. 
He  became  a  Member  in  1938.  He  has  always  been  very 
active  in  Institute  affairs,  particularly  as  chairman  of  the 
Committee  on  Consolidation,  and  more  recently  as  chair- 
man of  the  Radio  Broadcasting  Committee.  He  is  at  present 
a  councillor  of  The  Institute  representing  the  Montreal 
Branch. 

Mr.  Pitts  is  a  past-president  of  the  Province  of  Quebec 
Association  of  Architects  and  in  1940  he  was  one  of  the 
recipients  of  the  medal  presented  to  prominent  architects 
by  the  Association  on  the  occasion  of  its  50th  anniversary. 
He  is,  at  present,  president  of  the  McGill  University 
Graduates  Society. 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Monthly  Bulletin 

Since  the  first  of  the  year  the  Bureau  has  been  particularly 
active  in  matters  related  to  universities.  Negotiations  with 
the  authorities  were  carried  on  for  some  time  with  the 
object  of  obtaining  for  certain  students  exemption  from 
summer  military  camp.  These  have  resulted  in  authoriza- 
tion being  given  to  the  officer  commanding  O.T.C.  units 
to  give  the  usual  credits  to  those  students  who  produced 
evidence  to  indicate  that  they  had  spent  at  least  twelve 
weeks  in  a  war  industry  in  lieu  of  the  summer  camp.  This 
should  result  in  guaranteeing  to  industry  a  useful  supply 
of  labour  for  the  summer  months,  and  to  the  student  the 
proper  extension  of  his  training. 

Military  camp  usually  came  at  a  time  that  interrupted 
the  student's  summer  work,  frequently  causing  the  loss  of 
a  large  portion  of  the  vacation  period.  Under  the  present 
arrangements,  students  should  be  able  to  work  continuously 
throughout  the  time  the  universities  are  closed. 

The  Bureau  has  undertaken  to  secure  summer  work  for 
engineering  and  science  students.  Fifteen  hundred  com- 
panies were  canvassed  to  find  out  how  many  openings  would 
be  available  to  students.  Three  hundred  and  forty-five 
companies  replied  indicating  that  places  were  available  for 
at  least  1600  students.  All  of  these  openings  have  been 
catalogued  and  the  information  sent  to  the  universities,  so 
that  students  in  consultation  with  university  authorities 
could  determine  now  the  work  which  they  are  going  to  do 
this  summer,  thereby  eliminating  the  loss  of  time  which 
ordinarily  occurs. 

Mr.  L.  E.  Westman,  an  assistant  director  of  the  Bureau  is 
visiting  all  the  universities  in  order  to  facilitate  arrange- 
ments with  regard  to  summer  employment  both  for  under- 
graduates and  this  year's  graduating  class.  At  the  same  time 
he  will  discuss  many  other  matters  that  have  a  bearing  on 
employment  and  university  training. 

Dr.  David  A.  Keys — scientific  personnel  officer  of  the 
Bureau,  has  also  visited  universities  in  order  to  assist  in 
utilizing  the  services  of  the  science  undergraduates  and 
graduates.  Dr.  Key's  particular  field  lies  in  research  work 
and  he  has  rendered  important  services  to  the  armed  forces, 
research  organizations  and  industry.  His  visit  with  the 
universities  will  assist  materially  in  organizing  this  field  for 
the  future. 

In  the  belief  that  the  usefulness  of  the  Bureau  would  be 
increased  if  engineers  arid  employers  of  engineers  knew 
more  about  its  activities,  it  was  decided  to  send  repre- 
sentatives to  the  annual  meetings  of  such  organizations  as 

March,  1942    THE  ENGINEERING  JOURNAL 


the  Canadian  Electrical  Association;  Canadian  Pulp  and 
Paper  Association;  The  Engineering  Institute  of  Canada; 
Association  of  Municipal  Electric  Utilities;  Canadian 
Institute  of  Chemistry;  Canadian  Institute  of  Mining  and 
Metallurgy;  Canadian  Manufacturers  Association,  etc. 

So  far  the  annual  meetings  of  the  first  four  organizations 
mentioned  have  been  attended  ;  a  desk  was  provided  at  the 
registration  counter  and  suitable  signs  were  made  to  iden- 
tify the  Bureau.  The  representatives  report  the  experiment 
to  be  successful.  They  found  that  many  engineers  discussed 
their  own  cases  to  see  if  they  could  be  more  profitably  used 
elsewhere  and  that  employers  discussed  in  detail  their 
technical  personnel  problems.  This  practice  will  be  con- 
tinued throughout  the  year. 

Arrangements  have  been  made  with  the  Unemployment 
Insurance  Commission  to  establish  at  some  points  regional 
offices  of  the  Bureau  in  the  same  locations  as  the  Com- 
mission offices.  Several  men  have  been  brought  in  to  the 
office  in  Ottawa  for  training  and  already  three  have  been 
sent  out  as  regional  officers.  Mr.  S.  R.  Frost  is  in  charge 
of  the  Toronto  office;  Mr.  T.  S.  Glover  the  Hamilton  office 
and  Mr.  G.  H.  Burdett  the  Montreal  office.  Arrangements 
are  under  way  to  establish  another  district  office  at  Van- 
couver. These  gentlemen  are  all  professional  engineers  of 
the  executive  type,  well  and  favourably  known  in  their  own 
localities,  and  in  almost  every  instance  have  obtained  leave 
of  absence  from  their  employers;  in  some  instances,  a  por- 
tion of  their  salaries  is  being  paid  by  their  former  employers. 

Closer  co-operation  is  developing  with  the  armed  services 
and  it  is  expected  that  arrangements  will  be  completed, 
whereby  the  Bureau  can  be  of  greater  service  in  recruiting 
technical  personnel  for  commissions  in  all  three  branches. 

About  the  middle  of  January  the  Bureau  moved  to  new 
premises  in  the  Confederation  Building.  The  expansion  of 
activities  made  it  necessary  to  obtain  additional  floor  space 
which  was  not  available  in  the  New  Supreme  Court  Build- 
ing. The  Bureau  is  now  located  in  the  same  building  and 
on  the  same  floor  as  the  Department  of  Labour,  under 
whose  auspices  it  operates.  The  new  location  and  layout  will 
assist  materially  in  carrying  on  the  business  of  the  Bureau. 

PRESIDENTIAL  VISIT  TO  WESTERN  BRANCHES 

President  Young  plans  to  visit  all  the  western  branches 
of  the  Institute  during  April.  Each  branch  is  arranging  its 
own  programme,  details  of  which  are  not  yet  available  at 
Headquarters.  A  regional  meeting  of  Council  will  be  held 
at  Vancouver  on  April  18th.  Following  is  the  itinerary: 

Lve.  Toronto P.M.  Tuesday March     31st 

\tt.  Sudbury A.M.  Wednesday April        1st 

Meeting  with  Canadian  Institute  of  Mining  and  Metallurgy 

Lve.  Sudbury A.M.  Thursday April        2nd 

\rr.  Sault  Ste.  Marie P.M.  Thursday April        2nd 

Meeting  with  Branch. 

Lve.  Sault  Ste.  Marie A.M.  Friday April        3rd 

Arr.  Port  Arthur .A.M.  Saturday April        4th 

Meeting  with  Branch. 

Lve.  Port  Arthur P.M.  Saturday April        4th 

\rr.  Winnipeg A.M.  Sunday April        5th 

Meeting  with  Branch — April  6th. 

Lve.  Winnipeg P.M.  Tuesday April        7th 

\rr.  Saskatoon A.M.  Wednesday April        8th 

Meeting  with  members  of  Branch  at  University 

Lve.  Saskatoon P.M.  Wednesday April        8th 

A.rr.  Edmonton A.M.  Thursday April        9th 

Meetings  with  Branch  and  University 

Lve.  Edmonton P.M.  Thursday April        9th 

Axr.  Calgary A.M.  Friday April      10th 

Meeting  with  Branch 

Lve.  Calgary A.M.  Saturday April      11th 

Arr.  Lethbridge P.M.  Saturday April      11th 

Xoon  Meeting  with  Branch. 

Lve.  Lethbridge P.M.  Saturday April      11th 

\rr.   Vancouver P.M.  Sunday April      14th 

Meeting  with  Victoria  Branch — April  15th. 

Meeting  with  Vancouver  Branch — Friday,  April  17th. 

Regional  Meeting  of  Council  at  Vancouver— Saturday,  April  18th. 

Lve.  Vancouver P.M.  Saturday April      18th 

A.rr.  Regina A.M.  Monday April      20th 

Meeting  with  Branch 

Lve.  Regina P.M.  Monday April      20th 

\rr.  Toronto A.M.  Thursday April      23rd 


CORRESPONDENCE 

Department  of  National  Defence 

Ottawa,  Canada,  12th  February,  1942. 
Dear  Mr.  Wright  : 

I  most  deeply  appreciate  your  note  of  9th  February,  1942, 
in  reference  to  the  annual  banquet  of  the  Institute  which 
I  was  privileged  to  attend  last  week. 

I  feel  most  deeply  that  the  obligation  is  the  other  way 
round  for  I  had  the  opportunity  to  do  two  things  which  I 
was  most  anxious  to  carry  out — first,  to  pay  my  tribute 
to  Dean  Mackenzie,  both  as  the  president  of  The  Institute 
and  also,  and  more  particularly,  as  head  of  our  National 
Research  Council;  and  second,  to  tell  the  engineers  of 
Canada  through  The  Institute,  of  the  vital  importance 
which  I  attach  to  the  use  of  their  members  in  the  develop- 
ment and  production  of  improved  weapons  and  equipments 
for  the  forces  overseas. 

Also,  and  as  a  personal  matter,  it  was  a  great  happiness 
to  myself  and  to  my  wife  to  renew  acquaintance  with  so 
many  old  friends. 

With  kindest  regards  and  best  wishes, 

Very  sincerely  yours, 

A.  G.  L.  McNaughton. 

L.  Austin  Wright,  Esq.,  General  Secretary, 
Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  Que. 

MEETINGS  OF  COUNCIL 

The  annual  meeting  of  the  Council  of  the  Institute  was 
held  at  Headquarters  on  Wednesday,  February  4th,  1942, 
at  ten  thirty  a.m. 

Present:  President  C.  J.  Mackenzie  (Ottawa)  in  the  chair; 
Past-Presidents  J.  B.  Challies  (Montreal),  T.  H.  Hogg 
(Toronto),  and  H.  W.  McKiel  (Sackville);  Vice-Presidents 
deGaspé  Beaubien  (Montreal),  K.  M.  Cameron  (Ottawa), 
and  M.  DuBose  (Arvida);  Councillors  A.  E.  Berry  (To- 
ronto), D.  S.  Ellis  (Kingston),  J.  G.  Hall  (Montreal),  W.  G. 
Hunt  (Montreal),  E.  M.  Krebser  (Border  Cities),  A.  Lari- 
vière  (Quebec),  W.  R.  Manock  (Niagara  Peninsula),  H. 
Massue  (Montreal)  H.  N.  Macpherson  (Vancouver), 
W.  L.  McFaul  (Hamilton),  C.  K.  McLeod  (Montreal), 
G.  M.  Pitts  (Montreal),  M.  G.  Saunders  (Arvida),  H.  R. 
Sills  (Peterborough),  C.  E.  Sisson  (Toronto),  and  J.  A. 
Vance  (London)  ;  President-Elect  C.  R.  Young  (Toronto)  ; 
Vice- Presidents-Elect  J.  L.  Lang  (Sault  Ste.  Marie),  and 
G.  G.  Murdoch  (Saint  John);  Councillors-Elect  J.  E. 
Armstrong  (Montreal),  E.  D.  Gray-Donald  (Quebec), 
T.  A.  McElhanney  (Ottawa),  and  W.  J.  W.  Reid  (Hamil- 
ton). Treasurer  John  Stadler  (Montreal),  Secretary  Eme- 
ritus R.  J.  Durley,  General  Secretary  L.  Austin  Wright, 
and  Assistant  General  Secretary  Louis  Trudel. 

The  following  were  present  by  invitation — Past-Presi- 
dents O.  O.  Lefebvre  (Montreal),  F.  P.  Shearwood  (Mont- 
real), and  George  A.  Walkem  (Vancouver);  Past  Vice- 
Presidents  Ernest  Brown,  J.  H.  Hunter,  W.  G.  Mitchell, 
J.  A.  McCrory  and  Fred  Newell,  of  Montreal,  and  P.  M. 
Sauder  of  Edmonton;  Past-Councillors  Geoffrey  Stead 
(Saint  John),  and  P.  E.  Doncaster  (Lakehead);  L.  E. 
Westman,  representing  the  Wartime  Bureau  of  Technical 
Personnel;  H.  F.  Bennett,  chairman  of  the  Committee  on 
the  Training  and  Welfare  of  the  Young  Engineer;  Fraser  S. 
Keith,  a  past  general  secretary  of  the  Institute;  F.  A. 
Patriquen,  chairman,  Saint  John  Branch;  J.  A.  Lalonde, 
chairman,  and  L.  A.  Duchastel,  secretary,  of  the  Montreal 
Branch;  R.  C.  Flitton,  vice-chairman,  and  G.  D.  Hulme, 
member,  of  the  Montreal  Annual  Meeting  Committee; 
Colonel  E.  G.  M.  Cape,  Montreal. 

President  Mackenzie  extended  a  cordial  welcome  to  all 
councillors  and  guests,  and  had  each  person  rise  and 
introduce  himself  to  the  meeting. 


THE  ENGINEERING  JOURNAL    March,  1942 


175 


The  general  secretary  reported  that  up  to  January  31st, 
the  amount  received  from  the  various  branches  towards  the 
Headquarters  Building  Repairs  Fund  was  $8,076.00,  over 
$5,500.00  of  which  had  been  received  from  the  Montreal 
Branch.  The  president  again  expressed  his  appreciation  of 
the  splendid  effort  that  had  been  made  by  all  the  branches, 
and  by  the  Montreal  Branch  in  particular.  It  was  of  great 
advantage  to  the  Institute  to  have  had  this  contribution 
towards  the  extraordinary  expenses  of  repairing  the 
building. 

Mr.  Durley  presented  the  final  revised  report  on  Institute 
prizes  and  awards,  copies  of  which  had  been  circulated  to 
members  of  Council  and  past-presidents.  After  Mr.  Durley 
had  read  the  complete  report,  each  item  was  taken  separa- 
tely discussed,  and  decisions  reached. 

After  consideration  of  the  report  on  the  prizes  and 
awards  of  the  Institute,  the  sincere  thanks  of  Council  were 
extended  to  Mr.  Durley  for  his  very  complete  and  com- 
prehensive report. 

Following  the  discussions  which  had  taken  place  at  the 
last  meeting  of  Council  on  post-war  reconstruction,  Mr. 
Cameron  advised  that  there  was  nothing  new  to  report. 
Although  this  question  seemed  to  be  in  everyone's  mind 
at  the  moment,  our  first  efforts  must  essentially  be  towards 
helping  win  the  war.  However,  the  Canadian  government, 
remembering  the  results  of  the  last  war,  has  set  up  a  com- 
mittee on  post-war  reconstruction,  under  the  chairmanship 
of  Principal  James  of  McGill  University.  This  committee, 
with  its  several  sub-committees,  is  still  in  the  organization 
stage,  and  Principal  James  has  not  yet  made  any  public 
statement  regarding  its  work. 

Mr.  Cameron  pointed  out  that  at  the  Friday  afternoon 
session  of  the  annual  meeting,  following  the  address  by 
E.  M.  Little,  Director  of  the  Wartime  Bureau  of  Technical 
Personnel,  Dr.  Leonard  C.  Marsh,  research  adviser  to 
Principal  James'  committee,  would  give  a  talk  on  post-war 
reconstruction.  He  advised  everyone  who  possibly  could 
do  so  to  hear  this  address.  In  Mr.  Cameron's  opinion,  as 
time  goes  on,  the  place  of  the  engineer  and  the  technical 
man  in  Canada's  post-war  programme  will  clarify  itself, 
and  the  part  which  The  Engineering  Institute  can  play  in 
post-war  planning  will  also  be  defined. 

Mr.  Doncaster  was  pleased  to  hear  that  the  matter  was 
going  to  be  discussed,  and  hoped  that  it  would  receive  careful 
consideration.  The  Lakehead  Branch  fully  realised  that  the 
immediate  effort  should  be  directed  towards  winning  the 
war,  but  was  still  of  the  opinion  that  definite  plans  should 
be  made  for  the  post-war  period.  In  the  opinion  of  the 
branch,  The  Engineering  Institute  has  a  definite  and  dis- 
tinct responsibility  to  the  engineers  of  Canada,  and  should 
set  up  its  own  committee  and  work  with  other  committees 
along  specific  lines  which  would  include  the  engineering  and 
technical  phases  of  post-war  reconstruction. 

The  president  outlined  briefly  the  work  which  had 
already  been  done  and  which  was  being  done  by  the  govern- 
ment along  these  lines,  most  of  which  could  not  be  made 
public  at  the  present  time.  When  the  proper  time  comes, 
he  said  The  Engineering  Institute  would  be  able  to  take  a 
prominent  and  active  part  in  the  reconstruction  programme, 
but  he  would  not  like  to  see  the  Institute  or  any  of  its 
branches  take  any  unwise  or  precipitate  action  at  the 
moment.  He  suggested  that  the  matter  could  very  properly 
be  referred  to  the  incoming  Council  for  consideration  and 
action,  and  after  some  further  discussion,  it  was  unani- 
mously agreed  that  this  should  be  done. 

Mr.  Bennett,  chairman  of  the  Committee  on  the  Training 
and  Welfare  of  the  Young  Engineer,  distributed  to  the 
meeting  copies  of  the  booklet  which  had  been  prepared  by 
his  committee  entitled  "The  Profession  of  Engineering  in 
Canada."  The  booklet  was  just  off  the  press  and  was  being 
distributed,  free  of  charge,  to  over  one  thousand  high 
schools,  as  well  as  to  universities  and  Institute  branches. 
Mr.  Bennett  suggested  that  after  the  first  free  distribution 
it  might  be  advisable  to  make  a  charge  of  five  cents  a  copy 


for  additional  supplies.  The  booklet  had  been  very  well 
received.  Several  service  clubs  had  already  called  upon  the 
committee  for  counselling  on  matters  pertaining  to  engineer- 
ing. 

Mr.  Bennett  submitted  a  draft  of  a  letter  which  he  pro- 
posed sending  to  each  branch  of  the  Institute  asking  them 
to  form  student  guidance  and  counselling  committees.  The 
letter  also  described  the  suggested  functions  of  such  com- 
mittees. Mr.  Bennett  pointed  out  that  his  committee  had 
available  a  great  deal  of  information  received  through  the 
Engineers'  Council  for  Professional  Development,  his 
committee  having  been  in  very  close  touch  with  the 
E.C.P.D.  Committee  on  Student  Selection  and  Guidance. 
Seven  members  of  his  committee  were  present  at  this 
annual  meeting,  and  they  hoped  to  get  together  in  a  day 
or  so  and  complete  their  organization  with  a  view  to 
continuing  their  work  among  graduate  engineers  in  their 
formative  years.  In  Mr.  Bennett's  opinion,  the  Institute 
must  take  an  active  interest  in  these  young  engineers, 
particularly  those  returning  from  overseas.  They  must  be 
contacted  by  the  branches  to  encourage  them  to  continue 
their  membership  in  the  Institute.  Mr.  Bennett  described 
briefly  the  contents  of  the  booklet,  which  included  a  refer- 
ence to  the  other  engineering  organizations  throughout 
Canada.  It  also  included  a  list  of  the  cities  in  which  the 
Institute  branches  are  located. 

The  president  thanked  Mr.  Bennett  for  his  splendid 
report,  and  congratulated  him  upon  the  appearance  of  the 
booklet.  He  assured  Mr.  Bennett  that  his  committee  would 
receive  the  continued  support  of  Council. 

Following  some  discussion,  it  was  unanimously  agreed 
that  the  matter  of  the  further  distribution  of  the  booklet  be 
left  in  the  hands  of  the  committee,  and  that  it  be  distributed 
free  as  long  as  the  Finance  Committee  approved.  The  draft 
letter  to  the  branches  was  also  approved,  and  it  was 
unanimously  agreed  that  the  letter  should  be  signed  by 
Mr.  Bennett  as  chairman  of  the  Committee  on  the  Young 
Engineer,  and  that  the  ensuing  correspondence  should  be 
carried  on  by  him. 

As  chairman  of  the  Committee  on  Professional  Interests, 
Mr.  Challies  reported  briefly  on  the  progress  being  made  in 
the  various  provinces.  A  very  definite  step  towards  the  goal 
of  Dominion-wide  co-operation  had  been  made  by  the 
signing  of  an  agreement  on  January  12th,  1942,  between  the 
Institute  and  the  Association  of  Professional  Engineers  of 
the  Province  of  New  Brunswick.  This  made  the  fourth 
province  in  which  there  is  a  co-operative  agreement.  The 
agreements  now  in  effect  were  working  out  to  the  mutual 
advantage  of  both  parties  concerned,  and  the  committee 
felt  that  they  would  eventually  cover  the  whole  Dominion. 
Mr.  Challies  read  figures  covering  new  members  added  to 
the  Institute  in  the  various  provinces  under  the  terms  of  the 
co-operative  agreements. 

He  then  gave  a  brief  outline  of  the  situation  in  the  four 
provinces  in  which  co-operative  agreements  are  not  yet  in 
force.  In  the  opinion  of  his  committee  progress  is  being  made 
towards  the  desired  goal  of  solidarity  of  the  profession. 

The  general  secretary  reported  receipt  of  a  communica- 
tion from  Mr.  P.  B.  Motley,  dealing  with  the  question  of 
Life  Memberships,  and  suggesting  that  the  matter  be  dis- 
cussed by  Council  and  at  the  annual  general  meeting.  Mr. 
Wright  pointed  out  that  the  general  question  of  Life  Mem- 
berships had  been  considered  by  the  Finance  Committee 
on  several  occasions  recently. 

Under  the  by-laws,  the  Finance  Committee  has  con- 
sidered individually  each  request  for  Life  Membership  and 
each  resignation  received  from  members  who  appear  to 
qualify  for  Life  Membership  under  one  or  more  of  the  con- 
ditions, and  has  made  a  definite  recommendation  to  Council 
in  each  case.  In  most  cases  the  opinion  of  the  branch 
executive  has  been  secured.  Frequently  it  had  been  difficult 
to  reach  a  decision. 

The  memorandum  from  Mr.  Motley  recommended  that 
Council  give  consideration  to  amending  the  by-laws  so  that 


176 


March,  1942    THE  ENGINEERING  JOURNAL 


The  Annual  Meeting  of  Council,  held  in  the  auditorium  at  Headquarters 


Life  Membership  would  be  removed  from  the  section 
dealing  with  exemptions  and  placed  in  a  section  similar  to 
that  dealing  with  Honorary  Membership,  and  that  it  be 
granted  automatically  without  application  from  the 
Member.  He  suggested  the  following  wording  for  the  con- 
sideration of  a  sub-committee.  "Members  who  have  paid 
thirty  annual  fees,  and  have  reached  the  age  of  sixty-five, 
shall  become,  on  account  of  the  support  they  have  given 
the  Institute  during  their  best  working  years,  automatically 
entitled  to  the  grade  of  Life  Membership  without  further 
payment  of  fees,  and  the  secretary  shall  send  them  a  suit- 
able certificate  and  letter  of  congratulation  on  this  occa- 
sion." 

The  General  Secretary  reported  that  a  search  had  been 
made  of  the  records  of  other  societies  and  it  had  been  found 
that  it  was  far  from  common  practice  to  grant  Life  Member- 
ship automatically.  In  the  Old  Country  there  appeared  to 
be  no  society  following  the  practice.  In  the  United  States 
two  large  societies  granted  life  membership  automatically 
when  a  member  reached  age  seventy  and  had  had  thirty 
years  of  corporate  membership  or  thirty-five  years  of  cor- 
porate membership  regardless  of  age.  These  societies  had 
fees  that  were  approximately  double  those  of  the  Institute. 

In  1940  and  1941,  acting  on  the  present  system,  the 
Finance  Committee  of  the  Institute  had  recommended,  and 
the  Council  had  granted,  sixteen  Life  Memberships  in  each 
year. 

Discussion  followed,  during  which  the  president  pointed 
out  that  the  fundamental  point  raised  by  Mr.  Motley 
appeared  to  be  that  under  the  present  by-laws  the  respon- 
sibility of  asking  for  Life  Membership  rests  with  the  member 
himself.  In  Mr.  Motley's  opinion  this  should  be  granted 
automatically  and  considered  as  an  honour.  As  the  by- 
laws now  stand  it  is  considered  as  an  exemption  from  the 
payment  of  further  annual  fees,  and  not  as  one  of  the 
Institute's  honours.  What  the  Council  has  to  decide  is 
whether  or  not  the  granting  of  Life  Membership  should  be 
considered  as  an  exemption  or  as  an  honour. 

In  Mr.  Challies'  opinion  the  object  of  Council  in  setting 
up  this  form  of  Life  Membership  had  been  to  deal  with 
senior  members  who,  for  various  reasons,  could  not  con- 
veniently continue  to  pay  their  annual  fees.  That  had  been 
the  intention  of  Council  and  the  by-law  had  been  ad- 
ministered from  that  point  of  view.  No  attempt  had  ever 
been  made  to  advertise  the  availability  of  this  privilege. 


Considerable  discussion  followed,  from  which  it  appeared 
that  in  the  opinion  of  the  meeting  no  change  should  be 
made  in  the  by-law. 

Dean  Young  described  a  situation  with  which  the 
University  of  Toronto  was  now  confronted,  and  which  he 
believed  existed  also  at  other  engineering  faculties.  He  did 
not  ask  for  a  formal  resolution  on  the  matter,  but  thought 
that  a  general  discussion  and  expression  of  opinion  would  be 
helpful. 

He  explained  that  his  university  had  been  asked  by  re- 
cruiting officers  to  release  fourth  year  students  with  their 
degrees  before  the  completion  of  the  full  term.  He  in- 
formed the  meeting  that  the  Wartime  Bureau  of  Technical 
Personnel  had  been  consulted  and  had  expressed  the 
opinion  that  in  the  light  of  conditions  so  far  disclosed  it 
would  be  best  to  carry  on  normally,  giving  full  instruction 
and  full  examination. 

He  pointed  out  that  the  situation  was  now  rather  dif- 
ficult in  that  the  active  service  units,  as  well  as  industry, 
were  interviewing  students  with  the  idea  of  signing  them  up 
prior  to  graduation  and  then  were  applying  pressure  on 
the  faculty  to  release  the  students  before  their  courses 
were  completed.  This  competitive  recruiting  was  resulting 
in  a  lot  of  confusion  in  the  minds  of  the  students  and  was 
retarding  them  in  their  normal  work.  He  explained  that  the 
Ontario  Association  of  Professional  Engineers  had  thought 
it  inadvisable  to  shorten  the  courses  as  the  graduates' 
position  in  the  profession  might  be  prejudiced  when  they 
returned  to  their  usual  civilian  practice. 

Past-President  Walkem  felt  that  the  universities  should 
complete  their  courses  in  the  normal  way,  and  not  be 
unduly  influenced  by  recruiting  officers  from  the  fighting 
forces. 

The  general  secretary  reported  that,  knowing  of  Dean 
Young's  interest  in  this  matter,  he  had  suggested  that  Mr. 
L.  E.  Westman,  of  the  Wartime  Bureau  of  Technical  Per- 
sonnel, attend  the  meeting  in  order  to  participate  in  the 
discussion.  Mr.  Westman  was  handling  all  university 
affairs  in  the  Bureau  and  had  been  considering  this  question 
from  the  point  of  view  of  all  the  universities.  The  president 
called  on  Mr.  Westman  for  his  opinions. 

Mr.  Westman  presented  a  report  which  dealt  in  a  general 
way  with  university  activities  under  war  conditions.  He 
described  how  the  Bureau  had  gathered  opinions  from  ah 


THE  ENGINEERING  JOURNAL     March,  1942 


,177 


the  universities  in  an  endeavour  to  summarize  the  situation. 
From  these  expressions  of  opinion  and  from  discussions 
with  government  authorities  the  Bureau  had  reached  the 
conclusion  that  the  universities  should  continue  their 
courses  in  the  normal  way,  and  that  in  the  senior  year  the 
degree  should  not  be  given  before  the  full  course  and  all 
examinations  had  been  completed.  Mr.  Westman  was 
careful  to  point  out  that  changes  in  conditions  might  very 
quickly  alter  the  values  and  make  some  other  arrangement 
more  desirable.  He  explained  that  the  Bureau  was  in  close 
touch  with  all  universities  and  that  this  subject  was  up  for 
constant  consideration.  He  also  gave  a  synopsis  of  several 
matters  affecting  university  affairs,  but  preceded  his 
remarks  with  the  comment  that  many  of  these  matters 
were  confidential  and  therefore  should  not  be  given  wide 
distribution  until  the  final  policy  had  been  determined  and 
proper  legislation   authorized. 

The  president  pointed  out  to  Dean  Young  the  difficulty 
of  answering  his  question  definitely.  If  the  men  were 
vitally  needed  he  thought  they  should  not  be  held  back; 
yet,  on  the  other  hand,  the  need  may  not  be  so  great  as  to 
justify  an  incomplete  course.  He  thought  Council  should 
be  careful  not  to  give  public  utterance  on  a  question  on 
which  it  was  not  particularly  qualified  to  judge  and  not 
empowered  to  act.  He  thought  the  deans  of  engineering 
would  have  to  keep  close  to  the  situation  and  then  make  up 
their  own  minds  as  to  what  should  be  done. 

Mr.  Krebser  inquired  as  to  whether  or  not  it  would  be 
feasible  to  have  the  students  recruited  and  then  given  leave 
of  absence  to  complete  their  courses.  Dean  Young  replied 
that  he  had  made  this  suggestion  to  an  officer  some  weeks 
ago,  but  so  far  had  received  no  reply. 

Dean  Ernest  Brown  stated  that  he  endorsed  everything 
that  Dean  Young  had  said.  Conditions  at  McGill  were  very 
much  the  same  as  at  Toronto.  He  thought  that  there  was 
an  inclination  on  the  part  of  recruiting  officers  to  over- 
emphasize the  need. 

He  agreed  with  Dean  Young  in  that  the  universities 
wanted  to  help  in  any  way  they  could,  but  thought  they 
must  not  lose  sight  of  their  responsibility  towards  the 
students.  He  stated  that  at  McGill  they  were  carrying  on 
in  the  usual  way  and  watching  the  developments  very 
closely.  He  agreed  with  the  president  that  the  matter  was 
not  one  on  which  the  Institute  was  particularly  well 
qualified  to  offer  advice,  but  he  did  think  that  both  he  and 
Dean  Young  would  be  glad  to  have  the  opinions  of  coun- 
cillors. 

Dean  Young  again  emphasized  that  he  did  not  want  any 
formal  declaration,  but  was  simply  seeking  expressions  of 
opinion  such  as  he  had  received. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admission 

Members 3 

Students 21 

Transfers 
Student  to  Junior 1 

Before  adjourning  the  meeting,  which  would  be  the  last 
over  which  he  would  have  the  privilege  of  presiding,  Dean 
Mackenzie  expressed  the  great  pleasure  it  had  given  him 
to  be  in  the  chair  at  these  meetings.  He  had  found  the 
Institute  Council  to  be  one  of  the  most  effective  and 
business-like  bodies  with  which  he  had  had  to  deal.  The 
experience  had  been  one  of  the  bright  spots  in  his  life. 

Mr.  Hunter  also  expressed  his  thanks  at  having  been 
invited  to  attend  the  meeting,  which  he  had  enjoyed  very 
much. 

Mr.  Challies  remarked  that  The  Engineering  Institute, 
in  honouring  Dean  Mackenzie,  had  undoubtedly  honoured 
itself.  His  connection  with  research  work,  now  of  paramount 
importance  to  Canada  and  the  engineering  profession,  had 


178 


lent  great  prestige  to  the  Institute  throughout  the  Domi- 
nion, and  he  therefore  had  great  pleasure  in  moving  a 
hearty  vote  of  thanks  to  Dean  Mackenzie  for  the  splendid 
way  in  which  he  had  served  the  Institute  during  his  term 
of  office. 

In  seconding  the  motion,  which  was  carried  unanimously, 
Dean  McKiel  said  that  everyone  realised  what  the  Institute 
had  gained  during  Dean  Mackenzie's  presidency,  and  he 
associated  himself  most  heartily  with  Mr.  Challies'  motion. 

The  president  expressed  his  thanks  and  appreciation. 

There  being  no  further  business,  the  Council  rose  at  four- 
forty  p.m. 

A  meeting  of  the  new  Council  of  the  Institute  was  held 
at  the  Windsor  Hotel,  Montreal,  on  Thursday,  February 
5th,  1942,  at  five  o'clock  p.m. 

Present:  President  C.  R.  Young  in  the  chair;  Past- 
Presidents  C.  J.  Mackenzie  and  H.  W.  McKiel;  Vice-Pre- 
sidents deGaspé  Beaubien,  K.  M.  Cameron,  H.  Cimon  and 
J.  L.  Lang;  Councillors  J.  E.  Armstrong,  A.  E.  Berry,  J.  H. 
Fregeau,  E.  D.  Gray-Donald,  J.  G.  Hall,  W.  G.  Hunt, 
H.  N.  Macpherson,  T.  A.  McElhanney,  G.  McL.  Pitts, 
W.  J.  W.  Reid,  M.  G.  Saunders,  H.  R.  Sills  and  J.  A.  Vance; 
Past  Councillor  C.  E.  Sisson,  and  General  Secretary  L. 
Austin  Wright. 

On  reading  the  minutes  of  the  January  meeting  of 
Council,  Dean  Young  had  noted  that  it  had  been  decided, 
subject  to  the  approval  of  the  new  Council,  to  hold  the 
April  meeting  of  Council  in  Toronto  on  April  18th,  to 
coincide  with  a  joint  dinner  to  be  held  that  evening  by  the 
Council  of  the  Association  of  Professional  Engineers  of 
Ontario  and  the  Toronto  Branch  of  the  Institute.  As  he 
was  to  be  the  guest  of  honour  at  that  meeting,  this  had 
placed  him  in  rather  an  embarrassing  position,  inasmuch  as 
he  was  planning  a  trip  to  the  western  branches  and  would 
be  unable  to  leave  Toronto  before  the  first  of  April.  It 
would  be  more  convenient  to  him  if  the  meeting  could  be 
held  a  week  later,  as  it  would  crowd  things  somewhat  if  he 
had  to  be  back  in  Toronto  by  the  18th. 

Mr.  Berry  thought  that  although  the  date  had  been  more 
or  less  decided  upon  by  the  Association,  they  would  be 
agreeable  to  changing  it  to  the  25th,  and  he  also  believed 
that  the  25th  would  be  acceptable  to  the  Toronto  Branch. 
After  some  discussion,  on  the  motion  of  Mr.  Vance,  se- 
conded by  Mr.  Berry,  it  was  unanimously  Resolved  to 
suggest  that,  if  agreeable  to  the  Association  of  Professional 
Engineers  of  Ontario  and  to  the  Toronto  Branch  of  the 
Institute,  the  proposed  joint  dinner  be  held  on  Saturday, 
April  25th,  instead  of  April  18th  as  previously  arranged. 
If  that  date  was  not  satisfactory  to  all  concerned,  it  was 
left  with  the  president  to  decide  upon  a  suitable  date. 

The  president  inquired  as  to  what  should  be  the  next  step 
in  connection  with  the  resolution  from  the  Lakehead 
Branch  on  post-war  reconstruction.  Would  it  be  advisable 
to  defer  action  until  Mr.  Cameron  was  prepared  to  report 
further  on  the  activities  of  Dr.  James'  committee  ? 

Considerable  discussion  followed  as  to  the  part  which 
the  Institute  branches  should  take  in  any  post-war  recon- 
struction programme.  Some  of  the  branches  were  most 
anxious  to  go  ahead,  but  would  be  willing  to  do  whatever 
would  fit  into  the  plans  of  Council. 

Mr.  Cameron  pointed  out  that  he  was  not  yet  in  a  posi- 
tion to  tell  just  what  the  organization  of  Dr.  James'  sub- 
committees would  be.  His  own  sub-committee  would  be 
meeting  very  shortly  and  would  set  up  its  own  organization. 
In  working  on  a  problem  of  this  kind,  cognizance  would 
have  to  be  taken  of  The  Engineering  Institute  of  Canada. 
If  his  sub-committee  decides  to  follow  along  the  lines  that 
he  has  in  mind,  the  twenty-five  branches  of  the  Institute 
would  take  a  very  definite  part  in  the  regional  distribution 
of  the  work  of  the  committee. 

Dean  Young  asked  if,  in  the  meantime,  there  were  any 
instructions  that  could  be  sent  out  to  the  Institute  branches 
in  regard  to  their  activities  on  post-war  reconstruction.  Mr. 

March,  1942    THE  ENGINEERING  JOURNAL 


Wright  pointed  out  that  the  February  Journal  would 
contain  some  information  about  Dr.  James'  committee, 
and  additional  information  would  probably  be  secured  from 
Dr.  Marsh's  address.  If  Mr.  Cameron  was  able  to  accom- 
pany the  president  on  his  western  trip,  as  was  hoped  and 
anticipated,  he  would  by  then  be  in  a  position  to  give  some 
information  on  the  work  of  his  committee. 

"  In  Dean  Mackenzie's  opinion  too  much  publicity  should 
not  be  given  to  any  work  being  done  by  the  Institute 
branches  on  this  question.  He  felt  that  at  the  present  time, 
the  branches  should  do  little  more  than  study  the  problem 
and  gather  information,  and  be  ready  to  co-operate  when 
they  are  asked  to  do  so. 

After  further  discussion,  on  the  motion  of  Mr.  Hunt, 
seconded  by  Mr.  Vance,  it  was  unanimously  agreed  that  it 
should  be  left  with  the  president  to  decide  on  the  action  to 
be  taken,  it  being  suggested  that  the  general  secretary, 
after  consultation  with  the  president  and  Vice-President 
Cameron,  might  write  a  letter  to  the  branches  explaining 
the  situation. 

Mr.  Vance  inquired  as  to  the  possibility  of  holding  a 
regional  meeting  of  Council  during  the  president's  visit  to 
the  west.  He  was  very  much  in  favour  of  such  meetings. 

The  general  secretary  explained  that  it  had  been  custom- 
ary, whenever  possible,  to  hold  regional  Council  meetings 
when  the  president  visited  the  branches.  In  recent  years, 
one  had  been  held  in  Regina,  Halifax,  and  Saint  John,  and 
two  in  Calgary.  On  two  occasions  they  had  tied  in  with  the 
signing  of  the  co-operative  agreements.  It  was  desirable 
that  such  a  meeting  be  held  this  year  either  in  Winnipeg  or 
in  Vancouver. 

Members  present  agreed  that  it  would  be  a  very  good 
thing  for  the  Institute  if  such  a  meeting  could  be  held  in 
Vancouver.  Although  it  had  already  been  decided  to  hold 
the  April  meeting  of  Council  in  Toronto,  in  the  discussion 
which  followed  it  was  agreed  that  although  it  was  not 
usual  to  hold  two  meetings  in  one  month,  a  regional  meeting 
in  Vancouver  in  April  would  not  in  any  way  conflict  with 
the  meeting  already  planned  for  Toronto.  It  was  finally 
decided  that  the  April  meeting  of  Council  be  convened  in 
Vancouver  at  the  time  of  the  president's  visit,  and  ad- 
journed to  meet  in  Toronto  on  Saturday,  April  25th,  or 
whatever  date  is  decided  upon  for  the  joint  dinner. 

Mr.  Gray-Donald  reported  that  the  Quebec  Branch 
would  like  to  suggest  that  consideration  be  given  to  the 
possibility  of  holding  the  Annual  General  Meeting  for  1943 
in  Quebec  City.  No  official  action  had  been  taken  yet  but  he 
thought  the  local  committee  would  look  with  favour  on 
such  a  proposal.  A  formal  invitation  could  be  submitted 
later,  but  he  would  like  to  place  the  suggestion  on  record, 
and  hoped  it  would  receive  favourable  consideration.  This 
tentative  offer  was  received  with  appreciation  to  be  con- 
sidered at  a  later  meeting  of  Council  after  the  branch  com- 
mittee had  given  to  it  the  necessary  consideration. 

Mr.  Pitts  suggested  that  it  might  be  very  desirable  at  this 
time  if  an  arrangement  could  be  made  with  the  founder 
societies  in  the  United  States  whereby  the  publications 
of  those  bodies  could  be  issued  to  their  members  in  Canada 
and  to  members  of  the  Institute,  through  the  medium  of 
The  Engineering  Institute  of  Canada.  Dean  Young  sug- 
gested that  Mr.  Pitts  might  develop  this  thought  and 
submit  a  memorandum  which  could  be  considered  later  by 
Council. 

On  the  motion  of  Mr.  Sisson,  seconded  by  Mr.  Lang,  it 
was  unanimously  Resolved  that  a  hearty  vote  of  thanks  be 
extended  to  the  Montreal  Branch  for  their  hospitality,  and 
for  the  very  efficient  manner  in  which  the  Annual  General 
Meeting  had  been  conducted. 


On  the  motion  of  Mr.  Reid,  seconded  by  Mr.  Cimon,  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. 

The  general  secretary  reported  that  Past-President 
Duggan  had  telephoned  to  say  that  he  would  like  to  enter- 
tain at  his  home  on  Saturday  afternoon  any  members  of 
Council  or  guests  who  were  able  to  stay  over.  Mr.  Wright 
had  undertaken  to  make  arrangements,  and  extended  an 
invitation  to  all  members  present. 

It  was  decided  that  the  next  meeting  of  Council  would 
be  held  at  Headquarters  on  Saturday,  March  14th,  at  ten- 
thirty  a.m. 

The  Council  rose  at  six-fifteen  p.m. 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  February  4th,  1942,  the  following 
elections  and  transfers  were  effected: 

Members 

Haven,  Frank  Goldie,  (Univ.  of  Minn.),  res.  engr.,  civil  aviation 
branch,  Department  of  Transport,  Winnipeg,  Man. 

Lewis,  William  Milton,  b.sc.  (Mech.),  (Queen's  Univ.),  roadsupt.  and 
engr.,  Township  of  Ernestown,  R.R.  No.  4,  Napanee,  Ont. 

Wood,  Ernest  William,  Lieut.  (E),  R.C.N. (T),  Engr.  Officer  in 
Charge,  Mechanical  Training  Establishment,  Esquimalt,  B.C. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

LeBel,  Harry  Walter  Scott,  B.Eng.  (McGill  Univ.),  detailing  and 
design,  Horton  Steel  Works,  Ltd.,  Fort  Erie,  Ont. 

Students  Admitted 

Beresford,  Morris  Maskew,  (Univ.  of  Manitoba),  428  Ash  St., 
Winnipeg,  Man. 

Chapman,  Harris  James,  (McGill  Univ.),  3582  Durocher  St.,  Mont- 
real, Que. 

Daly,  Thomas  Cyril  Norman,  (McGill  Univ.),  445  Wiseman  Ave., 
Outremont,  Que. 

deHart,  William  Gordon,  (Mass.Inst.Tech.),  M.I.T.  Dorms.,  Cam- 
bridge, Mass. 

Edwards,  Frank  Harry,  (McGill  Univ.),  79  Victoria  Ave.,  Longueuil, 
Que. 

Harkness,  Andrew  Dunbar,  (McGill  Univ.),  4315  Melrose  Ave., 
Montreal,  Que. 

Hide,  Francis  H.,  (McGill  Univ.),  143  Bedbrook  Ave.,  Montreal  West, 
Que. 

Jeske,  Robert  August,  (Univ.  of  Manitoba),  134  Chestnut  St.,  Win- 
nipeg, Man. 

Macfadyen,  Allan  Burt,  (Univ.  of  Manitoba),  Box  872,  Flin  Flon, 
Man. 

Martin,  William  Stormont,  (McGill  Univ.),  4260  Beaconsfield  Ave., 
Montreal,  Que. 

McRostie,  Gordon  Callander,  (Univ.  of  Toronto),  186  St.  George  St., 
Toronto,  Ont. 

Routly,  William  James,  (McGill  Univ.),  8034  Western  Ave.,  Mont- 
real West,  Que. 

Simpson,  Francis  W.,  (McGill  Univ.),  1703  Wm.  David  St.,  Mont- 
real, Que. 

Simpson,  William  Tyrie,  (McGill  Univ.),  5207  Trans-Island  Ave., 
Montreal,  Que. 

Solomon,  Julius  Denison,  (Univ.  of  Toronto),  17  Madison  Ave., 
Toronto,  Ont. 

Stapells,  Robert  Frederic  (McGill  Univ.),  4888  Dornal  Ave.,  Mont- 
real, Que. 

Stopps,  Reginald  Edward,  (McGill  Univ.),  3429  Peel  St.,  Montreal, 
Que. 

Turnbull,  John  Arnold,  (Univ.  of  New  Brunswick),  3  Mount  Pleas- 
ant Court,  Saint  John,  N.B. 

Walker,  Adam  Stewart,  (Sir  George  Williams  Coll.),  204  Hospital 
St.,  Room  35,  Montreal,  Que. 

Webster,  John  Alexander,  (McGill  Univ.),  141  Kenaston  Rd.,  Town 
of  Mount  Royal,  Que. 

Wilson,  William  Henrv,  (McGill  Univ.),  510  Main  St.,  Farnham, 
Que. 


THE  ENGINEERING  JOURNAL    March,  1942 


179 


NEWLY  ELECTED  OFFICERS  OF  THE  INSTITUTE 


Hector  Cimon,  m.e.i.c,  secretary  of  Price  Brothers  and 
Company,  Limited,  Quebec,  is  the  newly  elected  vice- 
president  of  the  Institute  for  the  Province  of  Quebec.  He  is 
a  very  active  member,  having  been  secretary-treasurer  of 
the  Quebec  Branch  from  1921  to  1924,  and  councillor  re- 
presenting the  Branch  from  1930  to  1937.  He  was  born  at 
Rivière-du-Loup,  Que.,  and  received  his  engineering- 
education  at  the  Ecole  Polytechnique,  Montreal,  where 
he  graduated  in  1916.  Upon  graduation  he  joined  the 
company  with  which  he  has  remained  ever  since  and  was 
placed  in  charge  of  special  surveys  and  later  he  was  in 
charge  of  design  and  supervision  of  construction  of  various 
engineering  works  for  the  company.  After  several  years  as 
engineer  of  the  company,  he  became  secretary  in  1939. 

Mr.  Cimon  joined  the  Institute  in  1912  as  a  Student  and 
was  transferred  to  Associate  Member  in  1919.  He  became  a 
Member  in  1930. 

J.  L.  Lang,  m.e.i.c,  of  the  firm  of  Lang  and  Ross,  consult- 
ing engineers,  Sault  Ste.  Marie,  Ont.,  is  the  newly  elected 
vice-president  of  the  Institute  for  Ontario.  He  was  born  at 
Hyde,  England,  and  was  educated  at  the  University  of 
Toronto,  graduating  in  1907  with  the  degree  of  Bachelor  of 
Applied  Science.  He  has  been  in  private  practice  at  Sault 


been  connected  with  the  construction  of  most  of  the  water 
works  and  sewage  systems  in  his  province. 

Mr.  Murdoch  joined  the  Institute  as  a  Student  in  1905. 
He  was  transferred  to  Associate  Member  in  1911  and  he 
became  a  Member  in  1919. 

E.  G.  M.  Cape,  m.e.i.c,  is  the  newly  appointed  treasurer  of 
the  Institute.  Born  at  Hamilton,  Ont.,  he  was  educated  at 
McGill  University,  Montreal,  where  he  graduated  in  1898. 
Shortly  after  graduation  he  was  an  engineer  in  charge  of  the 
plant  of  the  Lethbridge  Water  Works  and  Electric  Light 
Company  at  Lethbridge,  Alta.  From  1900  to  1902  he  was 
assistant  chief  engineer  of  Lake  Superior  Power  Company 
at  Sault  Ste.  Marie,  Ont.,  and  was  in  charge  of  the  con- 
struction of  plants,  mills,  dams,  water  works  and  harbour 
improvements.  From  1902  to  1905  he  was  in  private 
practice  at  Montreal.  In  1905  he  was  chief  engineer  in 
charge  of  the  construction  of  the  shops  of  the  Canada  Car 
Company.  In  1906  he  was  associated  with  C.  E.  Deakin, 
general  contractor.  In  1907  he  established  the  firm  of 
E.  G.  M.  Cape  and  Company,  engineers  and  contractors, 
Montreal,  of  which  he  is  still  president. 

During  the  last  war  Colonel  Cape  recruited  and  com- 
manded the  3rd  Canadian  Siege  Battery  and  went  overseas 


Hector  Cimon,  M.E.I.C. 


John  L.  Lang,  M.E.I.C. 


G.  G.  Murdoch,  M.E.I.C. 


Ste.  Marie  ever  since  his  graduation,  first  as  partner  in  the 
firm  of  Lang  and  Keys.  In  1910  the  firm  took  the  name  of 
Lang,  Keys  and  Ross  and  a  few  months  later  it  became 
Lang  and  Ross.  Mr.  Lang  served  in  the  last  war  with  the 
Canadian  Expeditionary  Force  from  1916  to  1919.  He  has 
been  closely  associated  with  the  development  of  the 
northern  part  of  the  province  and  at  one  time  he  was 
district  engineer  of  the  Northern  Development  Branch. 
As  a  consulting  engineer,  he  has  been  connected  with  most 
of  the  important  engineering  projects  carried  out  in  his 
district. 

Mr.  Lang  joined  the  Institute  as  a  Member  in  1921. 

G.  G.  Murdoch,  m.e.i.c,  has  been  elected  a  vice-president 
of  the  Institute  representing  the  maritime  provinces.  He 
was  born  at  Saint  John,  N.B.,  and  was  educated  at  the 
local  schools.  He  received  his  engineering  training  in  the 
office  of  his  father,  William  Murdoch,  engineer  and  super- 
intendent of  water  and  sewage  for  the  City  of  Saint  John. 
After  having  obtained  his  certificate  as  a  deputy  land 
surveyor  for  New  Brunswick,  he  established  himself  in 
private  practice  at  Saint  John,  N.B.  in  1895.  For  several 
years  he  was  engineer  for  the  New  Brunswick  Power 
Company  and  in  this  capacity  he  has  designed  and  con- 
structed many  hydraulic  structures.  As  a  consulting  en- 
gineer he  has  specialized  in  municipal  engineering  and  has 


in  1915.  After  training  in  England,  he  went  to  France  in 
June,  1916.  Colonel  Cape  was  mentioned  twice  in  dispatches 
after  the  battles  of  the  Somme  and  Vimy  Ridge.  He  was 
awarded  the  Distinguished  Service  Order  after  the  latter 
battle.  After  the  war  he  organized  and  commanded  the  2nd 
Medium  Brigade,  Royal  Canadian  Artillery.  From  1925 
to  1930  he  commanded  the  2nd  Regiment,  Royal  Canadian 
Artillery,  and  he  is  now  Honorary  Lieutenant-Colonel  of 
the  2nd  Regiment,  Royal  Canadian  Artillery. 

Colonel  Cape  joined  the  Institute  as  a  Student  in  1899. 
He  was  transferred  to  Associate  Member  in  1902  and 
became  a  Member  in  1909. 

John  E.  Armstrong,  m.e.i.c,  chief  engineer  of  the  Cana- 
dian Pacific  Railway  Company,  is  one  of  the  newly  elected 
councillors  representing  the  Montreal  Branch.  He  was  born 
at  Peoria,  111.,  and  received  his  education  at  Cornell 
University  where  he  graduated  in  1908  as  a  civil  engineer. 
From  1908  to  1912  he  was  assistant  engineer  with  the 
Cleveland  and  Pittsburg  division  of  the  Pennsylvania 
Company  at  Cleveland.  In  1912  he  joined  the  staff  of  the 
Canadian  Pacific  Railway  Company  at  Montreal  as  an 
engineer  in  the  office  of  the  assistant  chief  engineer,  and  in 
1928  he  became  assistant  chief  engineer  of  the  company. 
Since  1938  he  has  been  chief  engineer.  Mr.  Armstrong  has 
been  engaged  on  many  important  works,   including  the 


180 


March,  1942    THE  ENGINEERING  JOURNAL 


Cape,  M.E.I.C. 


J.  E.  Armstrong,  M.E.I.C. 


S.  G.  Coultis,  M.E.I.C. 


Quebec  joint  terminal,  the  waterfront  development  at 
Saint  John,  N.B.,  the  railway  revision  during  the  last  war 
md  the  construction  of  the  Toronto  viaduct  from  1924  to 
L930. 

In  1934  he  was  president  of  the  American  Railway 
Engineering  Association,  and  in  1940,  president  of  the 
Canadian  Railway  Club. 

Mr.  Armstrong  joined  the  Institute  as  an  Associate 
Member  in  1917  and  he  was  transferred  to  Member  in 
1940.  He  has  served  on  the  Finance  Committee  of  the 
Institute  for  the  last  two  years. 

5.  G.  Coultis,  M.E.i.c,  is  the  newly  elected  councillor 
•e presenting  the  Calgary  Branch.  He  was  born  at  Forest, 
Dnt.,  and  was  educated  at  the  University  of  Michigan 
where  he  graduated  in  chemistry  from  the  class  of  1909.  He 
was  in  the  employ  of  Smith  and  Leisenring  as  a  chemist 
Tom  1909  till  1913,  when  he  went  to  Calgary  as  assistant 
ïhemist  with  the  city.  From  1917  until  1920  he  was  super- 
ntendent  of  the  Southern  Alberta  Refineries  and  in  1920 
aecame  superintendent  of  the  Royalite  Oil  Company  at 
Black  Diamond,  Alta.  In  1937  he  returned  to  Calgary. 
Mr.  Coultis  joined  the  Institute  as  a  Member  in  1925. 

G.  L.  Dickson,  m.e.i.c,  has  been  elected  councillor  to 
represent  the  Moncton  Branch.  He  was  born  at  Truro,  N.S., 
md  received  his  education  at  Acadia  University  where  he 
graduated  in  1900.  From  1905  until  1910  he  was  chief 
electrician  with  the  Pictou  County  Electric  Company  and 
From  1910  to  1916  he  held  the  same  position  with  the  Nova 
Scotia  Steel  and  Coal  Company  at  Wabana,  Newfound- 
land. In  the  years  1916-1917  he  was  manager  of  Chambers 
Electric  Light  and  Power  Company.  In  1919  he  joined  the 


Canadian  National  Railways  as  general  power  plant 
inspector  for  the  Eastern  Lines.  In  1923  he  became  electric 
and  signal  engineer  for  the  Atlantic  Region  at  Moncton, 
N.B. 

Mr.  Dickson  joined  the  Institute  as  an  Associate  Member 
in  1923  and  he  became  a  Member  in  1940. 

F.  W.  Gray,  m.e.i.c,  assistant  general  manager  of  the 
Dominion  Steel  and  Coal  Corporation,  Sydney,  N.S.,  is  the 
newly  elected  councillor  representing  the  Cape  Breton 
Branch.  Born  in  Yorkshire,  England,  he  was  educated  at 
Firth  College,  Sheffield.  In  1904  he  came  to  Canada  as 
assistant  to  the  general  manager  of  the  Dominion  Coal 
Company  at  Sydney.  In  1908  he  became  assistant  to  the 
president  of  the  Nova  Scotia  Steel  and  Coal  Company. 
From  1919  to  1921  he  was  editor  of  the  Canadian  Mining 
Journal  and  Iron  and  Steel  of  Canada.  In  1921  he  became 
assistant  to  the  vice-president  of  the  British  Empire  Steel 
Corporation  and  in  1923  he  was  made  assistant  to  the 
president.  In  1928  he  was  appointed  to  the  position  which 
he  now  holds.  After  long  residence  in  the  maritimes,  he 
holds  an  advisory  position  in  one  of  the  most  important 
industries   of   that   region. 

Besides  being  an  authority  on  under-sea  coal  mining, 
Dr.  Gray  is  also  an  author  and  an  artist.  A  staunch  sup- 
porter of  professional  engineering  bodies,  he  is  a  past- 
president  of  the  Canadian  Institute  of  Mining  and  Metal- 
lurgy and  of  the  Mining  Society  of  Nova  Scotia. 

Dr.  Gray  joined  the  Engineering  Institute  as  an  Asso- 
ciate Member  in  1921  and  he  became  a  Member  in  1924. 
Last  year  he  was  one  of  the  recipients  of  the  inaugural 
awards  of  the  Julian  C.  Smith  Medal  of  the  Institute. 


G.  L.  Dickson,  M.E.I.C.  F.  W.  Gray,  M.E.I.C. 

THE  ENGINEERING  JOURNAL    March,  1942 


E.  D.  Gray-Donald,  M.E.I.C. 


181 


J.  Haimes,  M.E.I.C. 


E.  D.  Gray-Donald,  m.e.i.c,  has  been  elected  councillor 
representing  the  Quebec  Branch.  Born  at  Amoy,  China,  he 
received  his  primary  education  at  Victoria,  B.C.,  and 
attended  George  Watson's  College,  Edinburgh.  In  1921  he 
came  to  McGill  University  where  he  graduated  in  electrical 
engineering  in  the  class  of  1926.  He  is  also  a  Master  of 
Science  of  Laval  University,  Quebec.  Upon  graduation 
from  McGill  University  he  joined  the  Shawinigan  Water 
and  Power  Company  as  an  apprentice,  and  in  1927  he  was 
transferred  to  the  Quebec  Power  Company  as  an  assistant 
engineer.  He  became  assistant  superintendent  of  the  power 
division  in  1928  and  was  appointed  superintendent  in 
1930.  In  1937  he  was  made  assistant  general  superintendent 
of  the  company  and  in  1939  was  promoted  to  general 
superintendent,  the  office  which  he  now  holds. 

Mr.  Gray-Donald  joined  the  Institute  as  a  Student  in 
1922  and  he  was  transferred  to  Junior  in  1926.  He  was  made 
an  Associate  Member  in  1934  and  was  transferred  to 
Member  in  1939. 

James  Haimes,  m.e.i.c,  is  the  newly  elected  councillor  for 
the  Lethbridge  Branch.  Born  at  Barnsley,  Yorkshire,  he 
was  educated  in  the  local  public  and  technical  schools  and 
served  his  apprenticeship  as  a  mining  engineer  in  the 
Wharncliffe  Collieries,  Limited,  at  Barnsley.  He  came  to 
Canada  in  1911  as  an  instrument-man  with  the  City  of 
Lethbridge,  later  becoming  office  engineer.  During  the  last 
war  he  served  in  France  from  1916  to  1918.  Upon  his  return 
to  Canada  in  1919  he  became  assistant  city  engineer  at 
Lethbridge.  In  1930  he  became  city  engineer,  a  position 
which  he  still  holds. 

Mr.  Haimes  joined  the  Institute  as  an  Associate  Member 
in  1925  and  he  became  a  Member  in  1940. 


R.  E.  Heartz,  m.e.i.c,  is  one  of  the  newly  elected  coun- 
cillors for  the  Montreal  Branch.  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  commis- 
sion early  in  1918,  and  was  appointed  flying  instructor, 
being  demobilized  in  1919.  In  that  year  he  joined  the 
Fraser-Brace  Engineering  Company,  Limited,  and  was 
employed  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. 
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 projects.  He  is  now  assistant  chief  engineer  of 
Shawinigan  Engineering  Company,  Montreal.  At  present 
he  is  on  loan  to  the  Wartime  Merchant  Shipping,  Limited, 
where  he  occupies  the  position  of  general  manager. 

Mr.  Heartz  joined  the  Institute  as  a  Student  in  1917.  He 
became  an  Associate  Member  in  1926  and  was  transferred 
to  Member  in  1933.  Last  year  he  was  chairman  of  the 
Montreal  Branch,  and  it  was  under  his  energetic  manage- 
ment that  the  building  fund  campaign  was  completed  with 
such  success. 


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


182 


E.  W.  Izard,  M.E.I.C. 

March,  1942    THE  ENGINEERING  JOURNAL 


J.  R.  Kaye,  M.E.I.C. 


Nicol  MacNicol,  M.E.I.C. 


Walter  G.  Hunt,  M.E.I.C,  president  and  managing 
director  of  Walter  G.  Hunt  Company,  Limited,  engineers 
md  contractors,  is  one  of  the  newly  elected  councillors  of 
the  Montreal  Branch.  Born  at  Bury,  Que.,  he  was  educated 
it  McGill  University  where  he  graduated  in  1917.  For 
several  years  he  was  associated  with  the  firm  of  Ross- 
Vleagher  Company,  engineers  and  general  contractors, 
Dttawa,  as  engineer  and  later  as  general  superintendent, 
[n  1926  he  came  to  Montreal  and  two  years  later  formed 
;he  firm  of  Walter  G.  Hunt  Company,  Limited.  One  of  the 
•ecent  outstanding  projects  carried  out  by  the  firm  is  the 
xmstruction  of  the  Sir  Arthur  Currie  memorial  gymnasium 
ind  armoury  for  McGill  University.  More  recently  his  firm 
las  carried  out  extensions  to  the  tank  shops  for  the  Cana- 
lian  Pacific  Railway  Company,  and  construction  work  at 
;he  St.  Hubert  and  Dorval  airports,  near  Montreal.  Mr. 
Hunt  is  a  director  of  the  Stanstead  and  Sherbrooke  Fire 
Insurance  Company  and  a  past-president  of  the  Builders 
Exchange  Incorporated. 

Mr.  Hunt  joined  the  Institute  as  a  Student  in  1916, 
ransferring  to  Junior  in  1919.  He  was  transferred  to 
associate  Member  in  1922  and  he  became  a  Member  in 
1932.  He  has  always  been  active  in  Institute  affairs  and  he 
vas  the  chairman  of  the  committee  on  arrangements  for 
he  Annual  Meeting  in  Montreal  this  year. 

E.  W.  Izard,  M.e.i.c,  is  the  newly  elected  councillor  for  the 
Victoria  Branch.  Born  at  Wisbeach,  Cambridgeshire, 
England,  he  received  his  engineering  education  at  Brighton 
rechnical  College  and  Glasgow  University.  He  served  his 
ipprenticeship  in  shipbuilding  with  Yarrow  and  Company 
n  London  from  1906  to  1908.  Later,  until  1911  he  was  with 


John  Brown  and  Company  at  Clydebank.  In  1912  he 
returned  to  Yarrow  and  Company  at  Glasgow  and  was 
employed  on  the  design  of  turbines  and  internal  combustion 
engines.  He  came  to  Canada  in  1914  and  was  in  charge  of 
the  dry  docking  and  repairs  of  passenger,  cargo  and  naval 
vessels  for  his  company.  He  is  at  present  works  manager  at 
Victoria. 

Mr.  Izard  joined  the  Institute  as  a  Member  in  1937.  He 
was  chairman  of  the  Victoria  Branch  of  the  Institute  in 
1940. 

J.  R.  Kaye,  m.e.i.c,  is  a  newly  elected  councillor  represent- 
ing the  Halifax  Branch.  Born  at  Halifax,  N.S.,  he  was 
educated  at  Dalhousie  and  McGill  Universities,  and 
graduated  in  mechanical  engineering  from  the  latter  in 
1924.  A  few  months  after  graduation  he  joined  the  staff  of 
the  Montreal  Engineering  Company  and  was  employed 
with  that  firm  until  1931,  first  on  maintenance  and  re- 
construction with  the  Calgary  Power  Company  at  Seebe, 
Alta.,  and  in  1926  he  was  transferred  to  the  Venezuela 
Power  Company  at  Maracaibo,  Ven.  From  1928  to  1930  he 
was  general  superintendent  at  Maracaibo.  Returning  to 
Canada  in  1931  he  later  established  a  consulting  engineering 
practice  and  is,  at  present,  a  partner  in  the  firm  Engineering 
Service  Company,  Limited,  at  Halifax,  N.S. 

Mr.  Kaye  joined  the  Institute  as  a  Student  in  1924.  He 
was  transferred  to  Associate  Member  in  1931  and  became  a 
Member  in  1940. 

Nicol  MacNicol,  m.e.i.c,  is  the  newly  elected  councillor 
representing  the  Toronto  Branch.  Born  at  Barrie,  Ont.,  he 
received  his  education  at  the  University  of  Toronto  where 


T.  A.  McElhanney,  M.E.I.C. 
THE  ENGINEERING  JOURNAL    March,  1942 


A.  W.  F.  McQueen,  M.E.I.C. 


183 


he  graduated  in  1919.  For  a  few  years  after  graduation  he 
was  employed  with  various  firms  of  consulting  engineers, 
and  was  connected  with  the  design  and  construction  of 
several  engineering  projects.  In  1923  he  was  appointed 
engineer  of  Etobicoke  Township  and  in  1931  he  became 
works  commissioner  for  Forest  Hill  Village,  Ont.,  which 
position  he  still  holds. 

Mr.  MacNicol  joined  the  Institute  as  a  Student  in  1919 
and  was  transferred  to  Junior  in  1923.  In  1935  he  became  a 
Member.  He  was  chairman  of  the  Toronto  Branch  of  the 
Institute  in  1940. 

T.  A.  McElhanney,  M.E.i.c,  superintendent  of  the  Forest 
Products  Laboratories  at  Ottawa,  is  the  newly  elected 
councillor  of  the  Institute  representing  the  Ottawa  Branch. 
He  was  born  in  Ripley,  Ont.,  and  graduated  from  the 
University  of  Toronto  in  1912.  After  graduation  he  was 
connected  with  the  British  Columbia  government  on 
survey  work,  and  from  1913  to  1917  he  was  a  partner  of  the 
firm  of  McElhanney  Brothers,  surveyors  and  engineers.  In 
1919  he  was  appointed  assistant  controller  of  surveys  in 
the  Topographical   Surveys  branch   at   Ottawa.   In   1923 


Gzowski  Medal.  He  was  chairman  of  the  Niagara  Peninsula 
Branch  of  the  Institute  in  1939. 

A.  E.  Pickering,  m.e.i.c,  has  been  elected  councillor 
representing  the  Sault  Ste.  Marie  Branch.  Born  at  Bramp- 
ton, Ont.,  he  graduated  from  the  University  of  Toronto  in 
mechanical  and  electrical  engineering.  From  1905  to  1912 
he  was  assistant  engineer  and  in  1912-1913  manager  and 
engineer  of  the  Lake  Superior  Power  Company.  From  1916 
to  1932  he  was  manager  and  engineer  and  from  1932  to 
date  vice-president  and  manager  of  the  Great  Lakes 
Power  Company,  Ltd.,  at  Sault  Ste.  Marie. 

Mr.  Pickering  joined  the  Institute  as  a  Member  in  1921. 
From  1930  to  1933  he  served  on  the  Council  as  a  represent- 
ative of  the  Sault  Ste.  Marie  Branch. 

W.  J.  W.  Reid,  m.e.i.c,  is  the  newly  elected  councillor 
representing  the  Hamilton  Branch.  Born  at  Oak  River, 
Man.,  he  was  educated  at  the  University  of  Toronto  where 
he  graduated  in  1924.  Upon  graduation  he  joined  the  staff 
of  Otis-Fensom  Elevator  Company  at  Hamilton  and  in 
1925  he  was  put  in  charge  of  electrical  manufacture.  In 


A.  E.  Pickering,  M.E.I.C. 


W.  J.  W.  Reid,  M.E.I.C. 


J.  W.  Sanger,  M.E.I.C. 


he  was  appointed  acting  superintendent  of  the  Vancouver 
laboratory  of  the  Forest  Products  Laboratories  of  Canada, 
and  in  1938  he  became  superintendent  of  the  Laboratories 
at  Ottawa. 

Mr.  McElhanney  joined  the  Institute  as  an  Associate 
Member  in  1932  and  he  became  a  Member  in  1940. 


A.  W.  F.  McQueen,  m.e.i.c,  is  the  newly  elected  councillor 
for  the  Niagara  Peninsula  Branch.  Born  at  Lowestoft, 
England,  he  graduated  from  the  University  of  Toronto  in 
1923  and  entered  the  service  of  the  Hydro-Electric  Power 
Commission  of  Ontario.  For  three  years  he  was  assistant- 
engineer  of  tests  and  for  another  three  years  he  remained 
with  the  Commission  in  charge  of  various  hydrological 
and  hydraulic  investigations.  In  1927  he  became  assistant 
engineer  with  H.  G.  Acres  and  Company,  Ltd.,  Consulting 
Engineers,  Niagara  Falls,  Ont.,  and  in  1934  hydraulic 
engineer,  which  position  he  holds  at  the  present  time. 

Mr.  McQueen  joined  the  Institute  as  a  Student  in  1920. 
He  was  transferred  to  Junior  in  1927  and  to  Associate 
Member  in  1929.  He  became  a  Member  in  1939.  He  is  the 
author  of  several  papers  that  have  been  published  in  The 
Journal.  In  1932  he  was  awarded  the  Past-Presidents' 
Prize  for  a  paper  on  "Engineering  Education."  In  1938  he 
was  the  joint' author  of  the  paper  "The  18-Foot  Diameter 
Steel  Pipe  Line  at  Outardes  Falls,"  which  was  awarded  the 


184 


1926  he  became  assistant  construction  manager  and  in  1928 
construction  manager.  He  was  transferred  to  the  engineer- 
ing department  in  1931  and  in  1933  he  became  works 
manager,  a  position  which  he  still  holds  with  that  of  man- 
ager of  munitions. 

Mr.  Reid  joined  the  Institute  as  an  Associate  Member  in 
1929  and  he  was  transferred  to  Member  in  1937. 

J.  W.  Sanger,  m.e.i.c,  chief  engineer  of  the  City  of  Win- 
nipeg Hydro-Electric  System  and  commissioner  of  the 
Manitoba  Power  Commission,  is  the  newly  elected  coun- 
cillor representing  the  Winnipeg  Branch.  Born  at  Bristol, 
England,  he  received  his  technical  education  at  Faraday 
House,  London.  From  1907  until  1911  he  was  district 
superintendent  of  the  Midland  Electric  Power  Corporation 
at  Staffordshire,  England.  In  1912  he  came  to  Canada  as 
engineer  and  superintendent  of  distribution  for  the  City 
of  Winnipeg  Hydro-Electric  System.  In  1915  he  became 
superintendent  of  the  System,  and  in  1932  he  was  appointed 
chief  engineer.  He  became  a  commissioner  of  the  Manitoba 
Power  Commission  in  1931. 

Mr.  Sanger  joined  the  Institute  as  an  Associate  Member 
in  1921,  transferring  to  Member  in  1936.  He  was  chairman 
in  1939  of  the  Winnipeg  Branch  of  the  Institute.  In  1933 
Mr.  Sanger  was  president  of  the  Association  of  Professional 
Engineers  of  Manitoba. 


March,  1942    THE  ENGINEERING  JOURNAL 


INSTITUTE  PRIZE  WINNERS 


W.  G.  McBride,  m.e.i.c,  is  one  of  the  recipients  for  1941 
of  the  additional  inaugural  awards  of  the  Julian  C.  Smith 
Medal  "for  achievement  in  the  development  of  Canada." 

Twenty-five  years  after  his  graduation  from  McGill  Uni- 
versity, Mr.  McBride  was  persuaded  to  leave  the  copper- 
mining  industry  of  the  west,  and  return  to  his  old  university 
as  head  of  the  department  of  mining  engineering  and  metal- 
lurgy, the  position  which  he  occupies  today. 

During  his  career  in  Mexico  and  Arizona  his  achievements 
as  mine  manager,  after  overcoming  serious  technical  and 
labour  difficulties,  gained  for  him  recognition  as  a  leading 
authority  in  metal  mining.  He  has  been  prominent  in  the 
work  of  professional  societies,  both  in  administrative  work 
and  as  a  contributor  to  technical  knowledge.  He  was  presi- 
dent in  1941  of  the  Canadian  Institute  of  Mining  and 
Metallurgy  and  is  serving  his  second  term  on  the  Council 
of  the  Institution  of  Mining  and  Metallurgy,  London.  His 
services  as  a  consultant  have  been  widely  sought.  At  McGill 
University  he  has  manifested  his  great  capacity  for  un- 
stinted service  and  helpful  leadership. 


in  1914  he  joined  the  Royal  Naval  Air  Service — afterwards 
merged  in  the  Royal  Air  Force — and  was  demobilized  in 
1919  with  the  rank  of  Lieutenant-Colonel. 

After  a  period  of  service  as  chief  of  the  technical  staff 
of  Handley  Page  Limited,  he  came  to  Canada  in  1920,  on 
the  creation  of  the  Air  Board.  His  distinguished  work  as 
chief  aeronautical  engineer  of  the  Royal  Canadian  Air  Force 
led  to  steady  promotion  in  the  service;  he  is  now  a 
member  of  the  Air  Council,  responsible  for  aeronautical 
engineering. 

A  frequent  contributor  of  valuable  papers  to  aeronautical 
and  other  journals,  he  has  been  honoured  by  many  leading 
technical  and  scientific  bodies. 

S.  R.  Banks,  m.e.i.c,  has  been  awarded  the  Gzowski  Medal 
for  1941  for  his  paper,  "Lions'  Gate  Bridge,  Vancouver, 
B.C."  He  was  born  in  Liverpool,  England,  and  received 
his  general  education  at  Liverpool  Collegiate  School. 
Studying  civil  engineering  at  the  University  of  the 
same  city,  he  graduated  with  honours  in  1924,  and  two 
years  afterwards  advanced  to  the  degree  of  M.Eng.  His 


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


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


E.  W.  Stedman,  M.E.I.C. 


W.  G.  Murrin,  m.e.i.c,  president  of  the  British  Columbia 
Power  Corporation  Limited  and  associated  companies,  has 
been  awarded  one  of  the  additional  inaugural  awards  of 
the  Julian  C.  Smith  Medal  for  1941.  An  electrical  engineer 
of  wide  experience  and  high  standing,  Mr.  Murrin  received 
bis  professional  training  and  early  experience  in  England. 
During  his  thirty  years'  residence  in  Canada  he  has  been 
identified  with  the  growth,  organization  and  operation  of 
the  great  public  utility  in  British  Columbia,  of  which  he 
has  been  president  since  1929.  The  remarkable  development 
of  the  electrical  power  industry  which  has  taken  place  in 
that  province  is  in  no  small  measure  due  to  his  technical 
knowledge,  energy  and  leadership.  He  is  prominent  also 
on  the  directorate  of  important  industrial  and  financial 
organizations  and  in  the  community  life  of  the  city  in  which 
he  lives. 

4ir  Vice-Marshal  E.  W.  Stedman,  m.e.i.c,  is  one  of  the 
recipients  for  1941  of  the  additional  inaugural  awards  of 
the  Julian  C.  Smith  Medal. 

The  career  of  Air  Vice-Marshal  Stedman  well  illustrates 
the  indispensable  nature  of  the  services  which  trained  engi- 
neers render  in  aerial  warfare.  A  brilliant  student  at  the 
Royal  College  of  Science,  London,  and  a  Whitworth  Scholar, 
he  took  up  research  work  in  aeronautics  at  the  National 
Physical  Laboratory,  Teddington.  On  the  outbreak  of  war 


first  appointment  was  that  of  junior  engineer  with  the  Bridge 
Stress  Committee  of  the  Department  of  Scientific  and  In- 
dustrial Research,  Great  Britain.  Subsequently  he  was  for 
some  time  in  the  office  of  Messrs.  Rendel,  Palmer  and 
Tritton,  consulting  engineers,  of  Westminster. 

Mr.  Banks  came  to  Canada  in  1929,  and  was  at  first 
employed  by  the  Dominion  Bridge  Company  at  Lachine 
in  the  capacity  of  structural  designer  and  field  engineer. 
From  1932  to  1940  he  was  assistant  engineer  with  Messrs. 
Monsarrat  and  Prat  ley,  consulting  engineers,  of  Montreal. 
With  this  firm  his  duties  were  closely  connected  with  the 
design  and  supervision  of  erection  of  the  He  d'Orléans  and 
Lions'  Gate  suspension  bridges,  and  with  inspections  of 
the  Jacques  Cartier  bridge  and  of  the  main  line  bridges 
of  the  Newfoundland  Railway.  For  the  past  two  years  Mr. 
Banks  has  been  with  the  Aluminum  Company  of 
Canada,  Limited,  at  Montreal,  engaged  in  the  design 
of  works  involved  in  the  company's  wartime  building 
programme. 

Mr.  Banks  is  an  Associate  Member  of  the  Institution  of 
Civil  Engineers,  by  which  body  he  was  awarded  a  Telford 
Premium  in  1936.  He  is  also  an  Associate  Member  of  the 
Institution  of  Structural  Engineers. 

It  is  expected  that  Mr.  Banks'  prize-winning  paper  will 
be  published  in  the  Journal  starting  with  the  April  issue. 


THE  ENGINEERING  JOURNAL    March,  1942 


185 


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


O.  W.  Ellis,  M.E.I.C. 


G.  Reuben  Yourt 


O.  W.  Ellis,  M.E.i.c,  is  the  recipient  of  the  Duggan  Medal 
and  Prize  for  1941  for  his  paper,  "Forgeability  of  Metals," 
presented  before  the  Niagara  Peninsula  Branch  of  the 
Institute  and  published  in  the  October,  1941,  issue  of  the 
Journal.  He  was  born  at  Swindon,  England,  and  served  an 
apprenticeship  with  the  Great  Western  Railway  Locomotive 
Works  at  Swindon.  He  came  to  Canada  in  1910  as  an  educa- 
tional instructor  with  the  Canadian  Pacific  Railway  Com- 
pany at  Montreal.  Returning  to  England  in  1911  he  entered 
the  Department  of  Metallurgy  at  the  University  of  Bir- 
mingham, England,  and  received  his  degree  of  b.sc.  in  metal- 
lurgy in  1914.  During  the  war  1914  to  1918  he  worked  as  a 
metallurgist  in  the  Royal  Ordnance  Factories.  In  1916  he 
received  the  degree  of  m.sc  from  the  University  of  Bir- 
mingham. At  the  end  of  the  war  he  was  appointed  chief 
metallurgist  at  the  Royal  Laboratory  Department  of  the 
Royal  Ordnance  Factories,  and  in  1920  he  was  called  upon 
to  reorganize  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  Metallurgical  Research  at  the  Ontario  Research  Founda- 
tion, 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. 


Mr.  Ellis  was  awarded  the  Plummer  Medal  of  the  Insti- 
tute in  1940. 

G.  Reuben  Yourt,  Stud.c.i.M.M.,  is  the  recipient  of  the 
Leonard  Medal  for  1941  for  his  paper,  "Ventilation  and 
Dust  Control  at  the  Wright-Hargreaves  Mine." 

Mr.  Yourt  is  a  graduate  of  Queen's  University  where  he 
obtained  the  degree  of  Bachelor  of  Arts.  In  January,  1936, 
he  became  connected  with  Wright-Hargreaves  Mines, 
Limited,  at  Kirkland  Lake,  Ont.,  as  a  sampler,  later  trans- 
ferring to  the  engineering  department.  He  is  at  present 
ventilation  and  field  engineer  of  this  company. 

Mr.  Yourt's  paper  was  published  in  the  November,  1940, 
issue  of  the  Canadian  Mining  Bulletin. 

A.  L.  Malby,  jr. e. i.e.,  is  the  recipient  of  the  John  Galbraith 
Prize  for  1941  for  his  paper,  "Carrier  Current  Control  of 
Peak  Loads."  Born  at  London,  England,  Mr.  Malby  re- 
ceived his  education  at  St.  Johns  Technical  High  School, 
Manitoba,  and  graduated  as  a  Bachelor  of  Science  in 
electrical  engineering  from  the  University  of  Manitoba  in 
1934.  Upon  graduation  he  joined  the  staff  of  the  Canadian 
General  Electric  Company,  Limited,  at  Peterborough,  Ont., 
and  was  engaged  on  testing  and  generator  erection  work. 
In  1936  he  was  appointed  assistant  industrial  control  engi- 
neer, which  position  he  still  holds. 

Mr.  Malby  is  a  past  secretary-treasurer  of  the  Peter- 
borough Branch  of  the  Institute. 

Gerald  N.  Martin,  jr.E.i.c,  has  been  awarded  the  Phelps 
Johnson  Prize  for  1941  for  his  paper  entitled,  "Character- 


A.  L.  Malby,  Jr.,  E.I.C. 


186 


G.  No  Martin,  Jr.,  E.I.C.  T.  A.  Monti,  S.E.I.C. 

March,  1942    THE  ENGINEERING  JOURNAL 


istics  and  Peculiarities  of  Some  Recent  Large  Boilers  in 
England"  presented  before  the  Montreal  Branch  of  the 
Institute  and  published  in  the  June,  1941,  issue  of  the 
Journal.  Born  at  Lachine,  Que.,  he  received  his  primary 
education  at  the  Mont  St-Louis  College  and  he  gradu- 
ated from  the  Ecole  Polytechnique  of  Montreal  in  1934. 
Mr.  Martin  joined  the  staff  of  the  Dominion  Bridge  Com- 
pany upon  graduation  and  worked  as  a  designer  in  the 
structural  and  boiler  departments.  In  1938  he  was  granted 
a  two  years'  leave  of  absence  to  obtain  added  experience 
and  to  study  modern  combustion  engineering  under  the 
Central  Electricity  Board  in  London,  England.  While  in 
England  he  worked  on  the  design  and  operation  of  the 
highest  pressure  boiler  units  in  use  and  was  stationed  for  a 
time  at  the  Brimsdown  Station  of  the  North  Metropolitan 
Power  Supply  Company.  He  returned  to  Canada  in  the 
spring  of  1940  and  resumed  his  position  in  the  boiler  depart- 
ment of  the  Dominion  Bridge  Company.  A  few  months 
later  he  was  loaned  to  the  Aluminum  Company  of  Canada, 


Limited,  Montreal,  where  he  has  since  been  engaged  on 
design  work. 

Mr.  Martin  has  been  an  active  member  of  the  Junior 
Section  of  the  Montreal  Branch  and  at  one  time  he  was 
on  the  executive  committee.  He  was  awarded  the  Phelps 
Johnson  Prize  once  before,  in  1937,  for  a  paper  on  "The 
Elements  of  Modern  Combustion  Engineering." 

T.  A.  Monti,  s.e.i.c,  is  the  recipient  of  the  Ernest  Marceau 
Prize  for  1941  for  his  paper,  "Vedette  de  40  pieds  de 
Longueur"  presented  before  the  Junior  Section  of  the 
Montreal  Branch.  Born  in  Italy,  he  was  educated  at  the 
Ecole  Polytechnique,  Montreal,  where  he  graduated 
in  1941.  During  his  college  vacations  he  worked  for  the 
Northern  Electric  Company,  the  Quebec  Streams  Commis- 
sion, and  the  Department  of  Roads  of  the  Province  of 
Quebec.  Since  graduation  he  has  been  on  the  engineering 
staff  of  the  Dominion  Bridge  Company,  Limited,  Montreal, 
in  the  mechanical  design  department. 


Personals 


D.  E.  Blair,  m.e.i.c,  general  manager  of  Montreal  Tram- 
ways Company,  has  been  appointed  a  vice-president  of  the 
company  and  will  combine  the  duties  of  this  office  with  his 
present  position. 

Mr.  Blair,  who  has  been  associated  with  the  Montreal 
Tramways  Company  for  39  years,  was  born  at  Montmagny, 
Que.,  and  was  educated  at  Quebec  High  School  and  McGill 
University  where  he  graduated  with  a  B.A.Sc,  degree  in 
1897.  He  started  his  career  in  the  transportation  industry 
by  entering  the  service  of  the  Quebec  Street  Railway  Com- 
pany as  electrical  engineer.  In  this  position  he  superintended 
the  electrification  of  the  Quebec,  Montmorency  and  Charle- 
voix, formerly  a  steam  railway.  In  1903  he  joined  the 
Montreal  Street  Railway  as  assistant  general  superinten- 
dent.  A  year  later  he  was  appointed  superintendent  of 


D.  E.  Blair  M.E.I.C. 

•oiling  stock  and  became  responsible  for  the  design,  con- 
struction and  maintenance  of  all  street  cars  used  in  Mont- 
real. In  1925  he  was  promoted  to  the  position  of  general 
superintendent  in  charge  of  operation  and  maintenance  and 
n  1938  was  named  general  manager. 

H.  J.  Leitch,  m.e.i.c,  has  been  appointed  as  assistant  to 
;he  director-general  of  the  shipbuilding  branch  of  the 
Department  of  Munitions  and  Supply.  At  the  time  of  his 
ippointment,  Mr.  Leitch  was  general  sales  manager  of 
bigorna  Steel  Corporation  Limited  at  Montreal  and  his 
services  have  been  loaned  to  the  Government  by  this  firm. 


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


A.  Duperron,  M.E.I.C. 

Arthur  Duperron,  m.e.i.c,  has  been  appointed  assistant 
general  manager  of  the  Montreal  Tramways  Company.  He 
was  born  at  Nicolet,  Que.,  and  was  educated  at  Mount  St. 
Louis  College  and  Ecole  Polytechnique,  Montreal,  where 
he  graduated  with  the  degree  of  B.A.Sc,  in  1911.  He  began 
his  professional  career  with  the  C.P.R.  Bridge  Department 
and,  after  spending  three  years  with  the  company,  was 
associated  with  the  Quebec  Streams  Commission  from  1918 
to  1927,  becoming  assistant  chief  engineer  of  this  Com- 
mission in  1925.  He  was  appointed  chief  engineer  of  the 
Montreal  Tramways  Commission  in  1927. 

He  joined  the  Montreal  Tramways  Company  in  1937  as 
chief  engineer,  a  position  which  he  has  occupied  until  his 
recent  promotion.  In  1925  Mr.  Duperron  was  appointed 
professor  of  public  works  at  Ecole  Polytechnique.  In  1930 
he  served  as  chairman  of  the  Montreal  Branch  of  the  Insti- 
tute and  in  1937-38-39  he  was  on  the  Council. 

D.  M.  Stephens,  mIe.i.c,  was  recently  elected  chairman 
of  the  Winnipeg  Branch  of  the  Institute.  He  is  a  graduate 
in  civil  engineering  from  the  University  of  Manitoba  in  the 
class  of  1931.  For  two  years  after  graduation  he  was 
instructor  in  civil  engineering  at  the  University  of  Manitoba 
and  in  1933  he  joined  the  staff  of  the  surveys  branch  of 
the  Department  of  Mines  and  Natural  Resources  at  Win- 
nipeg as  technical  draughtsman.  He  is  at  present  office 
engineer  in  the  same  department. 


fHE  ENGINEERING  JOURNAL"  March,  1942 


187 


N.  B.  MacRostie,  m.e.i.c,  is  the  newly  elected  chairman 
of  the  Ottawa  Branch.  He  was  born  at  Metcalfe,  Ont.,  and 
was  educated  at  Queen's  University  where  he  graduated  in 
1911.  In  1912  he  was  in  charge  of  field  work  as  assistant 
to  the  inspector  of  surveys  in  Manitoba  and  Saskatchewan 
and  in  1913  he  was  employed  with  J.  B.  McRae,  consulting 
engineer,  Ottawa,  as  inspector  on  construction  of  a  dam  at 
High  Falls,  Que.  In  1913  he  joined  the  engineering  depart- 
ment of  the  City  of  Ottawa,  first  as  assistant  roadway 
engineer  and  later  he  became  in  charge  of  sidewalks  as  well 
as  city  surveyor.  From  1916  to  1918  he  was  gauge  examiner 
with  the  Imperial  Munitions  Board. 


N.  B.  MacRostie,  M.E.I.C. 

In  the  spring  of  1918  he  joined  the  Royal  Canadian 
Engineers  and  went  overseas.  Upon  his  return  to  Canada 
in  1919  he  became  a  member  of  the  firm  of  Lewis  and 
MacRostie,  civil  engineers  and  surveyors,  Ottawa.  Later 
he  was  associated  with  the  firm  of  MacRostie  and  White. 
At  present  he  is  in  private  practice  on  his  own  account. 

Noel  J.  Ogilvie,  m.e.i.c,  Dominion  Geodesist  and  Cana- 
dian International  Boundary  Commissioner  was  recently 
appointed  to  a  committee  on  aerial  surveying  and  mapping 
at  a  meeting  in  New  York  of  the  executive  committee  of 
the  Surveying  and  Mapping  Division,  American  Society  of 
Civil  Engineers. 

P.  A.  Lovett,  m.e.i.c,  has  recently  been  elected  chairman 
of  the  Halifax  Branch  of  the  Institute.  Born  at  Liverpool, 
N.S.,  he  was  educated  at  the  Massachusetts  Institute  of 
Technology  and  at  Nova  Scotia  Technical  College  where 
he  graduated  in  1928  in  electrical  engineering.  For  two 
years  after  graduation  he  followed  the  apprenticeship  course 
of  Canadian  Westinghouse  Company  Limited  and  in  1930 
he  joined  the  staff  of  the  Maritime  Telegraph  and  Tele- 
phone Company  as  assistant  engineer.  Since  1933  he  has 
been  associated  as  consulting  engineer  with  J.  R.  Kaye, 
m.e.i.c,  in  the  firm  Engineering  Service  Company  Limited, 
Halifax. 

F.  T.  Julian,  m.e.i.c,  is  the  newly  elected  chairman  of  the 
London  Branch  of  the  Institute.  Born  at  Brampton,  Ont., 
he  was  educated  at  the  University  of  Toronto  where  he 
graduated  in  1920.  During  the  last  war  he  was  with  the 
Royal  Canadian  Engineers  from  1916  to  1919.  In  the  years 
1920  and  1921  he  was  on  the  staff  of  the  Hydro-Electric 
Power  Commission  of  Ontario  as  a  junior  engineer  on  the 
St.  Lawrence  river  investigation.  In  1921  he  joined  the 
staff  of  J.  A.  Vance,  m.e.i.c,  general  contractor,  Wood- 
stock, Ont.,  as  a  foreman  and  superintendent.  He  has  been 
with  this  firm  ever  since  and  has  been  connected  with 
several  construction  projects  in  the  field  of  civil  engineering. 


Ross  W.  Bastable,  m.e.i.c,  has  accepted  a  commission  as 
pilot  officer  in  the  Royal  Canadian  Air  Force.  Previous  to 
his  enlistment  he  was  with  the  Bell  Telephone  Company  of 
Canada  at  Montreal.  He  graduated  in  mechanical  engineer- 
ing from  McGill  University  in  1922  and  spent  two  years  on 
mechanical  design  of  grain  elevators  with  the  John  S. 
Metcalf  Company,  Montreal.  In  1925  he  joined  the  staff 
of  the  Bell  Telephone  Company  of  Canada  and  worked  on 
building  maintenance  until  1928  when  he  became  super- 
visor of  buildings  in  the  western  division.  In  1930  he  was 
transferred  to  eastern  division.  Later  he  was  appointed 
superintendent  of  buildings  for  the  company. 

Louis  Trudel,  m.e.i.c,  assistant  general  secretary  of  the 
Institute,  has  been  appointed  member  of  the  Civilian  Com- 
mittee for  the  selection  of  French-Canadian  officers  in 
Military  District  No.  4. 

A.  A.  Swinnerton,  m.e.i.c,  has  been  elected  secretary- 
treasurer  of  the  Ottawa  Branch  of  the  Institute  at  the 
recent  annual  meeting  of  the  Branch.  Born  at  Hyderabad, 
India,  Mr.  Swinnerton  was  educated  at  the  University  of 
Toronto,  where  he  graduated  in  chemical  engineering  in 
1919.  He  served  overseas  during  the  last  war  from  1915  to 
1917.  Upon  his  return  to  Canada  in  1917  he  worked  as  a 
chemist  with  British  Acetones,  Toronto,  and  in  1919  he 
was  appointed  assistant  chemist  in  the  Department  of 
Mines  at  Ottawa.  In  1921  he  was  promoted  to  chemist  in 
charge  of  oil  shale  investigations.  Later  he  was  transferred 
to  the  fuel  research  laboratories  in  the  same  department. 
He  is  at  present  connected  with  the  Dominion  Fuel  Board 
in  the  Department  of  Mines  and  Resources,  Ottawa. 

Selwyn  H.  Wilson,  m.e.i.c,  has  been  appointed  main- 
tenance superintendent  in  charge  of  the  maintenance  de- 
partment of  Ottawa  Car  and  Aircraft  Limited.  He  succeeds 
L.  D.  Byce  who  has  been  loaned  to  the  Government. 

Mr.  Wilson  served  with  the  Royal  Canadian  Artillery  in 
the  last  war,  winning  the  Military  Cross  in  action  at  the 
Canal  du  Nord.  Returning  to  Canada,  he  graduated  from 


Selwyn  H.  Wilson,  M.E.I.C. 

McGill  University  in  1922  and  held  positions  with  Con- 
solidated Mining  and  Smelting  Company,  St.  Maurice  Paper 
Company  plant  at  Hawkesbury,  Ont.,  for  three  years.  In 
1928  Mr.  Wilson  was  appointed  chief  engineer  for  the 
Dryden  Paper  Company  and  in  1936  and  1937  he  was  with 
the  maintenance  department  of  St.  Lawrence  Paper  Com- 
pany. Before  joining  the  Ottawa  Car  in  1940  he  had  been 
mechanical  superintendent  at  the  Lake  St.  John  Paper 
Company  plant  at  Dolbeau,  Que. 

F.  H.  C.  Sefton,  m.e.i.c,  is  now  stationed  with  No.  2  Air 
Navigation  School  at  Penfield  Ridge,  N.B.  Previous  to 
joining  the  Air  Force  he  was  with  the  Toronto  Transport- 
ation Commission,  Toronto. 


188 


March,  1942    THE  ENGINEERING  JOURNAL 


Marcel  Lamoureux,  m.e.i.c,  who  was  assistant  engineer 
n  the  Ottawa  district  office  of  the  Department  of  Public 
Works  is  now  district  engineer  of  the  Department  of  Trans- 
port at  Parry  Sound,  Ont.  He  is  a  graduate  of  McGill 
University  and  upon  graduation  in  1932  he  worked  on  the 
construction  of  the  Lake  St.  Louis  bridge,  near  Montreal, 
[n  the  years  1934  and  1935  he  was  with  the  Quebec  Streams 
Commission.  In  1935-36  he  was  employed  as  superintending 
mgineer  on  road  construction  with  the  Raymond  and 
VlcDonnel  Company  in  northern  Quebec.  He  joined  the 
staff  of  the  Department  of  Public  Works  at  Montreal  as  a 
unior  engineer  in  1936.  In  1938  he  was  transferred  to  the 
Dttawa  district  branch  office  as  assistant  engineer. 

David  C.  Holgate,  jr. e. i.e.,  has  recently  been  transferred 
rom  the  Dominion  Bridge  Company,  Toronto,  to  the 
5ault  Structural  Steel  Company  Limited  at  Sault  Ste.  Marie, 
)nt.,  where  he  holds  the  position  of  engineer  and  designer. 

1.  O.  Wilson,  jr.E.i.c,  has  joined  the  Royal  Canadian 
^aval  Volunteer  Reserve  as  a  sub-lieutenant  and  is  at 
^resent  stationed  at  Ottawa. 

E.  A.  Russell,  jr.E.i.c,  has  recently  returned  to  the  staff 
>f  Defence  Industries  Limited,  and  is  at  present  employed 
is  construction  engineer  in  charge  of  plant  extension  at 
Winnipeg. 

'ilot-Officer  W.  M.  Diggle,  Jr.E.i.c,  has  recently  com- 
peted his  course  at  the  School  of  Aeronautical  Engineering 
it  Montreal,  and  has  been  posted  to  No.  9  Repair  Depot 
it  St.  Johns,  Que. 

lieutenant  Guy  Beaudet,  Jr.E.i.c,  is  at  present  stationed 
it  the  Royal  Canadian  Engineers'  training  centre  at  Peta- 
vawa,  Ont.  Previous  to  his  enlistment  last  August  he  was 
:ity  engineer  at  Thetford  Mines,  Que.  He  is  a  graduate  of 
he  Ecole  Polytechnique  from  the  class  of  1938. 

W.  E.  Soles,  Jr.E.i.c,  who  formerly  was  with  Gaspesia 
Sulphite  Company  at  Chandler,  Que.,  is  now  with  Anglo- 
Canadian  Pulp  and  Paper  Company  at  Quebec.  He  gradu- 
ited  from  Queen's  University  in  1935. 

W.  J.  Farago,  s.e.i.c,  is  now  employed  with  Kelsey  Wheel 
Company  Limited  at  Windsor,  Ont.  Upon  his  graduation 
rom  the  University  of  Saskatchewan  in  1940  he  joined  the 
taff  of  McKinnon  Industries  Limited  at  St.  Catharines, 
)nt. 

VISITORS  TO  HEADQUARTERS 

*.  M.  Sauder,  m.e.i.c,  director  of  water  resources' 
Edmonton,  Alta.,  on  February  4th. 

*.  E.  Doncaster,  m.e.i.c,  district  engineer,  Department 
)f  Public  Works,  Canada,  Port  Arthur,  Ont.,  on  February 
:th. 

I  humas  M.  West,  m.e.i.c,  secretary-treasurer,  J.  &  J. 
raylor  Safe  Works,  Limited,  Toronto,  Ont.,  on  February 
'th. 

I.  R.  Hannaford,  m.e.i.c,  designing  engineer,  Corpora- 
ion  of  the  City  of  Hamilton,  Hamilton,  Ont.,  on  February 
'th. 

).  Hutchison,  m.e.i.c,  Edmonton,  Alta.,  on  February 
.0th. 

lieutenant  O.  J.  E.  Rankin,  s.e.i.c,  Staff  Mess,  O.T.C., 
Srockville,  Ont.,  on  February  10th. 

Frederick  R.  Duncan,  s.e.i.c,  Toronto,  Ont.,  on  February 
4th. 

-..  P.  Cousineau,  m.e.i.c,  Dufresne  Engineering  Com- 
>any,  Limited,  Dolbeau,  Que.,  on  February  18th. 

Hdgar  H.  Davis,  Jr.E.i.c,  Lethbridge,  Alta.,  on  February 
!lst. 

i.  A.  Ripley,  jr.E.i.c,  Lethbridge,  Alta.,  on  February  21st. 

*ilot-Officer  A.  L.  Denton,  m.e.i.c,  No.  10  Air  Observers 
School,  R.C.A.F.,  Chatham,  N.B.,  on  February  25th. 


Obituaries 


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

Archibald  Fullarton  Byers,  m.e.i.c,  well-known  con- 
struction engineer,  died  in  the  hospital  at  Montreal  on 
February  9th,  1942.  He  was  born  at  Gananoque,  Ont.,  on 
December  18th,  1877.  He  received  his  primary  education 
at  the  local  public  and  high  schools,  and  entered  Queen's 
University  at  Kingston  in  1896.  Two  years  later  he  left 
Queen's  and  went  to  McGill  University,  Montreal,  where 
he  graduated  with  the  degree  of  Bachelor  of  Science  in  1900. 
Following  graduation,  he  was  forced  to  remain  inactive  for 
two  years  on  account  of  ill  health  and  for  another  two  years 
afterwards  he  travelled  extensively  in  Europe  doing  post 
graduate  work. 

In  1904  he  was  employed  by  Canadian  Car  Company  at 
Montreal  as  a  draughtsman  and  a  building  inspector.  In 
1905  he  was  superintendent  of  construction  work  for  Forest 
City  Paving  Company.  From  1905  to  1907  he  was  in  the 
contracting  business  on  his  own  account.  From  1907  to  1913 
he  was  senior  partner  in  the  firm  of  Byers  and  Anglin, 
general  contractors,  Montreal. 


A.  F.  Byers,  M.E.I.C. 

In  1913  he  established  the  firm  of  A.  F.  Byers  and  Com- 
pany Limited,  construction  engineers  and  contractors, 
Montreal,  and  he  remained  president  of  the  organization 
until  his  death.  Under  his  direction  the  firm  has  carried  on 
extensive  general  engineering  projects  from  coast  to  coast. 
At  the  time  of  his  death,  Mr.  Byers  was  also  president  of 
Aerocrete  Construction  Company. 

Mr.  Byers  was  a  great  public-spirited  citizen  and  he  was 
closely  associated  with  the  development  of  the  Town  of 
Hampstead,  near  Montreal.  He  was  a  member  of  the 
Council  of  the  town  during  the  years  1924  and  1925,  and 
he  served  as  mayor  in  1932,  1933  and  1934.  Much  reform 
and  reorganization  of  the  town's  affairs  were  initiated  and 
successfully  concluded  during  Mr.  Byers'  regime  as  mayor 
and  he  was  instrumental  in  establishing  the  sound  financial 
and  administrative  foundation  of  the  town's  present 
organization. 

He  served  for  several  years  on  the  Hampstead  School 
Board  and  he  was  chairman  in  1929-30.  From  1925  to  1929 
he  acted  as  representative  of  Hampstead,  Outremont  and 
Ville  St.  Pierre  on  the  Central  School  Board  of  Montreal. 

Mr.  Byers  was  very  much  interested  in  conservation. 
His  interest  originated  in  1925  because  of  his  personal 
knowledge  of  speckled  trout  fishing  at  Lake  Manitou,  Que., 
where  he  had  his  summer  home.  Fishing  conditions  were 
poor  at  that  time,  and  further  enquiries  on  his  part  led 
him  to  believe  that  the  factors  responsible  for  these  con- 
ditions existed  throughout  the  province. 

Mr.  Byer's  ability  to  see  this  and  the  energy  and  per- 


fHE  ENGINEERING  JOURNAL     March,  1942 


189 


severance  he  manifested  in  securing  the  attention  and 
interest  of  the  officials  concerned,  illustrate  well  his  devotion 
to  public  welfare.  His  efforts  in  securing  the  interest,. of 
government  officials,  as  well  as  his  fellow  citizens,  was 
directly  responsible  for  a  great  improvement  and  broad- 
ening in  the  organizations  occupied  with  the  maintenance 
of  our  natural  resources,  particularly  fish  and  game;  For 
some  years  he  worked  closely  with  the  government  of  the 
Province  of  Quebec  to  encourage  research  and  biological 
studies  of  the  native  game  fish.  He  was  an  honorary  member 
of  the  Mastacouche  Fish  and  Game  Club  and  the  St. 
Bernard  Fish  and  Game  Club. 

He  was  a  member  of  the  Alpha  Delta  Phi  fraternity,  the 
University  Club  of  Montreal,  and  the  Masonic  Order,  in 
the  Royal  Albert  Lodge. 

Mr.  Byers  joined  The  Institute  as  a  Student  in  1899. 
He  became  an  Associate  Member  in  1906  and  a  Member 
in  1911.  Since  1936  he  had  been  been  a  Life  Member  of 
The  Institute. 

Kenneth  Thomas  Cregeen,  m.e.i.c,  died  at  Montreal 
on  February  8th,  1942.  He  was  born  at  Montreal  on 
December  31st,  1898  and  received  his  education  at  the 
Montreal  High  School  and  at  McGill  University,  where  he 
graduated  with  the  degree  of  Bachelor  of  Science  in  1923. 
Upon  graduation  he  spent  a  few  months  with  the  Montreal 
Light,  Heat  and  Power  Consolidated  in  the  electrical  dis- 
tribution department.  In  October  of  the  same  year  he 
joined  the  staff  of  the  Sun  Life  Assurance  Company  of 
Canada  as  assistant  to  the  building  superintendent.  In  1924 
he  became  resident  engineer  in  charge  of  building  operations 
and  plant  for  the  company,  a  position  which  he  occupied 
until  his  sudden  death. 

Mr.  Cregeen  joined  The  Institute  as  a  Student  in  1921, 
and  was  transferred  to  Junior  in  1927.  In  1933  he  was 
transferred  to  Associate  Member  and  he  became  a  Member 
in  1940. 

Royden  John  Fuller,  m.e.i.c,  well-known  structural 
engineer  with  the  firm  of  Anglin-Norcross  Ontario,  Ltd., 
died  suddenly  at  his  home  in  Toronto,  on  January  27th, 
1942,  after  suffering  a  severe  heart  attack.  Mr.  Fuller  was 
born  in  the  town  of  Alliston,  Ont.,  on  January  26,  1882, 
the  eldest  son  of  Mr.  W.  S.  Fuller.  He  attended  public  and 
high  school  in  Watford,  the  Model  School  in  Sarnia  and 
the  School  of  Pedagogy  in  Hamilton,  following  which  he 
taught  in  several  schools  in  Ontario.  In  1908  he  entered  the 
University  of  Toronto  in  the  Faculty  of  Applied  Science, 
and  graduated  with  honours  in  mechanical  engineering  in 
1911,  receiving  the  degree  of  b.a.sc,  a  year  later.  He  then 
joined  the  staff  of  the  city  architect  in  Toronto  and  special- 
ized in  structural  engineering.  He  was  successively,  chief 
engineer  of  the  John  V.  Gray  Construction  Company,  and 
with  the  Roy  Bishop  Construction  Company,  the  Fergusson 
Construction  Company,  and,  lately  Anglin-Norcross  On- 
tario, Ltd. 

On  the  day  of  his  funeral,  Mr.  Fuller  was  to  have  taken 
part  in  presenting  a  paper  before  the  Toronto  Branch  of 
The  Institute  on  the  "Design  and  Construction  of  a  Con- 
crete Head  Frame  for  Hollinger  Mine,"  which  had  been 
erected  by  Anglin-Norcross  under  his  supervision. 

Mr.  Fuller  is  survived  by  his  wife,  formerly  Miss  Frances 
M.  Telfer,  one  daughter,  Mrs.  J.  B.  Wadland,  and  one  son, 
Robert  Telfer,  all  of  Toronto.  He  is  mourned  also  by  all 
members  of  the  engineering  professions  with  whom  he  has 
been  associated. 

Mr.  Fuller  joined  The  Institute  as  an  Associate  Member 
in  1921  and  he  became  a  Member  in  1940. 

John  Courtenay  Mews,  Jr. e. i.e.,  died  at  Buchans,  New- 
foundland, on  January  19th,  1942.  He  was  born  at  St. 
Johns,  Newfoundland,  on  June  30th,  1896  and  received 
his  education  in  local  institutions.  He  was  for  a  number  of 
years  with  the  Nova  Scotia  Steel  and  Coal  Company  at 
Wabana,  Newfoundland.  During  the  last  war  he  was  on 
active  service  from  1915  until  demobilized  in  1919.  He  was 


190 


first  with  the  Royal  Naval  Reserve  and  later  with  the 
Royal  Newfoundland  Regiment. 

After  the  war  he  returned  with  the  Nova  Scotia  Steel 
and  Coal  Company  at  Wabana  and  in  1927  he  joined  the 
staff  of  the  Buchans  Mining  Company,  Limited  at  Buchans, 
Newfoundland,  as  assistant  to  the  construction  engineer, 
later  becoming  superintendent  of  surface  transportation 
and  construction.       ^ 

Mr.  Mews  joined  The  Institute  as  a  Junior  in  1921. 

Thomas  Wint  Weir  Parker,  m.e.i.c,  died  accidentally  at 
Montreal  on  February  9th,  1942.  He  was  born  at  Dum- 
barton, Scotland,  on  September  20th,  1885,  and  received 
his  education  at  the  Royal  Technical  College,  Glasgow. 
From  1901  to  1906  he  was  a  pupil  in  the  city  engineer's 
office  at  Glasgow  and  from  1906  to  1911  he  was  assistant 
engineer. 

He  came  to  Canada  in  1911  as  instrumentman  for  the 
South  Vancouver  Municipality.  During  1911  and  1912  he 
was  a  draughtsman  in  the  city  engineer's  office  at  Prince 
Rupert,  B.C.,  and  from  1912  to  1915  he  was  assistant  city 
engineer. 

During  the  last  war  he  served  first  with  the  3rd  Battalion, 
Canadian  Railway  Troops  in  France  in  1916  and  1917,  and 
from  1917  to  1919  with  the  Royal  Engineers  at  Salonica 
and  Caucasus. 

Upon  his  return  to  Canada  in  1920  he  spent  a  few  months 
in  the  office  of  A.  D.  Swan,  Montreal,  as  a  designer,  and 
then  went  to  Vancouver  on  construction  of  the  new  harbour 
works.  Later  he  was  with  Monsarrat  and  Pratley,  consult- 
ing engineers,  Montreal,  and  with  the  Anticosti  Corpora- 
tion, Montreal.  In  1937  he  was  with  Northern  Construction 
and  J.  W.  Stewart  Limited  at  Niagara  Falls  and  the  follow- 
ing year  at  Montreal.  In  1939  he  joined  the  staff  of  Rayner 
Construction  Limited  and  until  his  tragic  death  was 
employed  with  this  firm  on  the  Shand  Dam  construction 
at  Fergus. 

Mr.  Parker  had  been  in  attendance  at  the  Annual  Meet- 
ing of  The  Institute  in  Montreal  a  few  days  before  his  death. 

He  joined  The  Institute  as  an  Associate  Member  in  1921 
and  he  became  a  Member  in  1940. 

John  Sugden  Tempest,  m.e.i.c,  died  suddenly  at  his 
home  at  Victoria,  B.C.,  on  July  1st,  1941.  He  was  born  at 
Keighley,  England,  on  January  11th,  1864  and  received  his 
education  at  South  Kensington  School  of  Science,  England. 
Previous  to  his  coming  to  Canada  he  spent  several  years  in 
England  with  W.  H.  and  A.  Sugden,  architects  and  sur- 
veyors, Keighley. 

In  1896  he  came  to  Sault  Ste.  Marie,  Ont.,  where  he  was 
engaged  in  farming  with  his  brothers.  In  1898  he  joined  a 
survey  party  for  the  Algoma  Central  Railway  in  northern 
Ontario,  and  for  a  number  of  years  was  engaged  in  railway 
survey  and  location  for  various  concerns,  including  three 
years  as  locating  engineer  for  the  Grand  Trunk  Pacific 
Railway  north  of  Lake  Nipigon. 

In  1908  he  moved  to  the  West  and  located  at  Calgary, 
Alt  a.,  where  he  was  inspecting  engineer  with  the  irrigation 
branch  of  the  Department  of  the  Interior.  In  1910-1911  he 
was  in  charge  of  exploration  work  at  Hudson  Bay  for  the 
Algoma  Central  Railway.  From  1911  to  1913  he  was  in 
charge  of  railway  location  for  the  Edmonton,  Dunvegan 
and  B.C.  Railway.  In  1913  he  returned  to  the  irrigation 
branch  of  the  Department  of  the  Interior  at  Calgary  as 
hydrometric  and  inspecting  engineer  and  in  1919  he  became 
supervising  hydraulic  engineer,  reclamation  service,  Depart- 
ment of  the  Interior,  Ottawa.  In  1924  he  was  made  Com- 
missioner of  Irrigation  and  Reclamation  for  the  Prairie 
provinces  and  was  engaged  in  this  work  until  he  retired  in 
1934.  During  all  these  years  he  had  lived  in  Calgary,  but 
in  1940  he  moved  to  Victoria,  B.C.,  where  he  died  one  year 
later.  He  was  the  father  of  Frank  Tempest,  m.e.i.c,  of 
Calgary,  Alta. 

Mr.  J.  S.  Tempest  joined  The  Institute  as  an  Associate 
Member  in  1907  and  he  became  a  Member  in  1920. 

March,  1942    THE  ENGINEERING  JOURNAL 


News  of  the  Branches 

EDMONTON  BRANCH 

F.  R.  Burfield,  m.e.i.c.      -       Secretary-Treasurer 


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


L.  A.  Thorssen,  m.e.i.c. 


Branch  Neivs  Editor 


The  link  between  the  need  for  oil  in  time  of  war  and  the 
oil  resources  of  Alberta  was  described  to  the  Edmonton 
Branch  at  its  dinner  meeting  in  the  Macdonald  Hotel  on 
January  31st.  The  speaker,  Mr.  W.  H.  Gibson,  who  is 
with  the  exploration  department  of  the  McColl-Frontenac 
Oil  Co.,  had  as  his  subject  Geographical  Methods  for 
Oil  Exploration. 

Mr.  Gibson  explained  the  fundamental  conditions  for  the 
formation  and  accumulation  of  oil.  He  emphasized  that 
the  hunt  for  oil  was  not  a  search  for  oil  itself,  but  for  the 
rock  structures  in  which  oil  can  accumulate. 

A  review  of  the  methods  used  to  locate  oil  structure  s 
formed  the  body  of  the  address.  The  earliest  method  waks 
limited  to  surface  geology  but  before  long  underground 
structures  were  examined  in  deep,  open  cuts  and  mines. 
The  unexposed  structures  were  later  studied  by  electrical 
methods  based  on  the  potential  drop  between  electrodes 
driven  at  different  points  into  the  ground.  In  another 
method,  a  delicate,  gravity-measuring  instrument  locates 
changes  in  mass  distribution  of  underground  rock.  Where 
rocks  have  magnetic  properties  a  dip  compass  points  to 
the  rock  mass.  The  seismic  methods  of  exploration  make  use 
of  the  time  a  sound  wave  takes  to  travel  underground  from 
a  point  where  an  explosion  is  set  off  to  a  recording  seismic 
instrument.  There  are  two  types  of  seismic  exploration, 
one  in  which  the  sound  waves  are  refracted  through  the 
underlying  rock,  and  the  other  in  which  the  sound  waves 
are  reflected  from  the  rock  surface.  The  speaker  discussed 
the  ways  in  which  the  velocities  of  sound  waves  under- 
ground are  determined,  and  outlined  the  advantages  and 
disadvantages  of  the  two  seismic  methods.  He  claimed  that 
the  reflection  method  is  more  popular  because  the  equip- 
ment is  more  centralized  and  because  smaller  quantities 
of  explosives  are  needed.  Mr.  Gibson  described  the  field 
procedure  in  conducting  a  seismic  exploration  and  showed 
photographs  of  equipment  as  well  as  actual  seismic  records 
recorded  in  the  field.  He  stated  that  the  seismic  method 
has  been  used  successfully  in  the  U.S.A.  and  that  there  is 
no  reason  to  assume  that  the  same  is  not  true  in  Alberta. 
Recently  chemical  analyses  of  soil  above  existing  oil  fields 
have  shown  traces  of  gases  which  may  have  risen  from  the 
oil  pockets.  Mr.  Gibson  pointed  out  that  these  gases  may 
have  come  from  open  wells  and  that  the  merit  of  this  method 
will  not  be  known  until  a  new  field  is  discovered  by  it.  He 
stated  that  at  the  present  time  soil  analyses  are  being  taken 
above  regions  which  a  seismic  exploration  has  shown  to  be 
possible  oil  bearing  structure. 

Mr.  Gibson  was  introduced  by  the  chairman,  Professor 
R.  M.  Hardy.  Following  a  lengthy  discussion,  Mr.  Hutche- 
son  moved  a  vote  of  thanks. 

The  annual  Institute  Prize  to  a  third  year  student  at  the 
University  of  Alberta  for  scholastic  standing  in  engineering 
was  presented  by  Councillor  J.  Garret  to  Mr.  R.  McMannus. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c. 
G.  V.  Ross,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


Over  two  hundred  and  fifty  members  of  the  Halifax 
Branch,  the  Association  of  Professional  Engineers  of  Nova 
Scotia,  and  guests  gathered  at  the  Nova  Scotian  Hotel,  on 
January  22nd,  for  their  joint  banquet.  The  popularity  of  this 
dinner  continues  to  increase,  and  many  men  outside  the 
profession  attend  every  year  and  look  forward  to  it  with  as 
much  interest  as  do  the  members. 

Dr.  A.  Stanley  Walker,  Principal  of  King's  College, 
Halifax,  delivered  an  address  which  all  will  remember  for 
a  long  time.  Reviewing  the  rise  and  decline  of  peoples  and 


empires  during  the  centuries,  he  traced  a  direct  relationship 
between  forward  movements  to  greatness  and  engineering. 
The  ancient  civilizations  of  Egypt,  Persia  and  Rome  con- 
tinued to  prosper  and  expand  so  long  as  their  people  con- 
tinued to  push  forward  such  works  as  roads,  bridges,  and 
communications.  Then  decline  began  when  their  people  lost 
the  capacity  to  continue  the  works  which  knit  their  people 
together,  and  moved  the  products  of  their  labour.  The  cen- 
turies following  the  fall  of  the  Roman  Empire  were  a  time 
of  stagnation,  the  "Dark  Ages,"  and  during  this  period, 
engineering  works  were  almost  unknown.  The  British 
Empire  has  become  great  because  her  engineers  have  kept 
up  a  steady  pace  of  development  in  industry,  transportation, 
communication  and  public  service. 

"After  this  war  we  should  see  to  it  that  the  principles 
of  engineering  are  applied  to  our  problems.  The  practice 
of  drawing  blueprints  and  experimenting  with  small  things 
before  major  plans  are  attempted  will  be  required  if  we 
are  to  avoid  the  muddle  which  followed  the  last  war.  If 
the  world  would  take  the  gifts  which  engineers  had  given 
and  the  sense  which  God  had  given,  and  apply  them  to  its 
problems,  it  should  be  able  to  make  a  better  job  of  showing 
the  gifts  which  the  world  has  to  offer." 

Joint  chairmen  presiding  were  Donald  Dunbar,  Stellarton, 
N.S.,  president  of  A.P.E.N.S.,  and  Percy  Lovett,  chairman 
of  the  Halifax  Branch  of  the  Institute. 

An  interesting  feature  of  the  evening  was  a  presentation 
to  Mr.  W.  P.  Morrison.  Twenty  years  ago,  the  Association 
of  Professional  Engineers  came  into  being  with  Mr.  Mor- 
rison as  secretary-treasurer.  He  continued  to  hold  that  office 
until  the  Association  and  the  Institute  went  into  a  co- 
operative agreement  in  1940.  In  appreciation  of  his  services, 
he  was  presented  with  a  pipe  and  humidor  and  an  illumin- 
ated address  by  Mr.  Lome  Allen,  on  behalf  of  the  members 
of  the  Association. 

Another  presentation,  that  of  the  Institute  Prize,  to  a 
junior  at  the  Technical  College,  was  made  by  S.  L.  Fultz 
to  H.  Rose. 

The  toast  to  the  services  by  Col.  F.  W.  W.  Doane,  was 
responded  to  by  Captain  W.  D.  Creery,  R.C.N. ,  captain- 
in-charge,  Halifax.  One  to  the  engineering  profession  by 
J.  G.  Dunlop,  manager,  Imperial  Oil  Limited,  Halifax,  was 
responded  to  by  Mr.  H.  C.  Burchell,  of  Windsor,  N.S., 
senior  engineer  of  Nova  Scotia.  Short  remarks  were  made 
by  Premier  A.  S.  MacMillan,  Mayor  W.  E.  Donovan,  and 
Mr.  E.  C.  Kemp,  U.S.  Consul  General.  Other  guests  were 
Brigadier  C.  E.  Connolly,  D.S.O.,  O.D.,  M.D.  No.  6,  and 
Wing  Commander  H.  D.  Carefoot,  R.C.A.F. 

Harry  Cochrane  and  assisting  artists  supplied  music  and 
entertainment  features.  Favours  were  donated  by  Northern 
Electric  Co.,  Canada  Cement  Co.,  Imperial  Oil  Ltd., 
Donald  C.  Keddy,  Canadian  Westinghouse  Co.,  Moloney 
Electric  Co.,  Wm.  Stairs,  Son  and  Morrow  Ltd. 

LAKEHEAD  BRANCH 

W.  C.  Byers,  jr. e. i.e.  Secretary-Treasurer 


A.  L.  Pierce,  m.e.i.c. 


Branch  News  Editor 


A  meeting  of  the  Lakehead  Branch  of  the  Institute  was 
held  at  the  New  York  Lunch  in  Fort  William  at  6.30  p.m., 
January  14th,  1942.  In  the  absence  of  both  the  chairman 
and  vice-chairman,  Mr.  E.  J.  Davies  took  the  chair. 

Mr.  J.  I.  Carmichael  introduced  the  speaker  for  the  even- 
ing, Mr.  Z.  Kryzwoblocki,  now  with  the  Canadian  Car  & 
Foundry  Co.  Ltd.,  of  Fort  William,  Ont.  Mr.  Kryzwoblocki 
is  a  graduate  of  Lwow  College  of  Engineering  in  Poland,  and 
has  had  considerable  experience  on  the  design  and  produc- 
tion of  aircraft.  He  was  employed  for  a  time  as  lecturer  in 


THE  ENGINEERING  JOURNAL    March,  1942 


191 


the  Department  of  Aeronautics  at  Lwow  College  of  Engineer- 
ing. On  the  outbreak  of  war  with  Germany,  Mr.  Kryzwob- 
locki  joined  the  Polish  Air  Force  as  lieutenant-observer,  and 
when  Poland  was  overrun  he  escaped  through  Roumania  to 
France.  Here  he  was  employed  by  the  Amiot  Company  on 
the  production  of  a  big  bomber.  Then  France  collapsed. 
He  escaped  to  London  and  thence  to  Canada.  He  is  a 
member  of  the  Polish  Military  Mission  to  Ottawa. 

Mr.  Kryzwoblocki  spoke  on  The  Rocket  Wing-Bomb 
and  Rocket  Torpedo.  He  mentioned  that  the  great 
majority  of  people  generally  are  too  conservative  in  their 
estimation  of  possible  technical  developments  but  expressed 
the  belief  that  this  was  possibly  due  to  the  fact  that  any 
new  developments  are  usually  in  the  hands  of  a  few  scientists 
who  do  not  seem  willing  to  inform  the  general  public  of 
their  discoveries.  Amongst  these  experiments  now  being 
made  were  those  on  the  development  of  rockets  and  rocket 
propulsion. 

Mr.  Kryzwoblocki  stated  that  considerable  experimental 
work  and  research  on  the  use  of  rockets  and  rocket  propul- 
sion has  already  been  done  in  Europe  and  that  possibly 
most  of  this  information  is  now  in  the  hands  of  the  Germans. 
England,  of  course,  and  the  United  States  have  not  over- 
looked this  possible  weapon  and  are  also  experimenting 
along  these  lines. 

The  great  advantage,  of  course,  in  the  use  of  rockets, 
would  be  the  increased  range  for  bombing.  If  the  use  of 
rockets  and  rocket  propulsion  could  be  perfected  as  a 
weapon  it  would  give  a  bombing  range  of,  let  us  say,  200 
miles.  It  is  therefore  easy  to  see  how  difficult  it  would  be 
for  an  enemy  to  defend  an  area  which  would  be  within  a 
200-mile  radius  from  the  bombing  point.  Conversely,  attack- 
ing an  objective  from  such  a  distance  would  be  much  easier 
and  less  dangerous  to  a  bombing  crew. 

Mr.  Kryzwoblocki  then  went  on  to  describe  three  possi- 
bilities of  accomplishing  this  long  distance  bombing. 

(1)  The  wing-bomb. 

(2)  The  rocket-wing-bomb. 

(3)  The  rocket-torpedo. 

The  wing-bomb  would  be  located  on  or  under  an  aeroplane 
and  would  be  released  at  a  distance  from  the  objective  to 
glide  to  the  target.  In  order  to  keep  the  bomb  in  flight  some 
means  of  propulsion  would  be  required,  of  which  rocket 
propulsion  is  the  simplest  method  now  known.  At  present 
the  efficiency  of  such  a  weapon  is  low,  but  with  our  scientific 
knowledge  increasing  along  these  lines  it  possesses  the 
greatest  possibilities. 

The  rocket-torpedo  is  merely  a  large  rocket-wing-bomb 
launched  from  the  ground  instead  of  from  an  aeroplane  in 
flight.  This  type  of  weapon,  stated  Mr.  Kryzwoblocki,  has 
very  great  possibilities,  and  when  perfected  would  be  the 
ideal  solution  to  the  problem  of  bombing  from  a  distance. 

Mr.  Kryzwoblocki  spoke  of  his  associations  with  various 
European  scientists  experimenting  along  these  lines  and  ex- 
pressed the  opinion  that  the  future  would  show  very  inter- 
esting results  regarding  rockets  and  rocket-propulsion. 

LONDON  BRANCH 


H.  G.  Stead,  jr.E.i.c. 

A.  L.  FuRANNA,  Jr.E.I.C. 


Secretary-Treas  urer 
Branch  News  Editor 


The  annual  meeting  and  dinner  of  the  Branch  was  held 
on  Wednesday,  January  21st,  at  the  Grange  Tea  Rooms. 
Dinner  was  preceded  by  the  annual  meeting  at  which  officers 
for  the  present  year  were  elected.  Dr.  S.  F.  Maine,  professor 
of  history  at  the  University  of  Western  Ontario,  was  the 
speaker.  His  subject  was  the  Rise  of  the  Universities. 

Dr.  Maine  began  his  history  of  the  universities  back  in 
the  days  of  the  Roman  Empire.  They  had  their  own  educa- 
tional system,  but  it  died  with  imperial  Rome.  So  between 
that  time  and  the  time  of  the  Crusades,  learning  was  kept 
alive  only  within  the  cloisters  of  the  monasteries.  Now, 
when  the  crusaders  began  to  arrive  in  the  East,  they  found 
that  the  Mohammedans  had  a  higher  civilization  than  they 
had  themselves.  This  led  to  dissatisfaction  in  Europe  and  a 


desire  for  knowledge  which  resulted  in  schools  taught  by 
the  Monks.  Next,  out  of  these  schools  came  the  free-lance 
teachers  who  formed  the  students'  guilds.  Thus  three  typical 
schools  arose,  one  of  law,  another  of  arts,  and  one  of  medi- 
cine. Italy  never  got  away  from  Roman  ideals,  and  thus 
Bolonia  became  the  seat  of  legal  learning  in  medieval  times. 
In  the  same  era,  Paris  became  the  centre  of  learning  in  arts. 
The  study  of  medicine  also  began  in  Italy,  although  the 
early  doctors  were  not  Europeans  but  from  the  East.  At 
that  time,  Westerners  still  worked  on  the  principle  of  evil 
possession.  However,  this  new  school  began  to  dissect  the 
bodies  of  animals  and  of  man  and  as  they  learned  more 
and  more  about  anatomy,  advancement  became  rapid.  This 
school  gradually  moved  to  Palermo  to  form  the  beginning 
of  the  famous  Palermo  University. 

In  the  13th  century,  Oxford  became  an  offshoot  of  the 
Paris  school.  Also  during  the  same  century  the  Sorbonne  in 
France  became  the  first  university  to  be  composed  of  build- 
ings as  well  as  students.  With  the  Renaissance  came  the 
revival  of  the  classics,  Latin,  Greek  and  Hebrew.  These 
i  subjects  persisted  in  the  universities  until  about  100  years 
ago.  It  was  at  that  time  that  the  social  revolution  required 
the  introduction  of  new  subjects,  the  sciences,  and  the  open- 
ing of  the  universities  to  more  students. 

Denominational  colleges  were  the  first  to  rise  in  Canada. 
These  universities  taught  science,  as  well  as  the  other  arts, 
and  were  the  first  to  open  their  doors  to  women.  In  Ontario, 
one  hundred  years  ago  the  first  university  arose  in  the  east 
with  Queen's  at  Kingston,  next  came  Toronto  in  the  centre 
of  the  province,  and  seventy  years  ago  Western  began  in 
London  to  the  west.  To-day  these  universities  are  reaching 
far  beyond  their  walls  through  the  extension  and  extramural 
departments. 

Concluding  the  meeting  Mr.  E.  V.  Buchanan  proposed, 
and  Mr.  H.  F.  Bennett  seconded,  a  vote  of  thanks  to  the 
speaker,  Dr.  Maine.  Also  Mr.  W.  C.  Miller  was  congratu- 
lated on  his  election  as  president  of  the  Association  of 
Professional  Engineers  of  the  Province  of  Ontario. 

MONTREAL  BRANCH 


L.  A.  DtJCHASTEL,  M.E.I.C.    - 
G.  G.  WaNLESS,  Jr.E.I.C. 


Secretary-Treasurer 

Branch  News  Editor 


A  branch  meeting  was  held  jointly  with  the  Institute  of 
Radio  Engineers,  on  January  22nd  to  hear  Mr.  E.  O.  Swan 
speak  on  the  Problems  Encountered  in  Erecting  Can- 
ada's First  Directive  Broadcast  Station.  The  chairman 
was  W.  H.  Moore. 

Mr.  Swan  is  a  member  of  the  Toronto  Section  of  the 
I.R.E.,  and  of  the  Association  of  Professional  Engineers  of 
Ontario.  He  has  been  engaged  in  radio  work  for  over  twenty 
years  and  for  the  past  twelve  has  been  chief  engineer  of 
CKCL,  Toronto. 

In  the  early  days  of  radio,  a  powerful  city  station  would 
cover  several  points  on  the  tuning  dial,  and  as  more  stations 
were  built  this  condition  of  jamming  became  worse.  The 
Havana  Conference  of  1937  re-allotted  the  wave  lengths 
and  left  the  then  existing  Canadian  stations  crowded  in  too 
narrow  an  area.  Mr.  Swan  described  a  solution  to  this 
problem  for  a  relatively  low-powered  local  station,  by 
means  of  "directional  broadcasting."  Beginning  March  1st 
1940,  his  station  CKCL  was  the  first  in  Canada  to  make 
use  of  this  modern  technique. 

With  old  type,  long  receiving  antennae,  sets  were  able  to 
receive  signals  more  effectively  in  certain  directions,  which 
were  related  to  the  direction  of  the  antenna  wire.  This 
principle  is  now  applied  in  modern  broadcasting  stations, 
and  it  enables  them  to  send  their  signals  most  effectively 
to  the  areas  of  greatest  population.  It  also  permits  of  a 
minimum  of  overlapping  of  other  stations,  whose  field  the 
directional  station  does  not  wish  to  cover.  This  is  accom- 
plished in  part  by  a  planned  layout  of  the  towers  of  the 
broadcasting  aerials. 

Mr.  Swan  illustrated  his  paper  with  numerous  slides 
showing  views  of  the  modern  electrical  apparatus  used  in 


192 


March,  1942    THE  ENGINEERING  JOURNAL 


CKCL.  Two  reels  of  movies  described  the  construction  of 
the  new  station. 

Mr.  J.  T.  Dyment,  chief  engineer  of  Trans-Canada  Air- 
lines, addressed  the  branch,  on  January  29th,  on  Aircraft 
Transport  Design.  His  paper  was  an  extremely  interesting 
discussion  of  what  he  believes  the  purchaser  of  air  transport 
equipment  desires  in  the  way  of  performance,  comfort  and 
safety  devices. 

Most  airlines  are  obliged  to  buy  standard  models,  fitting 
only  special  equipment  of  their  own  specification.  Even 
this  may  involve  as  many  as  300  modifications  to  a  standard 
design. 

The  striking  progress  of  the  industry  is  due  in  no  small 
measure  to  existing  reciprocal  arrangements  whereby  all 
lines  have  access  to  latest  developments  in  design  and  safety 
features.  The  commercial  accident  record  for  the  last  five 
years  in  North  America  shows  only  21  per  cent  of  accidents 
due  to  structural  failure;  all  of  these  were  confined  to  the 
undercarriage. 

Mr.  Dyment  outlined  his  idea  of  the  future  air  liner  as 
follows  : 

1.  A  Stall-Proof  and  Spin-Proof  Plane.  "Boundary  layer 
control" — i.e.,  minimizing  turbulence  in  the  air  stream 
—is  required.  Diagrams  illustrating  flight  theory  showed 
how  turbulence  can  be  reduced  by  wing  design.  When  the 
icing  problem  is  solved,  wing  slots  will  prevent  stalling. 
Spinning  can  be  controlled  by  alteration  of  curvature  at 
wing  tips,  at  slight  expense  to  lifting  efficiency.  The  new 
Northrup  tail-less  plane  uses  an  advanced  principle  of  wing 
design  to  counteract  air  turbulence. 

2.  Freedom  from  icing.  The  Goodrich  pneumatic  shoe 
is  the  best  answer  yet,  but  is  not  perfect.  Some  types  of 
"sticky  ice"  will  adhere  to  the  rubber  surfaces.  Experienced 
TCA  pilots  have  learned  to  recognize  this  and  do  not  use 
the  de-icers  under  such  conditions.  It  is  expected  that  the 
use  of  heat  in  the  leading  edge  of  the  wing  will  provide  a 
more  satisfactory  solution.  Propellors  are  protected  from 
icing  by  flowing  alcohol  through  grooves  in  the  leading  edge 
of  the  blades — a  method  pioneered  by  TCA  and  Goodrich. 
Windshield  de-icing  is  not  adequately  solved.  Injection  type 
carburetors  greatly  minimize  icing  at  the  air  intake. 

3.  A  full  feathering  propeller.  To  minimize  engine  damage 
in  case  of  failure.  Electrical  and  hydraulic  types  are  now 
well  developed. 

4.  Ultra  high  frequency  radio  beam  equipment.  Present 
beam  signals  are  subject  to  static  and  geographical  influences, 
especially  in  mountainous  areas. 

5.  An  absolute  altimeter.  Aneroid  types  require  correction 
for  ground  pressures  and  are  inaccurate  over  mountains. 
"Terrain  clearance  indicators  "which  operate  similarly  to 
naval  sounding  equipment  are  being  developed.  At  present 
they  are  too  heavy  for  most  planes. 

6.  A  radio  compass.  To  enable  the  pilot  to  tune  to  local 
stations  and  be  directed  to  the  landing  field  of  that  city. 
Static  troubles  influence  this  device  at  present. 

7.  Flight  ray  indicator.  A  cathode  ray  device  which  reduces 
the  number  of  important  instruments  to  be  watched  by  the 
pilot. 

8.  Tricycle  landing  gear.  With  a  forward  wheel  rather 
than  a  tail  wheel.  This  permits  a  "forward  center  of  gravity" 
which  counteracts  ground-looping  while  landing. 

9.  Safety  fuel.  Boiling  range  325-400  deg.  F.  and  flash 
point  of  about  105  deg.  F. 

10.  Safety  tires  of  the  "Lifeguard"  type. 

11.  Capacity.  About  the  same  capacity  as  a  consolidated 
B-24  bomber,  being  capable  of  carrying  32  passengers  by 
day  and  24  by  night,  with  a  crew  of  five.  Weight  loaded  to 
be  about  45,000  lb.  In  regard  to  weight  reduction,  some 
manufacturers  are  now  pre-stretching  the  aluminum  alloys 
used,  thereby  raising  tensile  strength  from  45,000  to  60,000 
lb.  For  fuselage  and  wing  construction,  the  British  geodetic 
design  is  the  lighest  ever  developed  for  a  fabric-covered 
plane. 

12.  Engines.  Four  engines  capable  of  cruising  at  50  per 


cent  of  their  power,  in  order  to  keep  maintenance  costs  at  a 
minimum.  Added  efficiency  is  expected  from  new  designs 
which  obtain  additional  forward  thrust  from  exhausted 
gases. 

Air-cooled  designs  are  preferred.  Spark-ignition  system 
engines,  weighing  about  one  pound  per  horsepower,  are 
lighter  than  compression-ignition  engines,  but  are  more 
complicated.  The  Bristol  sleeve  valve  engine  is  promising 
as  a  means  of  reducing  the  number  of  parts. 

Super-charged  ignition  systems  are  desirable  to  protect 
insulation. 

Supercharger  should  be  of  turbo  type,  two  stage,  to 
operate  at  9,000  and  18,000-20,000  ft.  levels. 

Dynafocal  type  of  rubber  engine  mounts  are  preferred. 
Engines  need  to  be  arranged  for  quick  changing. 

13.  Aerodynamically  clean  fuselage  design.  The  present 
Boeing  Stratoliners  have  achieved  a  high  degree  of  perfection 
in  this  regard. 

On  February  12th,  the  Branch  was  addressed  by  Mr. 
C.  G.  Axworthy,  assistant  plant  manager  for  Defence  Indus- 
tries Limited,  Verdun,  P.Q.,  on  the  topic  Photoelastic 
Stress  Analysis.  A  film  illustrating  various  applications, 
produced  under  the  speaker's  direction  at  the  University 
of  Manitoba,  accompanied  the  talk. 

Photoelasticity  is  based  upon  the  temporary  double- 
refraction  produced  by  stress  in  certain  transparent  mater- 
ials. It  is  possible  to  utilize  this  property  in  studying  the 
distribution  of  co-planar  stresses  by  placing  the  loaded 
body,  usually  a  bakélite  or  other  plastic  model,  between 
crossed  polarizers.  The  light  from  the  first  polarizer,  vibrat- 
ing in  a  single  plane,  is  split  up  at  a  point  into  two  com- 
ponents which  vibrate  along  directions  coinciding  respec- 
tively with  the  maximum  and  minimum  indices  of  refrac- 
tion. These  directions  correspond  also  to  the  minimum  and 
maximum  stresses,  called  the  principal  stresses.  The  com- 
ponents traverse  the  model,  a  plate,  at  different  velocities 
and  emerge  out  of  step.  The  amount  by  which  the  com- 
ponents are  out  of  phase  is  directly  proportional  to  the 
principal  stress  difference  or  shear  and  can  be  observed 
conveniently  by  bringing  the  components  into  a  single 
plane  by  means  of  the  second  polarizer  or  analyzer,  as  it  is 
called.  In  white  light,  a  multicoloured  pattern  is  observed 
which  is  indicative  of  the  stress  distribution  and  which, 
after  calibration  of  the  material,  gives  quantitative  results. 

Today  most  analyses  are  made  in  monochromatic  light. 
The  stress  pattern  is  of  a  single  colour  which,  when  photo- 
graphed, gives  a  series  of  black  lines  very  easy  to  interpret. 
The  lines  are  called  "isochromatics"  and  are  loci  of  equal 
shear.  A  crowding  together  of  the  isochromatics  indicates 
high  stress  concentration.  Quantitative  values  are  attached 
to  the  fringes  by  calibrating  by  means  of  a  known  stress 
system,  the  case  of  pure  tension  being  the  simplest. 

Apart  from  the  isochromatics  there  are  the  isoclinics  or 
loci  of  equal  inclination  of  the  principal  stresses.  They  cor- 
respond to  points  where  the  plane  of  vibration  of  the  inci- 
dent light  is  oriented  in  the  direction  of  one  of  the  principal 
stresses.  Where  this  occurs  the  light  vibrates  on  emerging 
from  the  model  in  the  same  plane  as  the  original  plane  of 
vibration  and  is  therefore  extinguished  by  the  second  polar- 
izer placed  at  right  angles  to  the  first.  The  isoclinics  are 
consequently  black  lines.  They  serve  to  determine  the  orien- 
tation of  the  principal  stresses.  Rotation  of  the  polarizers 
causes  the  isoclinics  to  sweep  the  stress-field  permitting  a 
stress-direction  determination  for  all  points.  Inclusion  of 
the  isoclinics  in  the  monochromatic  photograph  is  confusing. 
They  can  be  eliminated  by  the  use  of  quarter-wave  plates 
to  destroy  the  directional  qualities  of  the  light  by  causing 
it  to  spin  in  effect. 

Photoelasticity  has  left  the  university  laboratory  to  enter 
the  industrial  field.  This  rather  recent  development  has 
been  brought  about  by  the  introduction  of  large  field  polar- 
izers and  the  use  of  highly  optical-sensitive  plastics,  as  the 
model  material,  in  conjunction  with  the  photographic 
process. 


THE  ENGINEERING  JOURNAL    March,  1942 


193 


Some  interesting  applications  of  the  photoelastic  method 
were  shown  in  Mr.  Axworthy's  film.  The  study  of  oscillating, 
impact  and  moving  loads  seems  to  be  particularly  within 
the  province  of  cinematography.  The  film  showed  the  action 
of  an  oscillating  load  obtained  by  spring-suspending  a  weight 
to  the  bakélite  model:  the  stresses  were  actually  "seen"  to 
pulsate  within  the  model.  The  impact  loading  of  an  Izod 
test  specimen  was  also  illustrated.  Mr.Axworthy  seems  to 
have  done  very  original  work  in  using  the  film  to  illustrate 
the  action  of  dynamic  stresses. 

The  photoelastic  apparatus  used  in  making  the  film  was 
designed  by  and  built  under  the  supervision  of  Mr.Axworthy 
at  the  University  of  Manitoba. 

A  discussion  followed  in  which  was  brought  up  the  ques- 
tion of  three-dimensional  stress  which,  it  is  well  known,  is 
not  within  the  scope  of  the  conventional  photoelastic 
method. 

On  February  19th,  the  Branch  was  addressed  by  Mr. 
N.  B.  McCreery  on  the  subject  of  Plates  in  Shipbuilding. 
Mr.  McCreery,  who  is  assistant  sales  manager,  Structural 
and  Plate  Division  of  Carnegie-Illinois  Steel  Corporation, 
specialized  in  the  metallurgy  of  steels  at  Carnegie-Institute 
of  Technology.  His  work  has  included  production  and  test- 
ing of  armour  plate  and  special  alloy  steels. 

In  American  practice,  a  plate  is  considered  as  being 
greater  than  48  inches  wide,  fiat,  hot  rolled  (a)  from  ingots 
to  slabs,  (b)  cooled  for  inspection,  (c)  reheated,  (d)  rolled 
from  slabs  to  finished  plates.  The  speaker  gave  a  general 
survey  of  types  of  equipment  for  production  of  plates  in 
American  mills: 

(a)  Three-high  shear  plate  mill,  which  has  no  vertical 
edge  rolls,  thus  necessitating  that  the  plates  be  sheared  on 
both  sides  and  ends.  With  this  type  of  mill  especially,  orders 
for  small  size  plates  involving  much  extra  cutting  can  cause 
a  serious  bottleneck — even  to  the  point  where  the  mill  must 
be  shut  down  so  that  shearing  operations  can  catch  up. 

(b)  Universal  mill,  which  is  a  reversing  mill,  and  has 
vertical  rolls  to  take  care  of  the  sides  of  the  plates.  It  is 
necessary  to  shear  only  the  ends  of  the  plates. 

(c)  Four-high  continuous  plate  mill,  is  a  large  and  high 
speed  operation,  co-ordinating  the  blooming  mill,  slab  mill, 
reversing  mill,  automatic  descaling  equipment,  and  four 
finishing  stands. 

(d)  Continuous  hot  strip  mills,  which  were  designed  for 
production  of  light  automobile  plates. 

In  the  United  States,  there  are  13  shear  plate  mills  which 
can  roll  ship  plates  of  90-inch  width  and  over,  but  they 
cannot  meet  the  demand.  The  26  continuous  hot  strip  mills 
are  capable  of  rolling  narrower  plates,  usually  up  to  72-inch 
width,  which  will  relieve  a  substantial  part  of  the  bottle- 
neck, if  shipbuilders  can  redesign  to  make  use  of  these 
narrower  plates.  Up  to  3^-inch  plates  are  being  so  rolled  at 
present,  but  it  is  thought  by  some  that  it  may  be  eventually 
possible  to  roll  %-inch  plates  on  these  mills. 

In  regard  to  structural  shapes,  considerable  relief  has 
already  been  given  to  the  mills,  by  reducing  and  standard- 
izing on  a  lesser  number  of  items.  Carnegie  formerly  rolled 
226  sections  to  848  different  weights;  now  they  roll  174 
sections  to  only  439  different  weights.  This  permits  the 
mill  to  carry  a  small  stock  of  each  item  and  to  give  more 
prompt  service  on  small  orders. 

The  shipbuilding  expansion  programme  has  made  un- 
precedented demands  on  the  mills.  Prior  to  launching  of 
the  programme  there  were  in  the  United  States  83  completed 
ways  and  37  partially  dismantled  ways,  capable  of  producing 
sea-going  freighters.  Now  there  are  406  ways  for  such  pur- 
poses. Steel  requirements  for  the  merchant  ship  building 
programme  totalled  in  1940,  132,000  tons  per  month,  in 
1941,  247,000  tons  per  month.  The  present  rate  is  500,000 
tons  and  it  is  expected  to  reach  700,000  tons  per  month 
by  the  end  of  1942.  (By  comparison  there  are  about  35,000 
tons  of  steel  in  the  Jacques  Cartier  bridge).  It  is  expected 
that  requirements  of  the  naval  building  programme  may 
approximate  the  above  tonnages. 


An  enthusiastic  discussion  followed  the  paper.  The 
speaker  was  heartily  applauded  for  his  description  of  heat 
treating  practice  for  heavy  plates  such  as  are  used  for  bell 
armour  on  capital  ships. 

Once  again  it  was  the  Branch's  good  fortune  in  being 
able  to  secure  an  outstanding  speaker.  Our  appreciation 
was  expressed  by  Mr.  Midgley. 

NIAGARA  PENINSULA  BRANCH 


J.  H.  Ings,  m.e.i.c. 
C.  G.  Cline,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


A.  A.  SWINNERTON,  M.E.I.C. 


Secretary-Treasurer 


On  January  22nd  at  the  Welland  House,  St.  Catharines, 
the  Niagara  Peninsula  Branch  held  a  joint  dinner  meeting 
with  the  Niagara  District  Chemical  and  Industrial  Asso- 
ciation, which  is  a  branch  of  the  Canadian  Chemical 
Association.  There  was  an  attendance  of  60.  Messrs.  F.  C. 
Rutherford,  of  the  N.D.C.  &  LA.,  and  A.  L.  McPhail,  of  the 
Institute,  acted  as  joint  chairmen.  Mr.  W.  H.  McCartney 
introduced  the  speaker,  Mr.  Douglas  Lorimer,  president 
of  the  Canadian  Chemical  Association  and  controller  of 
chemicals,  Department  of  Munitions  and  Supply.  Mr. 
Lorimer  spoke  on  Problems  of  War-Time  Control  of 
Chemical  Resources.  He  mentioned  the  12  controllers 
who  meet  for  consultation  as  members  of  the  War-Time 
Industries  Control  Board,  and  he  outlined  the  duties  and 
powers  of  his  own  office  as  controller  of  chemicals.  Getting 
down  to  particulars,  he  discussed  the  supply  situation  for 
such  chemicals  and  related  articles  as:  sulphuric  acid,  soda 
ash,  glycerine,  alcohol,  bakélite,  formaldehyde,  creosote, 
phenol,  citric  acid,  chlorine,  aspirin,  acetone,  lacquer, 
leather  and  rubber.  The  vote  of  thanks  was  proposed  by 
Mr.  W.  R.  Manock. 

OTTAWA  BRANCH 


The  first  noon  luncheon  of  the  1942  term,  held  at  the 
Chateau  Laurier  on  January  22,  was  addressed  by  F. 
Cooksey,  district  chief  of  the  Ottawa  Fire  Department, 
on  the  subject  of  Incendiary  Bombs.  N.  B.  MacRostie, 
newly  elected  chairman  of  the  Branch,  presided. 

Mr.  Cooksey,  in  connection  with  his  address,  exhibited  a 
sample  of  the  usual  small  incendiary  bomb  composed  of 
magnesium  metal  filled  with  thermite  and  also  the  stirrup 
pump  in  such  general  use  by  the  householder  in  the  Old 
Country  for  dealing  with  it. 

He  began  his  address  with  the  supposition  that  an  air 
raid  was  in  progress  over  the  city  of  Ottawa  in  which  two 
enemy  planes  only  were  involved,  each  carrying  its  load  of 
2,000  incendiary  bombs.  From  these  4,000  bombs,  8  per 
cent  would  be  effective  thereby  causing  320  fires  to  start 
within  a  very  brief  space  of  time.  Even  if  Ottawa's  fire 
fighting  equipment  were  stepped  up  to  ten  times  its  present 
strength  it  would  only  be  able  to  deal  with  40  fires  thereby 
leaving  280  fires  to  be  handled  by  the  population  them- 
selves. The  necessity  for  everyone  knowing  exactly  what 
to  do  and  to  have  the  means  at  his  disposal  for  doing  it 
is  at  once  apparent. 

The  small  incendiary  bomb,  he  explained,  burns  with  an 
intense  heat  for  the  first  55  or  60  seconds  flinging  off 
burning  pieces  of  molten  metal  for  distances  up  to  30  ft. 
Attention  should  be  given  first  of  all  to  these  burning 
pieces  and  under  no  circumstances  should  a  stream  of  water 
or  a  fire  extinguisher  be  used  against  the  bomb  itself.  The 
bomb,  after  burning  fiercely  for  the  first  minute,  settles 
down  to  a  more  steady  rate  when  it  may  be  more  closely 
approached.  When  it  falls  in  a  place  where  it  is  incapable 
of  doing  harm  it  may  burn  itself  out  in  about  fifteen 
minutes.  If  properly  fought  it  may  be  controlled  in  a 
matter  of  two  or  three  minutes. 

It  has  been  learned  in  the  Old  Country  that  merely 
covering  the  bomb  with  sand  does  not  necessarily  extinguish 
it.  If  the  bomb  is  lying  on  inflammable  material  as  on  a 
wooden  floor  gases  will  be  given  off  which  feed  the  bomb. 


194 


March,  1942    THE  ENGINEERING  JOURNAL 


The  best  way  is  to  place  a  layer  of  sand  alongside  the  bomb, 
drag  the  bomb  over  it  and  then  cover  with  sand.  A  fine 
spray  of  water  placed  in  the  neighborhood  of  the  bomb 
assists  to  prevent  the  fire  spreading.  The  stirrup  pump  is 
fitted  with  a  nozzle  through  which  a  spray  may  be  directed 
or  else  it  may  be  turned  on  in  a  full  stream  when  fighting  a 
fire  which  has  attacked  adjacent  woodwork  or  other  in- 
flammable material.  Eight  gallons  of  water  should  be  able 
to  control  a  bomb,  when  used  with  the  stirrup  pump. 

If  every  other  house  in  Ottawa  were  supplied  with  a 
stirrup  pump,  a  liberal  quantity  of  sand  preferably  in  small 
fifteen-pound  bags,  said  Mr.  Cooksey,  and  if  Mr.  and  Mrs. 
Householder  and  the  children  had  all  had  practice  and 
instruction  in  combatting  fires  caused  by  incendiary  bombs, 
then  the  city  would  be  in  a  better  position  than  it  is  to-day 
to  deal  with  a  blitz  air  raid.  At  the  present  time,  unfor- 
tunately, there  is  no  supply  in  quantity  in  Ottawa  of 
stirrup  pumps  so  the  garden  hose  would  have  to  do  in  the 
meantime.  Also  there  is  a  considerable  lack  of  knowledge  of 
how  an  incendiary  bomb  acts. 

He  offered  the  suggestion  that  instruction  should  be 
available  to  the  population  at  convenient  centres  in  methods 
of  fighting  incendiary  bombs  and  made  a  special  appeal  for 
more  of  the  people  to  join  the  auxiliary  fire  services,  which 
needs  400  for  full  strength. 

J.  Leslie  Rannie,  assistant  district  warden  for  the  central 
district,  also  spoke  on  behalf  of  the  A.R.P.  Warden  Service 
and  mentioned  the  steps  that  had  been  taken  to  educate 
the  wardens  themselves  more  completely  in  methods  of 
combatting  incendiary  bombs.  He  reminded  his  audience 
that  fire  insurance  would  not  protect  one  in  case  of  loss  from 
this  cause  so  everyone  should  be  prepared. 

PETERBOROUGH  BRANCH 


D.  J.  Emery,  m.e.i.c. 

E.  Whiteley,  Jr. e. i.e. 


Secretary-Treasurer 
Branch  News  Editor 


At  its  January  22nd  meeting,  the  Branch  learned  something 
of  a  new  technique  in  training  industrial  workers.  The  paper, 
Visual  Aids  for  the  Industrialist,  had  been  prepared  by 
Mr.  J.  Chisholm,  of  Associated  Screen  News  Limited,  but 
when  he  was  unable  to  give  it,  Mr.  F.  O'Byrne,  Ontario 
manager  of  the  same  company,  presented  it  for  him. 

Actually,  the  paper  was  a  short  introduction  to  several 
motion  pictures,  pointing  out  the  need  for  every  useful  aid 
in  training  industrial  workers  for  our  rapidly  growing  war 
industries,  and  showing  how  visual  aids  increase  in  effec- 
tiveness as  they  make  the  audience  more  completely  live 
the  experience  presented. 

One  picture  is  worth  a  thousand  words.  Very  few  descrip- 
tions in  words  only  are  effective,  especially  technical  ones. 
One  or  more  simple  diagrams  will  be  used,  blueprints  go 
one  step  further,  and  photographs  even  more  completely 
convey  a  story.  If  now  the  photograph  can  be  made  to 
move  and  be  accompanied  by  music,  narration,  and  appro- 
priate sound  effects,  the  audience  will  absorb  the  informa- 
tion as  effectively  as  a  real-life  experience — more  effectively 
even,  in  some  cases.  Besides  the  full  use  of  visual  and  aural 
impressions,  the  motion  picture  has  a  great  advantage  in 
the  fact  that  the  audience,  seated  in  a  darkened  room,  has 
its  full  attention  concentrated  on  the  scenes  which  live  on 
the  screen  before  them. 

To  prove  his  point  the  speaker  then  showed  several  films. 
The  first  dealt  with  "The  Milling  Machine,"  showing  the 
essential  functions  of  the  machine.  Others  showed  the  use 
of  various  gauges.  These  pictures  were  some  of  the  series 
prepared  for  Industrial  Training  Programmes  by  the  U.S. 
Office  of  Education. 

All  who  were  there  agreed  that  Mr.  O'Byrne  had  given 
them  an  excellent  proof  of  his  thesis,  that  words  supple- 
mented by  visual  aids  can  very  effectively  convey  ideas 
to  an  audience.  The  Branch  held  a  technical  meeting  on 
February  5th.  The  speaker,  Mr.  F.  R.  Pope,  assistant  super- 
intendent of  the  Western  Clock  Company,  presented  his 
paper,  Alarm  Clocks — How  They  Are  Made. 


Mr.  Pope  began  by  making  some  observations  on  the 
history  of  time  keeping.  Time  was  defined  as  a  system  of 
reckoning  duration.  There  are  three  chief  methods  of  reck- 
oning time — solar,  sidereal  and  mean  solar.  Solar  is  sun 
time  and  therefore  varies  with  the  length  of  the  day. 
Sidereal  or  start  time  over  long  periods  introduces  slight 
errors  in  the  calendar.  Modern  time  keeping  is  based  on 
the  average  day  length  and  is  called  mean  solar  time. 

The  advent  of  railroad  trains  made  it  necessary  to  have 
a  standard  for  the  whole  country.  It  is  a  matter  of  interest 
that  the  late  Sir  Sandford  Fleming,  a  former  Peterborough 
resident,  was  instrumental  in  introducing  the  system  of 
standard  time  to  the  world.  This  involves  a  common  standard 
and  time  belts  to  compensate  for  differences  in  longitude. 

The  first  clocks  as  we  know  them  were  introduced  by  a 
monk,  Gerbert,  in  the  13th  century,  and  were  driven  by 
weights.  Galileo  developed  the  pendulum,  but  the  greatest 
advance  was  made  by  Cook  in  1660  who  invented  the  oscil- 
lating balance  wheel. 

The  essentials  of  a  clock  are  a  source  of  power,  a  train 
of  gears  for  transmission  to  an  indicating  mechanism,  an 
oscillating  balance  wheel  and  an  escapement.  The  lever 
escapement,  the  most  accurate  devised  to  date  is  used  in 
Westclox  alarms. 

Mr.  Pope  admitted  that  from  a  manufacturing  stand- 
point the  problems  involved  in  making  high  quality  clocks 
for  the  prevailing  low  prices  are  formidable.  Extensive  tools, 
fixtures  and  automatic  machine  tools  are  necessary.  To 
justify  the  large  amount  of  equipment  involved,  production 
must  be  high  and  the  Peterborough  plant  turns  out  some 
6,000  units  per  day. 

Practically  all  holes  in  a  clock  mechanism  are  pierced 
and  a  few  subsequently  reamed.  Gears  are  stamped  out 
of  sheet.  A  lubrication  problem  is  obviously  present  when 
it  is  learned  that  the  balance  wheel  in  a  Big  Ben  oscillates 
about  half  a  billion  times  in  four  years — the  usual  period 
a  clock  will  run  without  cleaning  and  reoiling.  Mr.  Pope 
outlined  many  other  manufacturing  details,  using  models 
and  samples  for  illustration. 

We  were  told  that  modern  clocks  are  quieter  than  older 
ones  for  much  the  same  reason  that  modern  cars  are 
smoother — rubber  mounting  and  sound  deadening  appli- 
cations. 

In  concluding,  Mr.  Pope  attributed  the  excellence  of 
Westclox  alarms  in  a  great  measure  to  the  skill  developed 
by  the  personnel. 

Mr.  D.  A.  Drynan  introduced  the  speaker,  and  Mr.  A.  J 
Girdwood  moved  the  vote  of  thanks. 

SAGUENAY  BRANCH 


D.  S.  EsTABHOOKS,  M.E.I.C. 
J.  P.  ESTABROOK,  Jr. E. I.C. 


Secretary-Treasurer 
Branch  News  Editor 


A  meeting  of  the  Saguenay  Branch  of  The  Engineering 
Institute  of  Canada  was  held  in  the  Arvida  school  on  the 
evening  of  the  15th  of  January. 

The  meeting  was  addressed  by  Dr.  D.  L.  Thomson,  head 
of  the  Department  of  Biochemistry  at  McGill  University, 
speaking  on  the  subject,  Man  as  an  Engineering  Miracle. 

Dr.  Thomson  based  his  introductory  remarks  on  a  general 
appraisal  of  man  according  to  engineering  standards.  The 
lubrication  of  muscles  and  joints  and  their  well-defined  hinge 
action  provided  the  first  comparison  and  this  was  followed 
by  a  study  of  the  human  body  as  an  energy  converting  unit. 
The  efficiency  of  energy  conversion  is  30  per  cent  and  on 
the  basis  of  heat  engine  performance  would  require  a  work- 
ing range  of  1,000  deg.  C. 

Man  can  develop  and  repair  damaged  structures  whereas 
machines  can  never  do  this.  This  ability  to  replace  cells  is 
done  with  the  assistance  of  vitamin  "C"  and  it  has  been 
found  that  there  is  a  complete  turnover  of  cells  and  atoms 
in  the  body  structure  every  three  or  four  years.  The  excep- 
tions in  this  case  are  permanent  structures  such  as  tooth 
enamel. 


THE  ENGINEERING  JOURNAL    March,  1942 


195 


The  heart  provides  a  miraculous  solution  of  a  difficult 
hydraulics  problem.  Here  we  have  a  pump  working  at  the 
rate  of  five  gallons  per  minute  against  a  six-foot  head  with 
a  fluid  whose  viscosity  is  subject  to  constant  change  and 
with  ducts  whose  elasticity  is  constantly  effecting  changes 
in  cross-sectional  area.  The  pulsating  motion  of  the  fluid 
also  adds  to  the  complicating  factors. 

The  eye  closely  resembles  a  camera  in  structure,  with  its 
shutter,  diaphragm,  lens  and  sensitive  film.  In  our  human 
system  these  are  constantly  being  regulated  by  what 
amounts  to  an  automic  exposure  meter.  In  this  unconven- 
tional system  of  working,  the  eye  also  incorporates  the 
ability  to  change  the  shape  of  its  lens  at  will. 

Electrical  engineering  is  represented  by  the  nervous 
system.  Different  types  of  nerves  have  the  task  of  carrying 
different  sensations  and  when  these  are  located  close  to- 
gether and  are  operating  under  stress  we  can  get  a  short- 
circuiting  effect  with  a  mixed  reaction  on  the  senses.  An 
example  of  this  is  the  well  known  effect  of  a  blow  on  the 
head  producing  a  shock  on  the  optic  nerves  and  causing 
sensations  of  light.  In  recording  impressions  of  the  intensity 
of  light,  the  nerves  ordinarily  transmit  these  as  a  vibrational 
frequency  and  they  are  interpreted  in  the  brain  in  the  form 
of  light  intensity. 

The  speaker's  final  comparison  was  that  pain  is  a  danger 
signal  in  the  body  system  just  as  vibration  is  in  the  engi- 
neering sphere  of  work. 

SASKATCHEWAN  BRANCH 


Stewart  Young,  m.e.i.c. 


Secretary-Treasurer 


The  Saskatchewan  Branch  met  in  the  Kitchener  Hotel, 
Regina,  jointly  with  the  Association  of  Professional  Engi- 
neers and  the  Saskatchewan  Section  of  the  American  Insti- 
tute of  Electrical  Engineers,  on  Friday  evening,  January  23, 
1942.  The  attendance,  including  the  wives  and  lady  friends 
of  members,  was  60. 

The  speaker  of  the  evening,  Mr.  Ernest  Dickinson,  gave 
an  illustrated  lecture  on  his  experiences  from  1936  to  1940 
in  South  America  with  the  Bolivian  Power  Company,  a 
subsidiary  of  The  Montreal  Engineering  Company.  The 
lecture,  which  included  numerous  still  pictures  and  two 
reels  of  moving  pictures,  one  in  colour,  dealt  with  life  in 
general  in  Western  South  America,  the  City  of  La  Paz, 
Bolivia,  in  particular  and  the  Bolivian  Power  Company 
(La  Paz)  System,  a  hydro-electric  plant  in  the  Andes  Moun- 
tains. The  elevation  of  the  City  of  La  Paz  is  12,200  ft. 
above  sea  level. 

TORONTO  BRANCH 


J.  J.  Spence,  m.e.i.c. 

D.  FORGAN,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


On  January  29,  a  well-attended  meeting  of  the  Toronto 
Branch  of  the  Institute  was  held  in  the  Debates  Room  at 
Hart  House.  In  addition  to  the  members  of  the  Institute, 
representatives  were  present  from  the  Canadian  Institute 
of  Mining  and  Metallurgy.  The  chairman  of  the  Branch, 
Mr.  H.  E.  Brandon,  conducted  the  meeting. 

The  speaker  of  the  evening,  A.  H.  Harkness,  D.Eng., 
who  is  well-known  throughout  Canada  for  the  many  out- 
standing engineering  works  which  he  has  designed,  was  in- 
troduced by  the  chairman.  His  subject  was  Design  and 
Construction  of  a  Concrete  Head  Frame  for  Hollinger 
Mine.  Mr.  R.  J.  Fuller,  of  the  firm  of  Anglin  Norcross 
Limited,  general  contractors  for  construction  of  the  head 
frame,  was  to  have  joined  with  Dr.  Harkness  in  discussing 
details  of  construction.  Mr.  H.  E.  Brandon  offered  regrets 
of  the  Institute  on  the  death  of  Mr.  R.  J.  Fuller,  which  oc- 
curred only  two  days  previous  to  the  meeting.  Arrange- 
ments were  made,  however,  to  have  Mr.  J.  W.  Falkner 
read  Mr.  Fuller's  paper,  and  to  illustrate  it  with  numerous 
lantern  slides  prepared  by  Mr.  Fuller. 

Dr.  Harkness  covered  in  detail  the  design  of  the  rein- 


forced head  frame  at  the  No.  26  shaft  on  the  Hollinger 
Gold  Mine's  property  at  Timmins,  the  only  one  of  its  size 
in  Canada.  The  structure  is  unique  in  that,  with  very  simple 
architectural  treatment,  it  was  possible  to  create  a  structure 
most  pleasing  and  monumental  in  character — quite  differ- 
ent to  the  type  of  utilitarian  structure  generally  built  over 
mine  shafts.  It  was  pointed  out  that  the  concrete  building, 
with  only  few  partial  floors,  would  require  considerably  less 
maintenance  than  is  necessary  for  the  usual  type  of  struc- 
tures built  for  this  purpose.  At  its  conclusion,  considerable 
discussion  was  held,  especially  with  regard  to  the  advantage 
of  using  structural  steel  for  head  frames  which  could  be 
removed  and  re-used  elsewhere. 

Mr.  R.  B.  Young  moved  that  the  thanks  of  the  meeting 
be  extended  to  Dr.  Harkness  and  J.  W.  Falkner  for  the 
interesting  papers  presented. 

The  annual  Students'  Night  of  the  Toronto  Branch  of 
the  Institute  was  held  on  January  15  in  Hart  House.  There 
was  an  excellent  attendance,  the  students  having  an  espec- 
ially good  turnout.  The  annual  Students'  Night  is  one  of» 
the  most  enlightening  and  beneficial  meetings  of  the  year; 
it  was  enlightening  to  the  older  members  in  that  all  student 
competitors  seemed  to  be  experienced  speakers  and  treated 
their  subjects  so  fluently;  it  was  beneficial  to  the  students 
as  it  gave  them  confidence  in  themselves.  Refreshments 
were  served  after  the  meeting. 

The  three  judges,  Messrs.  E.  A.  Stone,  J.  K.  Partridge 
and  W.  H.  Slinn,  had  a  very  hard  time  making  decisions 
because  of  the  excellent  quality  of  the  papers  presented. 

During  the  intermission,  three  comic  films  were  shown, 
which  were  thoroughly  enjoyed  by  all. 

The  winners  were  as  follows: 
Junior  School 

W.  O.  Cartier — "Frequency  Modulation  Receiver." 

Senior  School 

1st — W.  S.  Glynn,  "Prestressed  Concrete  Construction." 
2nd — C.  B.  Livingstone — "On  Spinning  of  Airplanes." 
3rd — A.  B.  Extence — "Centrifugal  Pumps." 
4th — C.  W.  Shearer — "Mercury  Arc  Power  Rectifiers." 

The  sixth  Annual  Social  Night  of  the  Branch,  a  gathering 
sponsored  and  largely  organized  by  the  wives  of  the  mem- 
bers, took  place  in  the  Engineers'  Club,  Toronto,  on  Satur- 
day, January  10.  About  130  attended  for  dinner  and  the 
entertainment  which  followed.  Mr.  H.  E.  Brandon,  branch 
chairman,  with  Mrs.  Brandon,  and  Dean  Young  with  Mrs. 
Young,  received  the  guests.  It  was  a  most  enjoyable  even- 
ing for  everyone. 


VANCOUVER  BRANCI 

P.  B.  Stroyan,  m.e.i.c. 
A.  Peebles,  m.e.i.c.     - 


Secretary-Treasurer 
Branch  News  Editor 


The  first  meeting  of  the  Branch  for  1942  was  held  on 
January  20th  in  the  Medical-Dental  building.  The  speaker 
was  W.  D.  McLaren,  general  manager  of  the  West  Coast 
Shipbuilders  Ltd.,  a  company  engaged  in  building  standard 
cargo  vessels  for  Wartime  Merchant  Shipping  Ltd.  His 
subject  was  Ships:  Selection  of  Type. 

Mr.  McLaren  first  explained  the  general  considerations 
governing  the  design  of  standard  cargo  vessels  now  under 
construction  throughout  Canada  and  the  United  States. 
They  are  of  a  reasonably  economical  size  for  war  service, 
and  of  simple  lines  to  facilitate  fabrication.  Their  speed  is 
sufficient  for  service  in  convoy,  and  their  engines  and  boilers 
are  of  a  type  which  can  be  built  without  highly  specialized 
plant  and  machinery.  Existing  facilities  had  to  be  used  as 
far  as  possible  both  for  engines  and  hull  fabrication.  Hence 
there  is  some  variation  in  practice  among  different  yards, 
some  using  more  welding  than  others,  some  doing  consider- 
able pre-fabrication  in  shops  with  a  minimum  of  welding 
and  rivetting  on  the  ways. 

(  Vancouver  Branch,  continued  on  page  198) 


196 


March,  1942    THE  ENGINEERING  JOURNAL 


TORONTO  BRANCH  ANNUAL  LADIES'  NIGHT 


Mrs.  W.  E.   Bonn,  W.   E.   Bonn  and  Mrs.   H.   E. 
Brandon. 


In  the  group:  Nicol  MacNicol,  Ross  Robertson  and 
R.  L.  Hewitt. 


In  the  group:  Mrs.  W.  S.  Wilson,  Mrs.  Otto  Holden, 
Ross  Dobbin,  Mrs.  W.  E.  Ross,  H.  E.  Brandon,  Mrs.  W.  E. 
Bonn  and  E.  C.  Higgins. 


D.  C.  Tennant,  Professor  R.  W.  Angus,  Mrs.  R.  W. 
Angus  and  H.  H.  Angus. 


From  left  to  right:  Professor  C.  F.  Morrison,  D.  C. 
Tennant,  Mrs.  and  Mr.  John  Hall,  J.  S.  Keenan  and 
W.  E.  Ross. 


THE  ENGINEERING  JOURNAL     March,  1942 


197 


VANCOUVER  BRANCH—  (Continued  from  page  196) 

The  trend  towards  larger  ships  is  explained  by  the  effort 
to  secure  a  lower  size-speed  ratio.  An  increase  in  length 
means  an  increase  (usually)  in  the  length-beam  ratio,  re- 
sulting in  lessened  resistances  and  a  higher  relative  speed. 
Other  factors  have  been  better  engine  and  boiler  efficiences 
and  performance. The  cruiser  type  of  stern  serves  to  lengthen 
a  ship  at  the  water  line.  In  the  light  of  tank  experiments 
the  once  popular  sharp  bow  has  given  way  to  a  blunt  or 
more  rounded  style.  In  hull  design,  the  high  stresses  occur- 
ring at  various  points  have  been  met  with  the  use  of  high 
strength  steels.  Since  a  ship  acts  somewhat  as  a  bridge, 
sometimes  supported  near  the  ends  and  sometimes  near 
the  center,  wide  variations  in  stress  occur  throughout  the 
members. 

In  the  early  days  of  steamships  the  size  of  the  engine 
cylinders  practically  designed  the  ship.  Later,  improvements 
were  made  by  balancing  the  engines,  but  ultimately  a  limit 
was  reached  in  bulkiness,  and  in  speed  when  the  piston 
velocity  reached  about  1,000  ft.  per  minute.  The  invention 
of  the  steam  turbine  made  increased  speeds  and  greater 
power  possible.  Early  difficulties  were  associated  with  the 
gearing,  which  was  reversed  from  that  of  the  reciprocating 
engine. 

The  water  tube  boiler  and  oil  fuel  provided  the  means 
for  further  increases  in  power  and  speed.  A  gradual  reduc- 
tion in  weight  for  the  power  developed  was  achieved.  The 
latest  step  in  this  advance  was  brought  about  by  the  diesel 
engine,  which  also  has  a  much  higher  thermal  efficiency 
than  the  steam  engine. 

After  his  address,  the  speaker  answered  many  questions, 
and  several  persons  added  to  the  information  divulged.  A 
vote  of  thanks  was  tendered  by  Dean  J.  N.  Finlayson,  on 
behalf  of  the  43  members  and  friends  present. 

Members  of  the  Branch  were  guests  at  one  of  the  largest 
and  most  successful  meetings  ever  held  in  this  city.  An 
attendance  of  nearly  400  indicates  the  degree  of  interest 
in  the  subject  of  arc  welding  at  the  present  time,  and  the 
important  part  which  it  occupies  in  war  industry. 

The  meeting  was  under  the  auspices  of  the  British  Col- 
umbia Chapter  of  the  American  Society  for  Metals,  a  re- 
cently formed  group  which  is  achieving  remarkable  success 
in  drawing  together  those  engineers  and  technicians  who 
deal  with  metals  in  any  form.  A  course  of  lectures  is  being 
conducted  and  over  100  students  are  taking  part.  Prof. 
F.  A.  Forward  of  the  University  of  British  Columbia  is 
chairman  of  the  chapter. 

The  meeting  opened  with  a  dinner  served  in  the  dining- 
room  of  David  Spencer  Ltd.,  at  which  more  than  200  were 
present.  During  dinner,  a  short  talk  was  delivered  by  Mr. 
W.  Hanson,  Admiralty  Inspector  from  London,  England, 
at  present  doing  work  in  Vancouver.  He  reminded  the  en- 
gineers of  the  Pacific  Coast  of  the  necessity  for  pushing- 
war  production  to  the  limit,  and  indicated  that  a  permanent 
industrial  development  would  remain  in  this  area  after  the 
war. 


After  dinner,  a  film  was  presented  showing  the  principles 
of  the  arc  welding  process,  how  it  should  and  should  not 
be  done. 

The  principal  speaker  was  Mr.  James  F.  Lincoln,  presi- 
dent of  the  Lincoln  Electric  Co.  of  Cleveland,  and  director 
of  its  allied  companies  in  Canada,  England  and  Australia. 
His  subject  was  Electric  Welding  Developments.  The 
principal  theme  throughout  the  address  was  the  need  for 
the  use  of  imagination,  knowledge  and  skill  in  the  creation 
and  adoption  of  new  ideas,  new  methods,  new  materials 
and  new  products  in  our  industrial  system.  The  speaker 
illustrated  his  viewpoint  by  showing  its  present  results  in 
the  field  of  arc  welding. 

Arc  welding  may  be  classed  with  tool  and  alloy  steels, 
for  the  part  which  it  has  played  in  modern  mechanical  engi- 
neering and  shop  practice.  In  its  early  stages  when  plain 
mild  steel  welding  rods  were  used,  results  were  often  un- 
satisfactory and  its  application  was  somewhat  restricted. 
The  modern  shielded  arc,  using  coated  rods  to  achieve 
specific  results  in  the  weld,  have  made  arc  welding  a  reliable 
and  economical  tool  in  the  working  of  most  metals.  Welding 
has  already  found  wide  application  in  the  fabricating  of 
structural  steel  for  buildings,  in  ships,  in  airplanes,  in  gun 
mountings,  and  in  motor  vehicles  and  tanks.  So  far,  how- 
ever, the  welded  article  has  been  a  close  copy  of  the  cast 
one  in  size,  shape  and  proportion,  and  there  is  a  tremen- 
dously wide  field  open  in  the  re-design  of  such  products, 
whereby  the  amount  of  cutting,  bending,  welding  and  other 
operations  may  be  reduced.  A  wider  knowledge  of  the 
stresses  set  up  in  a  structure  or  machine  in  service,  will 
make  possible  changes  in  the  proportioning  of  parts,  re- 
sulting in  future  economy.  Slides  were  shown  depicting 
examples  of  the  replacement  of  cast  parts  with  welded  parts, 
giving  a  comparison  of  weight  and  cost,  both  of  which  favour 
the  welded  type. 

Following  the  address,  many  questions  were  asked,  and 
much  useful  information  resulted.  The  practice  of  bobbing 
welds  has  no  basic  advantage,  and  in  most  cases  is  actually 
detrimental.  In  certain  circumstances,  where  a.  tensile 
strength  is  not  a  governing  factor,  bobbing  may  serve  to 
reduce  warping  of  plates  without  seriously  weakening  the 
weld.  Stress  relieving  is  necessary  for  welded  pressure 
vessels  for  severe  types  of  service,  but  is  ordinarily  not  re- 
quired, since  internal  stresses  induced  by  welding  will  grad- 
ally  adjust  themselves  with  time.  Welding  is  not  advisable 
with  most  non-ferrous  metals,  though  it  can  be  done.  The 
reduction  in  strength  which  occurs  makes  it  undesirable 
in  many  cases,  unless  restoration  can  be  effected  by  heat 
treating. 

Mr.  Lincoln  stated  that  the  estimated  saving  to^industry 
which  would  have  accrued  from  full  application  of  the  ideas 
and  methods  suggested  in  the  first  competition  sponsored 
by  the  Lincoln  Foundation  a  few  years  ago,  amounted  to 
$1,600,000,000.  A  hearty  vote  of  thanks  was  tendered  the 
speaker  by  Dean  J.  N.  Finlayson. 


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. 


198 


March,  1942    THE  ENGINEERING  JOURNAL 


News  of  Other  Societies 


DINNER  TO  HONOUR  DEAN  YOUNG 

To  honour  C.  R.  Young,  M.E.I. C,  recently  appointed 
Dean  of  the  Faculty  of  Applied  Science  and  Engineering 
of  the  University  of  Toronto,  and  President  of  The  Engin- 
eering Institute  of  Canada,  the  Association  of  Professional 
Engineers  of  Ontario  and  the  Toronto  Branch  of  The  En- 
gineering Institute  of  Canada  are  jointly  sponsoring  a 
commemorative  dinner  in  Hart  House  on  April  25th.  This 
dinner  will  be  open  to  all  engineers  and  will  not  only  be 
a  gala  night  for  the  members  of  the  profession,  but  will 
at  the  same  time  serve  to  impress  upon  the  public  the 
great  contribution  that  engineers  are  making  in  the 
present  conflict. 

Arrangements  for  this  dinner  are  being  made  by  a  joint 
Committee  of  the  Association  and  of  the  Toronto  Branch 
of  The  Institute  under  the  chairmanship  of  Mr.  S.  R. 
Frost. 

A.I.E.E.  NOMINATIONS 

The  National  Nominating  Committee  of  the  American 
Institute  of  Electrical  Engineers,  consisting  of  members 
from  various  parts  of  the  country,  has  nominated  the 
following  official  ticket  of  candidates  for  the  offices  be- 
coming vacant  August  1,  1942: 

For  President:  Harold  S.  Osborne,  Plant  Engineer, 
Operation  and  Engineering  Dept.,  American  Telephone 
and  Telegraph  Co.,  New  York,  N.Y. 

For  Vice-Presidents:  (North  Eastern  District) — Karl 
B.  McEachron,  Research  Engineer,  High  Voltage  Prac- 
tice, General  Electric  Co.,  Pittsfield,  Mass.;  (New  York 
City    District) — C.    R.    Jones.    Eastern    Transportation 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


Manager,  Westinghouse  Electric  &  Mfg.  Co.,  New  York, 
N.Y.;  (Great  Lakes  District) — A.  G.  Dewars,  Manager, 
System  Planning  Dept.,  Northen  States  Power  Co.,  Min- 
neapolis, Minn.;  (South  West  District)— E.  T.  Mahood, 
Engineer,  In  Charge  of  Area  Engineering  Force,  South- 
western Bell  Telephone  Co.,  Kansas  City,  Mo.;  (North 
West  District) — E.  W.  Schilling,  Professor  and  Head  of 
Department  of  Electrical  Engineering,  Montana  State 
College,  Bozeman,  Mont. 

For  Directors:  K.  L.  Hansen,  Consulting  Engineer, 
Harnischfeger  Corp.,  Milwaukee,  Wis.;  W.  B.  Morton, 
Senior  Field  Engineer,  Philadelphia  Electric  Co.,  Phila- 
delphia, Pa.;  W.  R.  Smith,  Safety  Engineer,  Public 
Service  Electric  and  Gas  Co.,  Newark,  N.J. 

For  National  Treasurer:  W.  I.  Slichter,  Professor 
Emeritus  of  Electrical  Engineering,  Columbia  University, 

New  York,  N.Y. 

These  official  candidates,  together  with  any  independent 
nominees  that  may  be  proposed  later,  will  be  voted  upon 
by  the  membership  at  the  coming  election  this  spring. 

ANNUAL  MEETING  OF  QUEBEC  CORPORATION 

The  annual  meeting  of  the  Corporation  of  Professional 
Engineers  of  Quebec  will  take  place  on  March  28th,  at 
2.15  p.m.,  in  the  meeting  hall  of  The  Engineering  Institute 
of  Canada,  2050  Mansfield  Street,  Montreal,  Que. 

Refreshments  will  be  served  at  the  conclusion  of  the 
meeting. 


Library  Notes 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


BOOK   REVIEW 

Bridges  and  Their  Builders 
By  D.  B.  Steinman  and  Sarah  R.  Watson.  G.  P.  Putnam's  Sons, 
New  York,  1941.  6x9  inches.  379  pages.  Illustrated.  $3.75 

Reviewed  by  S.  R.  Banks,  m.e.i.c* 

In  this  book  the  authors  engage  to  review  their  vast  subject  "  .  .  .  as 
a  heart-stirringnarrative  of  high  adventure  anddeep  dramatic  interest." 
They  see  in  the  planning  and  building  of  bridges  an  epitome  of  human 
aspiration  and  achievement;  and,  in  the  course  of  the  eighteen  chap- 
ters, the  reader  is  conducted  from  a  glimpse  of  a  stone-age  man  crossing 
a  torrent  on  the  uncertain  footholds  of  a  fallen  tree  to  the  contempla- 
tion of  Robinson  and  Steinman 's  forty-million  -dollar  proposal  for  a 
suspension  bridge  of  4,620-foot  span  between  Brooklyn  and  Staten 
Island. 

The  triumphal  progress  of  the  bridge-builders'  art  is  traced  from 
primitive  civilizations,  through  the  times  of  the  Greeks  and  Romans, 
through  the  dark  ages  when  the  medieval  churchman  alone  pressed 
forward,  through  the  Renaissance,  and  on  to  the  pioneering  days  of 
civil  engineering  and  the  astounding  accomplishments  of  the  twentieth 
century.  Bridges  of  stone,  of  wood,  and  of  iron  are  successively  de- 
scribed against  the  spacious  backgrounds  of  their  days,  while  the 
tempo  of  our  own  age  is  reflected  in  the  culminating  catalogue  of  span 
upon  longer  span  of  steel.  In  telling  their  story  the  authors  rightly 
eschew  the  technicalities  of  the  structural  engineer,  and  the  reader's 
attention  is  stimulated  by  copious  fund  of  anecdote,  biography,  and 
even  verse. 

It  is  likely  that  the  layman  and  the  engineer  alike  will  find  of 
greatest  interest  those  chapters  that  deal  specifically  with  what  may 


be  termed  the  classic  early  bridges  of  steel.  The  Eads  Bridge,  the 
Brooklyn  Bridge,  and  the  Forth  Bridge  are  so  treated,  and  in  each 
instance  the  history  of  the  project  is  told  from  its  conception  to  its 
fulfilment.  Of  particular  value  are  the  occasional  excerpts  from  the 
papers  of  the  outstanding  men  through  whose  vision  and  courageous 
effort  those  prodigious  undertakings  were  guided  to  fruition. 

One  or  two  criticisms  occur  to  the  reviewer  of  this  book.  In  the  first 
place,  surely  no  record  of  great  bridges  of  the  last  two  decades  can  be 
complete  without  advertence  to  the  disconcerting  behaviour  of  heat- 
treated  wires  in  the  Mount  Hope  and  Detroit  bridges,  and  to  the 
subsequent  engineering  feats  of  dismantling  the  huge  cables  of  those 
structures  and  replacing  them  with  wires  of  the  cold-drawn  type. 
Again,  while  the  lessons  learned  from  the  failure  of  Tacoma  Bridge 
undoubtedly  represent  an  advance  in  knowledge,  it  does  not  seem 
right  that  "Recent  Developments  in  Bridge  Engineering"  should  be 
the  heading  of  a  chapter  which  deals  almost  exclusively  with  that 
disaster.  With  regard  to  the  chapter  on  suspension  bridges,  the  authors 
appear  to  be  mistaken  in  their  brief  reference  to  the  Lions'  Gate 
Bridge  at  Vancouver,  because  that  bridge  was  designed  and  built  in 
Canada.  Lastly,  the  present  review  would  be  incomplete  without  an 
expression  of  regret  that  the  dignity  of  this  otherwise  objective  survey 
of  bridge  engineering  should  be  detracted  from  by  over-frequent  refer- 
ence to  the  famous  partnership  of  engineers  of  which  one  of  the  authors 
is  a  member. 

"Bridges  and  Their  Builders"  is  very  readable  and  will  appeal 
strongly  to  all  who  are  inspired  by  the  romance  and  vigour  of  its 
subject.  The  illustrations  are  good  and  are  well-chosen.  It  is  a  pity 
that  no  alphabetical  index  is  provided  for  the  reader's  convenience. 

♦General  Engineering  Department,  Aluminum  Company  of  Canada,  Ltd,,  Montreal, 
Que. 


THE  ENGINEERING  JOURNAL    March,  1942 


199 


ADDITIONS  TO  THE  LIBRARY 
TECHNICAL  BOOKS 
Bridges  and  Their  Builders: 

David  B.Steinman  and  Sarah  Ruth  Watson. 
N.Y.,  G.  P.  Putnam's  Sons,  (C1941). 
6x8%  in.  $3.75. 

Refuse  Collection  Practice: 

Cotnmittee  on  Refuse  Collection  and  Dis- 
posal. American  Public  Works  Associa- 
tion, 1313  East  60th  St.,  Chicago,  III, 
1941.6  x9\i  in.  $5. 00. 

Surveying: 

Charles  B.  Breed.  N.Y.,  John  Wiley  and 
Sons,  Inc.,  1942.  5  x  7}4  in.  $3.00. 

Electrical  Illumination: 

John  O.  Krachenbuehl.  N.Y.,  John  Wiley 
and  Sons,  Inc.,  1942.  6  x  9}4  in.  $3.75. 

PROCEEDINGS,  TRANSACTIONS 
Institution  of  Naval  Architects: 

Transactions,   1941.  volume  83. 

American  Society  of  Civil  Engineers: 

Transactions  No.  106,  1941.  Issued  as 
part  2  of  the  Proceedings.  Vol.  67,  No.  8, 
PL  2,  October,  1941. 

Royal  Society  of  Canada: 

Transactions,  section  3  and  4,  3rd  series, 
vol.  35,  meeting  of  May,  1941. 

Institution  of  Mining  and  Metallurgy: 

Tiajisactions,  49th  session  1939-40.  Vol. 
49,  1940. 

REPORTS 

American  Institute  of  Electrical  Engin- 
eers— Standard  Committee: 

Standard  for  wet  tests  No.  29,  November 
1941  ;  Proposed  standard  for  capacitance 
potential  devices  and  outdoor  coupling 
capacitors,  No.  31,  December,  1941. 

American  Institute  of  Electrical  Engin- 
eers— Committee  on  Electrical  Ma- 
chinery: 

Proposed  test  code  for  single  phase  motors. 
AIEE  No.  502,  1941. 

Canada — Department  of  Mines  and  Re- 
sources : 

Rapport  du  Ministère  pour  Vannée  finan- 
cière terminée  le  31  mars  1940  et  pour 
Vannée  financière  terminée  le  31  mars 
1941  accompagné  du  rapport  sur  l'établisse- 
ment des  soldats  au  Canada.  Ottawa,  1941. 
50c.  each. 

Purdue  University-Engineering  Bulletin: 

Research  series  No.  83 — Report  of  the  re- 
search and  extension  activities  for  the  ses- 
sions of  1940-41.  Extension  series  No.  52. 
Highways  then  and  now  by  Ben  H.  Petty. 

Bell  Telephone  System — Technical  Pub- 
lications: 

Calculation  of  the  Torque  on  a  ferromag- 
netic single  crystal  in  a  magnetic  field; 
Micro-gas  analysis  methods  and  their 
application  to  research;  New  microphone 
providing  uniform  directivity  over  extended 
frequency  range;  Operation  of  electrostatic 
photomultipliers;  Spectral  and  total  thermal 
emissivities  of  oxide-coated  cathodes;  Film 
scanner  for  use  in  television  transmission 
tests;  Steric  hindrance  in  organic  solids; 
Echoes  from  near-by  short-wave  transmit- 
ters; The  structure  of  black  carbon;  Mono- 
graphs B1297-1302,  1304-05,  09. 

Ohio  State  University — Engineering  Ex- 
periment Station: 

Use  of  washed  North  Carolina  Kaolin  as 
an  ingredient  of  porcelain  bodies,  by  Wil- 
liam H.  Earhart.  Circular  No.  4%- 

American  Institute  of  Chemical  En- 
gineers: 

Directory  of  officers  and  members  and  com- 
mittee appointments  for  1941. 


American    Institute   of   Steel    Construc- 
tion: 

Specification  for  the  design,  fabrication  and 
erection  of  structural  steel  for  buildings, 
rev.  July  1941;  Code  of  standard  practice 
for  steel  structures  other  than  bridges,  rev. 
Aug.   1941. 

Electrochemical  Society — Preprints  : 

Solubility  of  nickel  ions  in  aqueous  alkaline 
carbonate-tungstate  solutions;  The  oxida- 
tion of  cerous  sulfate  at  a  rotating  anode; 
Perborate  formation  at  a  rotating  anode; 
Nos.  81-2-4. 

Quebec  Streams  Commission  : 

Twenty-fifth  report  for  the  year  1936. 
Canada — Department  of  Transport: 

Annual  report  for  the  fiscal  year  from 
Apiil  1940  to  March  31,  1941. 

Canada — Department  of  Mines  and  Re- 
sources— Geological    Survey  : 

Cléricy  and  La  Pause  map-areas,  Quebec, 
by  J .  W.  Ambrose.  Memoir  233. 

Vaillancourt,  Emile: 

Guillaime' D'Orange. 

University  of  Minnesota — Engineering 
Experiment  Station  : 

Comparative  performance  of  four  different 
types  of  dust  counters.  Technical  paper 
No.  35. 

The  Converter  Process  in  the  Steel 
Foundry 

A  12-page  report — Investigation  No.  1138 
— "Some  Practical  Considerations  of  the 
Use  of  Side-Blow  Converters  in  the  Pres- 
ent Emergency,"  December  24th,  1941. 
Just  issued  by  the  Department  of  Mines  and 
Resources,  Ottawa,  draws  attention  to  the 
advantages  of  the  converter  process  for  the 
production  of  light  and  medium  steel  cast- 
ings under  wartime  conditions.  Now  that 
electric  furnace  capacity  is  fully  em- 
ployed, grey  iron  foundries  can  be  readily 
equipped  with  side-blow  converters,  thus 
releasing  electric  furnaces  for  the  specific 
applications  for  which  they  are  pre- 
eminently satisfactory. 
The  side-blow  converter  equipment  is  des- 
cribed in  some  detail,  and  the  technique  of 
its  operation  discussed.  Special  mention  is 
made  of  the  control  of  sulphur  and  other 
constituents  of  the  finished  product.  The 
limitations  of  the  process  are  pointed  out 
as  well  as  its  advantages. 
Copies  of  the  report  can  be  obtained  from 
"The  Chief,  Bureau  of  Mines,  Depart- 
ment of  Mines  and  Resources,  Ottawa." 

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  RUBBER 
PRODUCTS,  prepared  by  A.S.T.M. 
Committee  D-ll  on  Rubber  Products 
Methods  of  Testing,  Specifications 
December,  1941. 

American  Society  for   Testing  Materials, 

260  So.  Broad  St.,  Phila.,  Pa.,  1941.  280 

pp.,  illus.,  diagrs.,  charts,  tables,  9x6  in., 

paper,  $1.75. 

This  annual  publication  gives  in  their  latest 

approved  form  the  specifications  and  methods 

of  test  adopted  by  the  Society.  Among  them 

are  several   new  standards.   There  are  also 

numerous  revisions  of  earlier  ones.  There  is 

a  useful  bibliography  on  the  properties  and 

testing  of  rubber. 

ACTIVE  CARBON,  THE  MODERN  PURI- 
FIER 

By  J.  W.  Hassler.  West  Virginia  Pulp  and 
Paper  Co.,  230  Park  Ave.,   New   York, 


1941.  159  pp.,  illus.,  diagrs.,  charts,  tables, 

9Y2  x  6  in.,  cloth,  gratis. 
This  book  constitutes  a  collection  of  the 
existing  knowledge  regarding  the  commercial 
applications  of  the  decolorizing  types  of  active 
carbon.  It  presents  a  general  survey  of  the 
subject,  detailed  descriptions  of  various  appli- 
cations, basic  principles  for  the  research 
chemist  and  methods  of  evaluation  of  carbons. 
There  is  a  large  bibliography. 

AIRCRAFT  TORCH  WELDING 

By  C.  von  Borchers  and  A.  Ciffrin.  Pitman 
Publishing  Corp.,  New  York  and  Chicago, 
1941  ■  157  pp.,  illus.,  diagrs.,  charts,  tables, 
8Y2x  5  in.,  cloth,  $1.50. 
This  book  outlines  a  training  course  for 
aircraft    welders    based    on    well-established 
principles.   It  deals  only  with  gas  welding. 
Topics  treated  include  equipment,  the  use  of 
gases,  torch  and  flames,  welding  technique, 
jigs  and  fixtures,  inspection  methods  and  re- 
pair welding.   Review  questions  accompany 
each  chapter. 

AIRPLANE  DESIGN 

By  K.  D.  Wood,  6th  éd.,  Nov.,  1941,  pub- 
lished by  the  author  at  Purdue  University, 
Lafayette,    Ind.,  and    distributed    by    the 
Cornell  Co-op.  Society,  Ithaca,  N.Y.,  paged 
in  sections,  illus.,  diagrs.,  charts,  tables, 
11x9  in.,  paper,  $4-00. 
Practical    design    procedure   covering   air- 
plane layout  and  stress  calculations  is  pre- 
sented in  this  textbook.  Particular  emphasis 
is  laid  on  the  economics  of  airplane  design,  and 
many  photographs  and  diagrams  accompany 
the    descriptive    material.  A  large  appendix 
furnishes  most  of  the  data  necessary  for  a 
student  to  carry  a  design  project  through  its 
preliminary  stages. 

AMERICAN    SOCIETY    FOR    TESTING 
MATERIALS— 1941    Supplement    to 
A.S.T.M.   Standards   including  Ten- 
tative Standards 
Part  1.  Metals.  597  pp. 
Part  2.  Nonmetallic  Materials — Con- 
structional. 427  pp. 
Part  3.  Nonmetallic  Materials — Gen- 
eral. 641  pp. 
A.S.T.M.,  260  South  Broad  St.,  Phila., 
Pa.,    1941-   Illus.,  diagrs.,  charts,  tables, 
9}/i  x  6  in.,  cloth,  $3  for  any  one  part, 
$5  for  any  two  parts,  $7  for  all  three  parts_ 
To  keep  up  to  date  its  triennially  published 
Book  of  Standards,  the  American  Society  for 
Testing  Materials  publishes,  in  the  two  inter- 
vening years,  supplements  to  each  of  the  three 
volumes  of  that  set.  This  1941  supplement 
gives  in  their  latest  approved  form  the  370 
specifications,    tests    and    definitions    either 
issued  for  the  first  time  in  1941  or  revised. 

ANNUAL  REVIEWS  OF  PETROLEUM 
TECHNOLOGY,  Vol.  6  (covering 
1940) 

Edited  by  F.  H .  Garner,  published  by  The 
Institute  of  Petroleum,  c/o  The  University 
of   Birmingham,    Birmingham,    England, 
1941.  318  pp.,  illus.,  diagrs.,  charts,  tables, 
9  x  6  in.,  paper,  lis.  or  $2.50  (incl.  post- 
age). 
Reviews  by  experts  of  developments  during 
1940  are  contained  in  this  annual  compilation 
which  covers  the  whole  range  of  petroleum 
technology;  geology,  drilling  and  production, 
transportation    and   storage,    refining   opera- 
tions, alternative  fuels,  analysis  and  testing, 
road  materials,  lubrication,  etc.  In  addition 
to  chapter  references  there  is  a  general  review 
of  petroleum  literature  in  1940,  and  a  chapter 
on   production   and   commercial   statistics   is 
included. 

ARMS  AND  THE  AFTERMATH 

By    P.    Stryker.    Houghton    Mifflin    Co., 

Boston,  1942.  157  pp.,  tables,  8}4   x  5Y2 

in.,  cloth,  $1.75. 

The  meaning  of  industrial  mobilization  is 

explained,  together  with  the  importance  of 

effective  mass  production  methods,  and  the 


200 


March,  1942    THE  ENGINEERING  JOURNAL 


esults  of  the  change-over  and  tremendous 
Lnancing  problems  for  armament  are  indi- 
cted. The  purpose  is  to  give  the  reader  a 
>ehind-the-scenes  view  of  the  causes,  func- 
ioning  and  effects  of  this  mobilization  of  in- 
lustry  for  the  war  effort. 

rHE  ART  OF  CAMOUFLAGE 

By  C.  H.  R.  Chesney.  Robert  Hale  Ltd., 
London,  written  in  1939,  published  in  1941  ■ 
253  pp.,  Mus.,  maps,  8x5  in.,  cloth, 
8s.  6d. 
Camouflage,  "the  art  of  concealing  the  fact 
hat  you  are  concealing,"  is  thoroughly  cov- 
;red  in  this  book.  The  first  section  discusses 
amouflage  as  practised  by  creatures  in  their 
iatural   environment,    and   presents   general 
:onsiderations    upon    civil    camouflage.    The 
econd  section  discusses  the  development  of 
nilitary  camouflage  in  the  War  of  1914-18, 
ind  future  developments  for  both  military 
ind  civil  use.  Strategic  camouflage  in  military 
novements  is  demonstrated  in  the  last  sec- 
ion,  with  examples  from  campaigns.  In  this 
ection  and  in  an  epilogue  the  author  stresses 
,lso  the  political  camouflage  which  will  be 
used  and  has  been  so  amply  demonstrated 
ust  recently. 

ILTLDING  CONSTRUCTION,  Materials 
and  Types  of  Construction 

By  W.  C.  Huntington.  2  ed.  John  Wiley  & 
Sons,  New   York,   1941-  674  PP-,  Mus., 
diagrs.,  charts,  tables,  9x/i  x  6  in.,  clothe 
$6.00. 
This   book   deals  with   the  materials  and 
ypes  of  construction  used  for  the  various 
•arts  of  buildings,  but  not  with  the  structural 
lesign  except  in  its  qualitative  aspects.  In  the 
►resent  edition  particular  attention  has  been 
>aid  to  recent  developments  in  our  knowledge 
if  soil  behaviour,  foundations,  brick  cavity- 
vails,    wood    construction    and    connectors, 
teel  welding,  reinforced  concrete  arches  and 
igid  frames,  the  protection  of  wood  from  ter- 
nites  and  the  newer  structural  materials. 

HESEL    ENGINEERING    HANDBOOK, 

Vol.  2 

Edited  by  L.  H.  Morrison.  Diesel  Publica- 
tions, New   York,   1941.  574  pp.,  Mus., 
diagrs.,  charts,  tables,  9x/i  x  6  in.,  cloth, 
$5.00. 
This  volume  is  intended  to  supplement  both 
he  1935  and  1939-40  editions.  The  material 
:ontained  is  either  entirely  new  or  an  ampli- 
cation of  topics  considered  in  the  previous 
editions.    Engine    efficiencies,    specifications, 
pecial  installations  and  various  types  of  aux- 
liary  equipment  not  previously  covered  are 
liscussed   exhaustively   with   many   illustra- 
ions. 

30NE  IN  OIL 

By  D.  D.  Levon.  Carldon  Publishers,  New 

York,    1941.    1,084    PP-,    Mus.,    diagrs., 

charts,  maps,  tables,  9Y2  x  6  in.,  leather, 

$10.00. 

The    first    section    of    this    comprehensive 

.'olume  covers  general  petroleum  economics, 

>il  reserves  and  conservation,  the  international 

lituation  and  the  importance  of  oil  in  war. 

rhe  succeeding  five  sections  deal  respectively 

vith  finding  and  producing  oil,  transportation 

md  refining,  financing  the  oil  industry,  oil 

oyalty  business  and  investments,   and  the 

•egulating  of  securities  and  markets.  Sample 

eases  and  deeds,  a  large  glossary  of  terms  and 

I  list  of  sources  of  further  information  are 

ippended. 

EXPERIMENTAL  PHYSICAL 
CHEMISTRY 

By  W.  G.  Palmer.  MacMMan  Co.,  New 
York;  University  Press,  Cambridge,  Eng- 
land, 1941.  321  pp.,  diagrs.,  charts,  tables, 
8\ix5l/2  in.,  cloth,  $2.75. 
The    experiments    presented    have    been 
:hosen  among  those  used  in  the  University 
Chemical  Laboratory  at  Cambridge,  choice 
laving  been  of  those  which  can  be  carried  out 


in  customary  laboratory  periods,  with  ordin- 
ary equipment.  Detailed  directions  are  given, 
and  the  principles  involved  are  set  forth  in 
considerable  fulness.  There  are  completely 
worked  examples  of  most  experiments. 

FATIGUE  OF  WORKERS,  Its  Relation  to 
Industrial  Production 

By  Committee  on  Work  in  Industry  of  the 
National  Research  Council.  Reinhold  Pub- 
lishing Corp.,  New  York,  1941-  165  pp., 
9l/2x6  in.,  cloth,  $2.50. 
This  volume  is  the  complete  report  of  the 
findings  of  a  committee  which  made  a  detailed 
study  of  all  kinds  of  variations  in  working 
conditions,  both  physical  and  psychological 
considerations  were  investigated  with  respect 
to  their  effect  upon  the  efficiency  of  workers. 
The  results  of  this  painstaking  study  should 
be  of  value  to  employers  of  all  classes. 

FINANCIAL  STATEMENT  ANALYSIS, 
Principles  and  Technique 

By  J.  N.  Myer,  Prentice-Hall,  New  York, 
1941.  257  pp.,  charts,  tables,  9}4  x  6  in., 
cloth,  $3.75. 
Financial  statement  analysis  is  considered 
as  a  branch  of  accountancy,  and  an  under- 
standing of  such  statements  and  the  account- 
ing processes  by  which  they  are  produced  is 
assumed.  The  object  of  the  book  is  to  develop 
sound  principles  for  a  technique  of  analysis 
and  interpretation  of  the  financial  statements 
of  business  enterprises,  and  the  application 
of  these  principles  is  illustrated  in  a  practical 
manner. 

Great  Britain,  Dept.  of  Scientific  and  In- 
dustrial Research,  Building  Research 
WARTIME  BUILDING  BULLETIN 
No.  17 

His  Majesty's  Stationery  Office,  London, 
1941-  9  pp.,  11  x  8Yi  in.,  paper,  {obtain- 
able from  Biitish  Library  of  Information, 
30  Rockefeller  Plaza,  New  York,  15c). 
This  pamphlet  is  based  upon  an  extensive 
survey  of  damaged  buildings,  research  data 
and  other  information.  Damages  from  explo- 
sions above  ground,  from  fire  and  from  ground 
shock  are  considered,  and  tentative  recom- 
mendations   for    precautions    in    design    are 
given. 

Great  Britain,  Dept.  of  Scientific  and 
Industrial  Research,  Road  Research 
Laboratory 

Wartime  Road  Note  No.  1,  RECOM- 
MENDATIONS FOR  TAR  CARPETS 
AND  SURFACE  DRESSINGS.  11  pp. 
Wartime  Road  Note  No.  2,  SOURCES 
OF  NATURALLY-COLOURED  CHIP- 
PINGS  IN  GREAT  BRITAIN.  13  pp. 
Wartime  Road  Note  No.  3,  RECOM- 
MENDATIONS FOR  OPEN  -  TEX- 
TURED ASPHALT  CARPETS,  8  pp. 
His  Majesty's  Stationery  Office,  London, 
1941  ■  Tables,  9Yi  x  6  in.,  paper,  6d.  each. 
{Obtainable  from  British  Library  of  Infor- 
mation, 30  Rockefeller  Plaza,  New  York, 
15c.  each.) 
These  three  pamphlets  are  intended  to  assist 

engineers  in  dealing  with  the  special  problems 

of  road  building  and  maintenance  that  arise 

in  wartime. 

Great  Britain,  Dept.  of  Scientific  and  In- 
dustrial Research,  Road  Research 
Laboratory.  Wartime  Road  Note 
No.  4,  SALT  TREATMENT  FOR  ICY 
ROADS 

His  Majesty's  Stationery  Office,  London, 
British  Library  of  Information,  30  Rocke- 
feller Plaza,  New  York,  1941-  6  pp.,  tables, 
9x/2  x  6  in.,  paper,  15c. 
Recommendations  for  the  treatment  of  icy 
roads  with  salt-sand  mixtures  under  varying 
conditions  are  presented.  The  purpose  of  this 
Road   Note  series  is  to  assist  engineers  in 
dealing  with  special  problems  under  wartime 
conditions. 


HANDBOOK  OF  CHEMISTRY  AND 
PHYSICS,  a  Ready-Reference  Book 
of  Chemical  and  Physical  Data. 
25th  ed. 

Edited  by  C.   D.   Hodgman  and  H.   N. 
Holmes.  Chemical  Rubber  Publishing  Co., 
Cleveland,  Ohio,  1941.  2,503  pp.,  diagrs., 
charts,  tables,  7%  x  5  in.,  fabrikoid,  $3.50. 
The  popularity  of  this  well-known  reference 
work  is  indicated  by  the  appearance  of  twenty- 
five  editions  in  twenty-eight  years.  The  pres- 
ent issue  retains  the  original  purpose,  to  pro- 
vide   accurate    data    constantly    wanted    by 
physicists  and  chemists  in  convenient  form 
for  quick  reference.  The  present  edition  has 
been    revised    throughout    and    new    matter 
added  where  called  for. 

(The)   HIGHWAY  SPIRAL 

By  G.  I.  Gibbs.  T.  D.  Toler,  Roanoke,  Va., 
1941-  229  pp.,  diagrs.,  charts,  tables,  8  x 
4Y2  in.,  cloth,  $2.50. 
The  object  of  this  book  is  to  explain  and 
enlarge  upon  various  formulas,  particularly 
with  regard  to  their  practical  application  to 
highway  alignment.  Each  of  thirteen  combina- 
tions of  tangents,  spirals  and  circular  curves 
is  presented  separately  in  chapter  form  with 
examples    applying    formulas    to    numerical 
problems.  A  large  section  of  useful  tables  is 
appended. 

HYDRAULICS 

By  H.  W.  King,  C.  0.  Wisler  and  J.  G. 
Woodburn.  4  ed.  John  Wiley  &  Sons,  New 
York;  Chapman  &  Hall,  London,  1941- 
303  pp.,  diagrs.,  charts,  tables,  9x6  in., 
cloth,  $2.75. 
The  fundamental  principles  of  hydraulics 
are  presented,  including  applications  in  engi- 
neering practice,  to  provide  a  text  for  begin- 
ning courses  and  also  to  serve  as  a  reference 
book.  The  material  has  been  revised  in  accord- 
ance with  recent  trends  of  research  and  prac- 
tise, expanded  treatment  being  given  to  the 
subjects  of  viscosity,  manometers,  the  energy 
theorem,  laminar  flow,  compound  pipes  and 
non-uniform  flow  in  open  channels. 

(The)  HYDRAULICS  OF  STEADY  FLOW 
IN  OPEN  CHANNELS 

By  S.  M.  Woodward  and  C.  J.  Posey.  John 

Wiley  &  Sons,  New  York;  Chapman  & 

Hall,    London,    1941-    151    pp.,    diagrs., 

charts,  tables,  9%  x  6  ins.,  cloth,  $2.75. 

The  theory  of  the  steady  flow  of  water  in 

open  channels  is  presented  in  concise  form, 

suitable  for  use  in  senior  and  graduate  courses 

and  for  home  study.  Backwater  curves  and 

flow-profile  analysis  under  varying  conditions 

receive  particular  treatment.  Certain  related 

topics,  such  as  the  moving  hydraulic  jump 

and  slowly  varied  flow,  are  also  considered. 

(The)  INDUSTRIAL  CHEMISTRY  OF 
THE  FATS  AND  WAXES. 

By  T.  P.  Hilditch.  2  ed.  rev.  and  enl., 

D.  Van  Nostrand  Co.,  New  York,  1941. 

532  pp.,  diagrs.,  tables,  9  x  5%  in.,  cloth, 

$7.50 
The  aim  of  this  excellent  treatise  is  to 
supply  a  concise,  connected,  logical  account 
of  the  industries  based  upon  natural  fats  and 
waxes.  The  chemical  nature  and  composition 
of  the  fats  are  considered  in  the  first  two  sec- 
tions followed  by  a  description  of  their  trans- 
formation for  industrial  use.  Succeeding  sec- 
tions are  devoted  to  edible  fats,  soap,  candles 
and  illuminants,  glycerine  production,  the  use 
of  fats  and  waxes  in  paints  and  varnishes,  the 
application  of  fats  to  fibers,  and  fatty  lubri- 
cants. Each  section  has  a  bibliography. 

INORGANIC  CHEMICAL  TECHNOLOGY 
(Chemical  Engineering  Series) 

By  W.  L.  Badger  and  E.  M.  Baker,  2  ed. 
McGraw-Hill  Book  Co.,  New  York,  1941. 
237  pp.,  Mus.,  diagrs.,  charts,  tables, 
9y2  x  6  in.,  cloth,  $2.50. 
This  textbook  is  intended  to  describe  cur- 
rent American  practise  in  the  heavy  chemical 


fHE  ENGINEERING  JOURNAL    March,  1942 


201 


industries  from  the  viewpoint  of  the  engineer. 
The  various  processes  are  presented  in  the 
light  of  present-day  understanding  of  unit 
operations.  Products  dealt  with  include  com- 
mon salt,  various  important  acids,  caustic 
soda,  chlorine,  sodium  carbonate  and  other 
miscellaneous  salts. 

IRON   HORSES,   American   Locomotives 
1829-1900 

By  E.  P.  Alexander.  W.  W.  Norton  &  Co., 
New  York,  1941.  239  pp.,  Mus.,  diagrs., 
woodcuts,  liy2x  8Y2  in.,  cloth,  $5.00. 
This  book  is  a  pictorial  story  of  the  develop- 
ment of  the  American   locomotive  from  the 
first  engine  to  run  on  rails,  in  1829,  down  to 
the  turn  of  the  century.  Following  a  brief 
historical  résumé  of  the  early  years  comes  a 
chronological  series  of  prints  and  lithographs, 
with  case  histories,  depicting  typical  locomo- 
tives of  the  years  covered  by  the  book.  An 
alphabetical  directory  of  locomotive  builders 
of  the  United  States,   past  and  present,   is 
appended. 

MANUAL  OF  ELEMENTARY  MACHINE 
SHOP  PRACTICE 

By  E.  C.  Phillips.  Burgess  Publishing  Co., 
426  South  Sixth  St.,  Minneapolis,  Minn., 
1941.  199  pp.,  Mus.,  diagrs.,  tables,  11  x 
8]/2   in.,   paper,    looseleaf  spiral   binder, 
$2.50. 
The  content  of  this  manual  has  been  written 
for  the  use  of  those  making  their  first  acquaint- 
ance with  the  machines,  tools  and  processes 
commonly  employed  in  machine-shop  wrork. 
The    material    consists    of   operation    sheets 
which  give  step-by-step  procedures  for  shop 
operations,    and    information    sheets    which 
simply  describe  tools  and  processes,  and  the 
necessary  computations. 

METAL— INSIDE  OUT 

By  A.    W.   Grosvenor,   F.   Seitz,    W.   J. 
Diedenchs,  L.  E.  Ekholm,  F.  B.  Foley  and 
A.  H .  Staud.  American  Society  for  Metals, 
7301  Euclid  Ave.,  Cleveland,  Ohio,  1941. 
115  pp.,  Mus.,  diagrs.,  charts,  tables,  9%  x 
6  in.,  cloth,  $2.00. 
This  collection  of  six  lectures  presents  a 
description  of  the  fundamentals  of  metallic 
structures.  The  lectures  discuss  respectively 
the  atom  and  pure  metal  structures,  substitu- 
tional and  interstitial  alloys  with  the  general 
rules  governing  alloying,  hardness,  microscopic 
appearance,    strength    and    impurities.    The 
dominant  idea  of  the  whole  is  the  development 
of  the  crystal  and  the  effect  of  various  influ- 
ences on  its  characteristics. 

MODERN  MARINE  ENCINEER'S 
MANUAL,  Vol.  1 

Edited  by  A .  Osbourne  and  others.  Cornell 
Maritime  Press,  350  West  23rd  St.,  New 
York,    1941.    1,696    pp.,    Mus.,    diagrs., 
charts,  tables,  7Y2  x  5  in.,  cloth,  $6.00. 
This  manual  has  been  written  to  provide  a 
comprehensive  American  textbook  that  will 
adequately  explain  the  design  and  operation 
of  all  the  general  types  of  marine  equipment. 
This  first  of  two  volumes  covers  such  funda- 
mentals as  mathematics,  engineering  mater- 
ials, thermodynamics  and  combustion,   and 
such  equipment  as  boilers,  reciprocating  en- 
gines and  steam  turbines,  together  with  cer- 
tain auxiliaries.  Each  chapter  is  the  product 
of  a  specialist,  and  simplicity  is  the  keynote. 

MODERN  GUN  PRODUCTION 

Compiled  by  and  reprinted  from  "Steel," 
Penton  Publishing  Co.,  Cleveland,  Ohio, 
1941-  51  pp.,  Mus.,  diagrs.,  IIY2  x  9  in., 
paper,  $1.00. 
This  pamphlet  brings  together  in  convenient 
form  a  number  of  articles  which  have  previ- 
ously appeared  in  Steel.     The  principles  of 
gun  construction  and  manufacturing  opera- 
tions as  carried  out  at  the  Watervliet  Arsenal 
and  by  the  Struthers-Wells-Titusville  Corpor- 
ation are  described.  There  are  also  articles  on 
the  design  and  production  of  gun  carriages, 
recoil    mechanism,    range    finders    and    fire- 
control  instruments. 


202 


MODERN  MARINE  PIPEFITTING 

By  E.  M.  Hansen.  Cornell  Maritime  Press, 
New  York,  1941.  434  PP-,  Mus.,  diagrs., 
charts,  tables,  7x/2  x  5  in.,  cloth,  $3.00. 
The  essentials  of  marine  pipefitting,   with 
particular  regard  for  special  conditions,  are 
presented  in  this  textbook  for  students  and 
apprentices.  Emphasis  has  been  laid  on  what 
the  pipefitter  will  have  to  know  in  each  phase 
of  his  work,  as  he  follows  a  job  from  blueprint 
to    completed    installation    on    board    ship. 
Glossaries    of    shipbuilding    and    pipefitting 
terms  are  included,  and  there  are  many  work- 
ing drawings  and  photographs. 

MODERN  SHELL  PRODUCTION 

Compiled  by  and  reprinted  from  "Steel", 
Penton  Publishing  Co.,  Cleveland,  Ohio, 
1941.  159  pp.,  Mus.,  diagrs.,  charts,  tables, 
llYi  x  9  in.,  paper,  $1.50. 
The  material   contained  in   the  first  and 
second   handbooks   on   ordnance   production 
prepared  by  Steel  appears  again  in  the  present 
publication,  together  with  new  material  on 
the  manufacture  of  cartridge  cases,  ammuni- 
tion for  small  arms,  and  bombs  and  fuses. 
Much    practical,    up-to-date    information    is 
presented,    with    excellent   illustrations    and 
drawings. 

(The)  NATURE  OF  THERMODYNAM- 
ICS 

By  P.  W.  Bridgman.  Harvard  University 
Press,  Cambridge,  Mass.;  Humphrey  Mil- 
ford,  London,  1941.  229  pp.,  diagrs.,  8^4 
x  5]/2  in.,  cloth,  $3.50. 
This  analysis  of  thermodynamics  is  "opera- 
tional", in  that  it  examines  what  physicists 
actually  do  when  they  apply  the  principles 
of  thermodynamics  to  concrete  situations.  It 
centers  about  a  discussion  of  the  two  laws  of 
thermodynamics  and  the  corresponding  funda- 
mental concepts.  Entirely  non-mathematical, 
the  book  demands  an  acquaintance  with  ther- 
modynamics comparable  to  that  of  a  college 
student  of  physics,  chemistry  or  engineering. 

NOTES  AND  PROBLEMS  IN  BLUE 
PRINT  READING  OF  MACHINE 
DRAWINGS 

By  D.  E.  Hobart.  Harper  &  Brothers,  New 
York  and  London,  1941.  105  pp.,  diagrs., 
11  x  8l/2  in.,  paper,  $1.00. 
The  material  presented  in  this  book  is  the 
outgrowth  of  the  author's  experience  in  teach- 
ing the  reading  of  machine  drawings  to  men 
taking  courses  in  machine-shop  practice.  The 
basic  principles  for  reading  both  detail  and 
assembly  drawings  are  explained,  and  a  large 
group  of  sample  problem  sheets  is  appended. 

OIL  WELL  DRAINAGE 

By  S.  C.  Herald.  Stanford  University  Press, 
Stanford  University,  California,  1941-  407 
pp.,  Mus.,  diagrs.,  charts,  maps,  tables, 
10y2  x  7  in.,  cloth,  $5.00. 
Events  and  conditions  within  a  producing 
reservoir  are  described,  and  the  influence  of 
well  performance  on  the  movement  of  the 
oil   and   gas   is   presented   in   simple   tenus. 
Analogies  between  artificial  and  natural  reser- 
voirs are  considered,  the  nature  of  reservoir 
energy  is  discussed,  and  the  function  of  gas 
in  the  production  of  oil  is  set  forth.  The  chap- 
ters are  divided  into  two  parts,  for  two  types 
of  wells  with  distinct  features  in  drainage. 
Many  citations  of  field  examples  are  included. 

PETROLEUM  REFINERY  ENGINEER- 
ING 

By   W.   L.   Nelson,   2  ed.   McGraw-Hill 

Book  Co.,  New  York  and  London,  1941. 

715  pp.,  Mus.,  diagrs.  charts,  tables,  9%  x 

6  in.,  cloth,  $6.00. 
The  fundamentals  of  engineering  design  and 
processing  in  the  field  of  refining  are  presented 
in  this  comprehensive  text.  The  composition 
and  properties  of  petroleum  oils,  the  principles 
which  govern  their  treatment  and  the  equip- 
ment used  for  the  various  processes  are  dealt 
with  at  length.  The  revised  edition  contains 
new   chapters   on    rebuilding    hydrocarbons, 


auxiliaries  to  processing,  and  solvent  treating 
or  extraction  processes.  New  references  have 
been  added  to  many  of  the  chapters. 

PLANT  PRODUCTION  CONTROL 

By  C.  A.  Koepke.  John  Wiley  &  Sons, 
New  York;  Chapman  &  Hall,  London, 
1941.  509  pp.,  Mus.,  diagrs.,  charts,  tables, 
9x6  in.,  cloth,  $4.00. 

The  maximum  production  of  goods  with 
minimum  confusion  and  expense  is  the  con- 
cept dealt  with  in  this  book.  To  this  end 
production  control  is  broken  down  into  its 
several  functions.  Each  function  is  treated 
separately,  yet  coordinated  with  the  others 
to  show  how  control  of  production  is  obtained 
for  various  situations.  Review  questions  and 
a  short  bibliography  accompany  each  chapter. 

POSSIBLE  FUTURE  OIL  PROVINCES 
OF  THE  UNITED  STATES  AND 
CANADA 

Edited  by  A.  I.  Levorsen.  American  Associ- 
ation of  Petroleum  Geologists,  Tulsa,  Okla., 
1941.  154  pp.,  diagrs.,  maps,  charts,  9Y2 
x  6  in.,  cloth,  $1.50  (to  members  $1.00). 

The  purpose  of  this  symposium  is  to  provide 
an  over-all  picture  of  the  undiscovered  oil  re- 
sources of  North  America,  north  of  the  Rio 
Grande.  The  separate  chapters,  prepared  by 
various  geological  organizations,  deal  only 
with  outlying  areas  in  which  as  yet  no  dis- 
coveries of  consequence  have  been  made.  A 
map  and  a  section  of  geology,  stratigraphy 
and  structure  illustrate  each  province  de- 
scription. 

(The)  PRACTICAL  APPLICATION  OF 
ALUMINIUM  BRONZE 

By  C.  H.  Meigh.  McGraw-Hill  Publishing 
Co.,  New  York  and  London,  1941.  112  pp., 
Mus.,  diagrs.,  charts,  tables,  10  x  7%  in-> 
cloth,  $4.00. 

The  object  of  this  book  is  to  make  available 
to  engineers  the  results  of  the  experience  of  a 
metallurgical  engineer  who  has  developed  a 
practical  technique  in  the  economic  produc- 
tion of  aluminium  bronzes.  Micro-structure, 
properties  and  uses  are  discussed;  foundry, 
hot-working  and  workshop  practices  are  de- 
scribed; and  various  faults  and  failures  are 
explained.  Much  useful  material  is  appended 
in  tabular  form. 

PRACTICAL  MARINE  DIESEL  ENGI- 
NEERING 

By  L.  R.  Ford,  3  ed.  Simmons-Boardman 
Publishing  Corporation,  New  York,  1941. 
590  pp.,  Mus.,  diagrs.,  charts,  tables,  9%  x 
6  in.,  cloth,  $5.00. 

Construction,  operation  and  maintenance 
of  marine  Diesel  engines  are  explained  from 
the  viewpoint  of  the  operating  engineer. 
Latest  developments  in  new  types  of  equip- 
ment associated  with  motorship  propulsion, 
such  as  couplings,  superchargers,  etc.,  are  dis- 
cussed, and  there  are  chapters  on  methods  and 
requirements  for  obtaining  a  motorship  license 
This  third  edition  is  limited  to  American 
engines. 

PRACTICAL  PRINCIPLES  OF  NAVAL 
ARCHITECTURE 

By  S.  S.  Rabl.  Cornell  Maritime  Press, 
350  West.  23rd  St.,  New  York,  1941.  181 
pp.,  diagrs.,  charts,  tables,  7y^  x  5  in., 
cloth,  $2.00. 

This  simple  introductory  volume  for  the 
student  and  practical  worker  explains  first  the 
essential  mathematics.  It  then  describes  the 
various  steps  leading  to  the  construction  of 
the  ship:  lines,  buoyancy,  displacement, 
stability  and  trim  calculations,  etc.  Launching 
is  discussed,  and  the  later  chapters  deal  with 
the  strength  of  materials  and  of  floating  struc- 
tures. Ease  of  comprehension  has  been  em- 
phasized. 


March,  1942    THE  ENGINEERING  JOURNAL 


The)  PRINCIPLES  OF  PHYSICAL 
METALLURGY 

By  G.  E.  Doan  and  E.  M.  Mahla.  2  ed. 

McGraw-Hill  Book  Co.,  New   York  and 

London,    1941.   888   pp.,   illus.,    diagrs., 

charts,  tables,  9%  x  6  in.,  cloth,  $3.50. 

This  textbook  aims  to  supply  a  unified 

iccount  of  present-day  knowledge  of  metals 

md  alloys,  with  special  reference  to  their  be- 

îavior  when  operated  upon  in  manufacturing. 

rhe  physics  of  metals,   metallography   and 

netal  technology  are  successively  discussed, 

Mention  being  focussed  upon  the  principles 

)f  the  behavior  of  metals  as  a  whole,  not  of 

n dividual  metals  or  alloys. 

ÎADIO  AMATEUR'S  HANDROOK,  19th 
éd.,  1942 

Published  by  the  American  Radio  Relay 
League,   West  Hartford,   Conn.  552  pp., 
illus.,  diagrs.,  charts,  tables,  9%  x  6]/2  in., 
paper,  $1.00  in  U.S.A.;  $1.50  in  foreign 
countries;  $2.50  bound. 
The  latest  revision  of  this  widely  used  hand- 
rook  has  incorporated  a  new  arrangement  of 
he  material.  The  first  section  has  become  a 
ion-mathematical  presentation  of  the  theory 
>f  radio,  in  which  the  principles  and  general 
natters  of  design  are  presented.  The  second 
ection  deals  with  the  practical  construction 
md  operation  of  receivers  and  transmitters. 
rhe  work  retains  the  high  standard  of  previous 
ssues. 

SUNNING  A  MILLING  MACHINE 

By  F.  H.  Colvin.  McGraw-Hill  Book  Co., 

New  York  and  London,   1941-   157  pp., 

illus.,  diagrs.,   charts,  tables,  8x5  in., 

cloth,  $1.50. 

This  simple,   well-illustrated  introductory 

>ook  gives  a  working  knowledge  of  milling 

nachines  and  shows  how  they  are  used.  It 

:overs  the  different  kinds  of  machines,  their 

rarts,  the  kind  of  work  each  does,  how  to 

>perate  each  kind,  proper  speeds  and  feeds, 

;tc,  Its  practical  value  is  increased  if  used  in 

:onnection  with  actual  shop  work. 

SURFACE  TREATMENT  OF  METALS 

Symposium  held  during  the  22nd  Annual 
Convention  of  the  American  Society  for 
Metals,  Cleveland,  Ohio,  October  21  to  25, 
1940.  American  Society  for  Metals,  7301 
Euclid  Ave.,  Cleveland,  Ohio,  1941.  4^ 
pp.,  illus.,  diagrs.,  charts,  tables,  9%  x  6 
in.,  cloth,  $5.00. 
Fifteen  papers  by  authorities  are  presented 
n  this  symposium  on  the  treatment  of  metal 
surfaces.  The  wide  range  is  indicated  by  the 
allowing  sample  topics:  anodic  treatment  of 
iluminum;  corrosion  resistance  of  tin  plate; 
diffusion  coatings  on  metals;  induction  heat- 
treating;  shot  blasting;  effect  of  surface  con- 
ditions on  fatigue  properties,  etc.  Discussion 
>f  the  papers  is  included. 

SURVEYING 

By  C.  B.  Breed.  John  Wiley  &  Sons,  New 

York;  Chapman   &  Hall,  London,  1942. 

495  pp.,  illus.,  diagrs.,  charts,  tables,  7Yï  x 

5  in.,  cloth,  $3.00. 
This  book  has  been  prepared  to  meet  the 
demand  for  short  texts,  owing  to  the  current 
tendency  to  abridge  college  courses  in  sur- 
veying. It  covers  the  usual  field  and  office 
practices  in  land  surveys,  leveling,  and  topo- 
graphic surveys,  discusses  aerial  surveying 
briefly,  and  gives  the  latest  practice  in  public 
lands  surveys.  Attention  is  also  paid  to  the 
surveying  problems  that  arise  in  engineering 
construction. 


TEXT-ROOK  OF  ADVANCED  MACHINE 
WORK 

By  R.  H.  Smith.  12th  ed.  rev.  and  enl. 

Industrial  Education  Book  Co.,    Boston, 

1940.   Page   in    sections,    diagrs.,   tables, 

8x5  in.,  cloth,  $3.25. 
A  companion  volume  to  the  author's 
"Principles  of  Machine  Work",  this  book 
Covers  a  wide  range  of  machine  shop  opera- 
tions. In  addition  to  full  descriptions  of  the 
tools  and  processes,  schedules  of  the  various 
operations  are  given,  which  provide  a  com- 
plete plan  in  tabular  form  of  many  typical 
problems  in  machine  construction.  These 
schedules,  together  with  the  large  number  of 
illustrations,  increase  the  practicality  of  the 
book  for  the  inexperienced  worker. 

TEXTROOK  OF  THE  MATERIALS  OF 
ENGINEERING 

By  H.  F.  Moore,  with  a  chapter  on  Con- 
crete by  H.  F.  Gonnerman  and  a  chapter 
on  The  Crystalline  Structure  of  Metals  by 
J.  O.  Draffin.  6  ed.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  454  PP< 
illus.,  diagrs.,  charts,  tables,  maps,  9x/i  x  6 
in.,  cloth,  $4.00. 
The   physical   properties   of   the   common 
materials  used  in  structures  and  machines, 
together  with  descriptions  of  their  manufac- 
ture and  fabrication,  are  presented  concisely 
in  suitable  form  for  use  as  a  college  textbook 
The  new  edition  has  an  added  chapter  on 
plastics,  and  extensive  changes  and  additions 
have  been  made  throughout  the  book. 

THEORETICAL  AND  PRACTICAL  ELEC- 
TRICAL ENGINEERING,  2  Vols. 

By  L.  D.  Bliss.  5th  ed.  Bliss  Electrical 
School,  Washington,  D.C.,  1941.   Vol.  I, 
631  pp.,  Vol.  2,  671  pp.,  illus.,  diagrs., 
charts,  tables,  9}/2  x  6  in.,  cloth,  $8.00  for 
both  Vols. 
These  two  volumes  contain  a  course  of  lec- 
tures given  at  The  Bliss  Electrical  School  upon 
the  principles  and  applications  of  both  direct 
and  alternating  current  apparatus.  The  early 
chapters      discuss      fundamental      electrical 
theories,  laws  and  types  of  instruments.  Gen- 
erators, motors  and  transformers  are  treated 
in  detail,  and  consideration  is  given  in  later 
chapters  to  telegraphy,  telephony,  electronic 
devices,   illumination,   electric   railways   and 
other  applications  of  electricity. 

THERMODYNAMICS 

By  J.  H.  Keenan.  John  Wiley  &  Sons, 
New  York,  1941-  499  pp.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $4-50. 
The  object  of  this  book  is  to  give  a  simple 
and  rigorous  exposition  of  the  first  and  second 
laws  of  thermodynamics.  Work,  temperature 
and  heat  are  explicitly  defined.  The  concept 
of    reversbility,    entropy,    the    avai  liability 
principle,    the    relations    between    pressure, 
volume  and  temperature,  and  states  of  equil- 
ibrium are  some  of  the  important  subjects 
discussed.  Consideration  is  also  given  to  en- 
gines,  cycles,   refrigeration,   air  conditioning 
and  other  thermodynamic  applications. 

TRAFFIC   ENGINEERING   HANDROOK 

Edited  by  H.   F.   Hammond  and  L.  J. 

Sorenson;  published  and  distributed  by  the 

Institute    of    Traffic    Engineers    and    the 

National  Conservation  Bureau,  60  John 

St.,    New    York,    1941.    296   pp.,    illus., 

diagrs.,  charts,  tables,  9x6 in.,  cloth,  $3.25. 

This  authoritative  guidebook  for  engineers 

engaged  in  the  field  of  street  and  highway 

traffic  is  the  product  of  fourteen  specialists  in 

various  phases  of  the  work.  Concerned  mainly 

with  fundamentals  and  those  portions  of  the 

field  in  which  well-accepted  principles  have 


been  established,  its  chief  purpose  is  to  serve 
as  a  day-to-day  reference  work  for  those  who 
deal  with  technical  problems  of  traffic  and 
transportation. 

WATER    PURIFICATION    FOR    PLANT 
OPERATORS 

By  G.   D.   Norcom  and  K.   W.   Brown.  ' 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1942.    180   pp.,   illus.,    diagrs., 
charts,  tables,  9x6  in.,  cloth,  $2.50. 
This  is  a  comprehensive  instruction  book 
for  filter-plant  operators,  in  which  theory  and 
practice  are  discussed  in  an  elementary  way 
for  those  without  technical  education.   The 
structures  and  equipment  used  in  water  puri- 
fication are  described,  and  operating  methods 
given  in  full. 

(The)  WELDING    ENCYCLOPEDIA   and 
the  Welding  Industry  Buyers'  Manual 

Compiled  and  edited  by  L.  B.  Mackenzie 
and  H.  S.  Card;  re-edited  by  S.  Plumley. 
10th  ed.  Welding  Engineer  Publishing  Co., 
Chicago,  III.  712  pp.,  illus.,  diagrs.,  charts, 
tables,  9x6  in.,  fabrikoid,  $5.00. 
The  subject  matter  of  this  comprehensive 
volume  is  arranged  alphabetically,  and  all  re- 
levant illustrations  and  technical  data  are  to  be 
found  directly  associated  with  the  definitions 
and  explanations.  Some  of  the  principal  topics 
covered  are  the  main  types  of  welding,  the 
most  important  fields  of  use,  metals  and  alloys, 
metal  spraying,  testing  methods  and  operator 
training.  Company  names  are  included  with 
a  listing  of  the  trade  names  of  their  products. 

WIRE  AND  WIRE  GAUGES  with  Special 
Section  on  Wire  Ropes 

By  F.  J.  Camm.  Chemical  Publishing  Co., 

Brooklyn,  N.Y.,   1941.   138  pp.,  diagrs., 

tables,  7x4  in-,  cloth,  $2.50. 

Each    of   the   standard    wire   systems    of 

Europe  and  America  is  set  forth  separately  in 

this   manual   for   greater   ease  in    reference. 

There  is  also  information  on  wire  drawing 

and  on  the  construction,  use  and  maintenance 

of  wire  rope. 

WOOD     TECHNOLOGY,     Constitution, 
Properties  and  Uses 
By  H.  D.  Tiemann.  Pitman  Publishing 
Corp.,  New  York  and  Chicago,  1942.  316 
pp.,  illus.,  diagrs.,  charts,  tables,  9}4  x  6 
in.,  cloth,  $3.50. 
According  to  the  author,  this  is  the  first 
book   in    English   to   give   a   comprehensive 
account  of  our  knowledge  of  wood,  its  proper- 
ties and  uses.  Written  by  an  authority,  in  a 
simple  and  readable  style,  the  book  discusses 
briefly  all  phases   of  wood  technology   and 
provides  references  to  more  detailed  discus- 
sions of  specific  subjects.  A  large  number  of 
photographs   and   microphotographs   are  in- 
cluded. The  book  will  be  of  great  value  to 
all  users  of  wood. 

GEOLOGY  OF  THE  WESTERN  SIERRA 
NEVADA    BETWEEN    THE    KINGS 
AND  SAN  JOAQUIN  RIVERS,  CALI- 
FORNIA.   University    of    California, 
Dept.  of  Geological  Sciences,  Vol.  26, 
No.  2,  pp.  215-286,  plates  42-46. 
By  G.  A.  Macdonald.  University  of  Cali- 
fornia Press,  Berkeley  and  Los  Angeles, 
1941.  Illus.,  maps,  charts,  tables,  10%  x  7 
in.,  paper,  $1.00. 
The  results  of  an  extensive  geological  survey 
of  the  territory  outlined  are  presented  in  this 
publication.  Following  a  detailed  description 
of  the  characteristic  rocks  and  their  distribu- 
tion, come  brief  treatments  of  the  economic 
geology,  geologic  structure  and  geologic  his- 
tory of  the  region. 


THE  ENGINEERING  JOURNAL     March,  1942 


203 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


February  27th,  1942. 

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  strictlv  confidential. 


The   Council   will   consider  the   applications   herein   described   at 
the  April  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 

BOURGEOIS— JOSEPH  ALFRED  ANDRE,  of  Montreal,  Que.  Born  at  Joliette, 
Que.,  June  19th,  1911;  Educ:  B.A.Sc.,  CE.,  Ecole  Polytechnique,  Montreal,  1938; 
R.P.E.  of  Que.;  Summer  work — 1935,  asst.  dftsman.,  assayer,  geologist,  Sullivan 
Gold  Mines,  1937,  asst.  gold  ores  assayer,  Beaucourt  Gold  Mines,  1938,  plant 
inspector,  and  1939,  refinery  inspector,  Quebec  Dept.  of  Roads;  Feb.  1940  to  date, 
asst.  hydrometric  engr.,  field  and  office  work,  Dominion  Water  &  Power  Bureau, 
Montreal. 

References;  O.  O.  Lefebvre,  T.  J.  Lafreniere,  A.  Duperron,  J.  A.  Lalonde,  A.  Frigon. 

DYER— WILLIAM  ELMER  SEIBERT,  of  Abington,  Penna.  Born  at  Phila- 
delphia, Dec.  5th,  1880;  Educ:  Private  tuition — research  in  America  and  Europe; 
Member,  A.S.M.E.;  1908  to  date,  private  practice  as  consltg.  engr.  and  architect- 
design,  constrn.,  installn.,  power  plants,  factories,  equipments,  etc.;  designed  and 
supervised  constrn.  of  many  plants  for  various  lines  of  mfr.  for  clients  in  U.S.,  Canada 
and  Europe;  at  present,  consltg.  engr.  to  the  Algoma  Steel  Corporation,  Sault  Ste. 
Marie,  Ont. 

References:  L.  R.  Brown,  C.  Stenbol,  J.  L.  Lang,  W.  D.  Adams,  A.  E.  Pickering. 

GOLDENSTEIN— ABRAHAM,  of  5380  Park  Ave.,  Montreal,  Que.  Born  at 
Montreal,  March  14th,  1915;  Educ:  1930-33,  Montreal  Technical  School  (day 
classes);  1936-39,  foreman  i/c  machine  repairs,  rebldg.,  and  dftsman.,  Ma-Jam  Ma- 
chine Co.,  Montreal;  1939-41,  gen.  bench  and  tool  work,  Fairchild  Aircraft,  Longueuil; 
at  present,  dftsman.,  Defence  Industries  Limited,  Verdun,  Que.  (Applying  for  ad- 
mission as  affiliate.) 

References:  H.  A.  Goldman,  A.  C.  Rayment,  F.  H.  Barnes,  H.  B.  Hanna,  H.  C. 

Karn. 

HUNT— EDWIN  HAROLD,  of  3415-6th  St.  W.,  Calgary,  Alta.  Born  at  Fredonia, 
Kansas,  April  9th,  1897;  1917,  Nebraska  Univ.;  1920,  special  student  in  geology, 
Kansas  Univ.;  R.P.E.  of  Alberta;  1915-25,  asst.  geologist  and  plane  table  operator 
with  various  companies;  1926-27,  petroleum  geologist,  California  Petroleum  Cor- 
poration, Los  Angeles  (this  company  absorbed  in  1928  by  the  Texas  Company); 
1928-35,  district  petroleum  geologist,  with  The  Texas  Company,  Denver,  Colo.,  and 
The  Texas  Company  of  Canada  Limited,  Calgary,  Alta.;  1936-39,  division  geologist, 
The  Texas  Company,  Denver,  Colo.,  Rocky  Mountain  Divn.;  1939  to  date,  loaned 
by  The  Texas  Company  to  McColl  Frontenac  Oil  Co.  Ltd.,  Calgary,  as  chief  geologist 
in  charge  of  exploration  dept. 

References:  C.  P.  Tomlinson,  S.  G.  Coultis,  F.  K.  Beach,  W.  C.  Howells,  F.  M. 
Steel. 

MILES— CHARLES  WILLIAM  EDMUND,  of  4  Armview  Apts.,  Halifax,  N.S. 
Born  at  Calgary,  Alta.,  Feb.  10th,  1911;  Educ:  Grad.,  R.M.C.,  1933;  1927-28-29-32 
(summers),  rodman,  etc.,  on  road  constrn.;  1933  (4  mos.),  and  1937  (6  mos.),  cost- 
keeper,  Standard  Paving  Maritimes  Ltd.;  1933-34,  dftsman.  and  costkeeper,  Imperial 
Oil  Limited;  1930-31  (summers)  and  1934-37,  trained  and  served  on  General  List  of 
R.C.A.F.;  1937-39,  field  constrn.,  mtce.  engr..  Imperial  Oil  Limited;  at  present, 
Squadron-Leader,  R.C.A.F.,  Asst.  to  Chief  Works  Officer,  Eastern  Air  Command, 
Halifax,  N.S. 

References:  R.  L.  Dunsmore,  C.  Scrymgeour,  E.  L.  Miles,  H.  W.  L.  Doane,  C. 
L.  Ingles. 

McDIARMID,  FREDERICK  JOHN,  of  162  Upton  Road,  Sault  Ste.  Marie, 
Ont  Born  at  Carleton  Place,  Ont.,  May  19th,  1909;  Educ:  B.Sc,  Queen's  Univ., 
1933;  1931-33  and  part  1934,  T.  C.  Gorman  Constrn.  Co.,  Montreal;  1933-34,  Dept. 
National  Defence,  M.D.  No.  3;  1935-37,  Ford  Motor  Co.  of  Canada,  Toronto  and 
Windsor,  Ont.,  plant  engrg.;  1937-40,  asst.  chief  engr.,  and  manager,  H.  E.  McKeen 
&  Co.,  Montreal;  1940-41,  sales  and  plant  engrg.,  Algoma  Steel  Corpn.,  Montreal 
and  Sault  Ste.  Marie;  at  present,  field  engr.,  and  asst.  to  W.  E.  S.  Dyer,  consltg. 
engr.,  Sault  Ste.  Marie,  on  design  and  constrn.  for  Algoma  Steel  Corprn. 

References:  W.  D.  Adams,  L.  R.  Brown,  J.  I..  Lang,  C.  Stenbol,  A.  H.  Russell. 

McINTYRE— VERNARD  HOWARD,  of  4  St.  Thomas  Street,  Toronto,  Ont. 
Born  at  Toronto,  Jan.  21st,  1900;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1923;  R.P.E. 
of  Ont.;  1921  (4  mos.),  field  surveying,  Dept.  of  National  Development;  summer 
vacations  in  various  depts.,  McGregor  Mclntyre  Ltd.,  incl.  dfting.,  estimating, 
design,  shop  and  erection  depts.,  1923-28,  engrg.  dept.  of  same  company;  1928 
(6  mos),  struct!,  design  section,  HE. PC.  of  Ontario;  1928-32,  i/o  sales  and  design, 
London  Structural  Steel  Co.  Ltd.,  London,  Ont.;  1932  to  date,  President,  V.  H. 
Mclntyre  Limited,  (mfres.  and  distributes  Teco  Timber  Connectors,  designs,  fabri- 
riitrs  and  erects  timber  structures). 

References;  C.  R.  Young,  C.  F.  Morrison,  E.  P.  Muntz,  H.  E.  Wingfield,  H.  A. 
McKay,  K.  R.  Rybka,  A.  R.  Robertson. 

McLELLAN— JOHN,  of  173  St.  Germain  Ave.,  Toronto,  Ont.  Born  at  Glasgow, 
May  30th,  L895;  Educ:  Montreal  Technical  School.  Corres.  Course,  struct'l.  engrg.; 
1921-22,  Canadian  Northwest  Steel  Co.  Ltd.,  Vancouver,  B.C.;  1932-33,  plant  layout 
dftsman.,  Shell  Oil  Co.  of  Canada,  Montreal  East;  1936-39,  detailer,  checker,  esti- 
mator and  designer,  London  Structural  Steel  Co.  Ltd.,  London,  Ont.;  1940  (on  loan), 
struct'l.  design,  Kerr-Addison  Gold  Mines  Ltd.,  Larder  Lake,  Ont.;  with  the  Dom- 
minion  Bridge  Co.  Ltd.,  as  follows— 1914-15  and  1919-21,  struct'l.  detailer,  1922-24 
struct'l.  detailer  and  checker,  Lachine;  1924-25,  i/c  drawing  office,  Ottawa;  1925-29, 
struct'l.  checker,  1929-32,  estimator  and  designer,  1936,  struct'l.  detailer,  Lachine; 
1939  to  date,  struct'l.  checker,  Toronto. 

References:  D.  C.  Tennant,  G.  P.  Wilbur,  D.  E.  Perriton,  F.  J.  McHugh,  A. 
Peden,  H.  A.  McKay,  D.  S.  Scrymgeour. 

ROBERTS— JOHN  DAVID,  of  817  Desmarchais  Blvd.,  Verdun,  Que.  Born  at 
Montreal,  May  22nd,  1896;  Educ:  Montreal  Commercial  and  Technical  Schools 
(evenings).  I.C.S.;  1919-23,  template  shop,  and  1923-24,  drawing  office,  Phoenix 
Bridge  &  Iron  Works,  Montreal;  1924-33,  dftsman.,  shop  inspr.,  checker,  estimating 
and  design  in  sales  office,  Canadian  Vickers  Ltd.;  1934-41,  engrg.  dept.,  and  at 
present,  sales  engr.,  Farand  &  Delorme  Ltd.  Divn.,  United  Steel  Corporation,  Ltd., 
Montreal,  Que.  (Applying  for  admission  as  Affiliate). 

References:  G.  V.  Roney,  M.  S.  Nelson,  D.  F.  Grahame,  F.  A.  Combe,  E.  V.  Gage. 

TAYLOR— GEORGE  LEOPOLD,  of  5311  Park  Ave.,  Montreal,  Que.  Born  at 
Parry  Sound,  Ont.,  June  4th,  1910;  1928  (3  mos.),  Geol.  Surveys  of  Canada;  1929- 
34,  topog'l. — township  sub-divisions,  city  engrg.,  chainman,  instrument  and  dfting.; 
J.  T.  Coitham,  O.L.S.,  Parry  Sound,  Ont.;  1934-39,  res.  engr.,  highway  location  and 
constrn.,  Dept.  of  Highways  of  Ontario,  Parry  Sound  Divn.;  1939-41,  res.  engr.  i  c 
of  airport  constrn.,  Dept.  of  Transport. 

References:  F.  C.  Jewett,  W.  J.  Bishop,  F.  J.  Leduc,  J.  V.  Ludgate,  T.  F.  Francis. 

TUBBY— ALLAN,  of  921  Bronson  Ave.,  Ottawa,  Ont.  Born  at  Saskatoon,  Sask., 
March  27th,  1910;  Educ:  B.Eng.  (Civil),  Univ.  of  Sask.,  1932;  R.P.E.  of  Ont.; 
1926-34  (summers),  with  H.  J.  Tubby,  gen.  contractors,  Sask.;  1935,  chief  of  party, 
water  resources  survey,  Sask.;  1936-38,  sales  engr.,  Toronto  office,  and  June  1938 
to  date,  manager,  Ottawa  branch  and  plant,  Currie  Products  Limited. 

References:  W.  L.  Saunders,  E.  K.  Phillips,  C.  F.  Morrison,  R.  A.  Spencer,  R. 
Boismenu. 

WHITE— GERALD  LANGDALE,  of  Toronto,  Ont.  Born  at  Heathcote,  Ont., 
Feb.  8th,  1911;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1933;  R.P.E.  of  Ont.;  since  1933, 
editor,  and  at  present,  editor  and  asst.  business  manager,  Westman  Publications 
Limited,  Toronto,  Ont. 

References:  L.  E.  Westman,  O.  W.  Ellis,  C.  R.  Whittemore,  J.  J.  Spence,  \\  3. 
Wilson. 

(Continued  on  page  205) 


204 


March,  1942    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. 

MECHANICAL  GRADUATE  ENGINEER  with 
machine  shop  experience  required  for  work  in 
Mackenzie,  British  Guiana,  on  essential  war  work. 
Apply  to  Box  No.  244 1-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. 

ELECTRICAL  ENGINEER,  young  French  Canadian 
graduate  engineer  to  be  trained  on  work  involving 
hydro-electric  plant  operation,  transmission  lines  and 
construction,  meter  testing  and  inspection.  Good 
opportunity  to  acquire  first-hand  electrical  power 
experience.  Apply  to  Box  No.  2487-V. 

GRADUATE  DRAUGHTSMAN,  for  industrial  plant 
design  and  detailing.  Apply  to  Box  2497-V. 

MECHANICAL  DRAUGHTSMAN,  for  piping  and 
general  equipment  layout  work.  Apply  to  Box 
2498-V. 

MECHANICAL  ENGINEER,  for  general  mainten- 
ance work  at  Arvida,  Que.  Apply  to  Box  2500-V. 

CHEMICALCONSULTINGENGINEERexperienced 
in    manufacturing   methods   to   advise   on    efficient 


SALES  ENGINEERING 
WORK  IN  INDUSTRIAL 
&  ELECTRICAL  PLANTS 

WANTED 

Man  for  Sales  Engineering  work  in 
Industrial  and  Electrical  plants.  Engi- 
neering and  University  Training  desir- 
able but  not  essential.  Man  not  subject 
to  Military  Service  preferred.  State  ex- 
perience, training,  salary  expected,  etc., 
in  application. 

Apply  Box  No.  2521-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. 


management  of  small  plant  near  Montreal,  manu- 
facturing synthetic  iron  oxide  for  production  of 
colours.  Apply  to  Box  2503-V. 

MECHANICAL  ENGINEER  with  experienceinpulp 
and  paper  industry  for  supervision  and  maintenance 
work  in  large  paper  mill.  Must  be  experienced  in 
machine  Bhop  work  and  the  handling  of  men.  Apply 
Box  No.  2522-V. 


ENGINEER  OFFICERS  WANTED 

Applications  are  invited  for  Commissions  in  the  Royal 
Canadian  Ordnance  Corps  for  service  both  overseas 
and  in  Canada  as  Ordnance  Mechanical  Engineers. 
Since  it  is  probable  that  several  new  units  will  be 
organized  in  the  near  future,  a  number  of  senior 
appointments  may  be  open,  and  applications  from 
engineers  with  a  good  background  of  military  ex- 
perience would  be  welcomed  in  this  connection. 
Applications  should  be  submitted  on  the  regular 
Royal  Canadian  Ordnance  Corps  application  forms, 
which  can  be  obtained  from  the  District  Ordnance 
Officers  of  the  respective  Military  Districts. 

SITUATIONS  WANTED 

CIVIL  AND  STRUCTURAL  ENGINEER,  m.e.i.c, 
R.P.E.  (Ont.),  Age  49.  Married.  Home  in  To- 
ronto. 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)  o.i.  Mech.E.,  m.e.i.c,  Assoc. 
Am.I.E.E  Married.  Available  after  December  22nd. 
Seventeen  years  experience  covering  machine  shop 
apprenticeship,  A.C.  and  D.C.  motors,  transformers, 
steel  and  glass  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. 


ELECTRICAL  ENGINEERING  student  in  third 
year,  age  27,  desires  Bummer  position  starting  in 
April,  with  view  to  permanency  on  graduation.  Two 
summers  on  design  of  shop  equipment  and  electrical 
apparatus.  Three  years  experience  on  test  and  ex- 
perimental work  for  relays  and  control  equipment. 
Student  E.I.C.,  and  Associate  member  American 
Institute  of  Electrical  Engineers.  Location  imma- 
terial. Apply  to  Box  No.  2428-W. 

ENGINEER  ADMINISTRATOR,  experienced  in 
public  utilities,  shipyard  construction,  airplane  con- 
struction, crane  construction,  general  mechanical 
engineering  and  inspection  work,  alBO  sales  promotion . 
Open  for  appointment.  Apply  to  Box  2429-W. 

GRADUATE  ENGINEER  in  Electrical  and  Mechani- 
cal Engineering,  m.e.i.c,  and  r.p.e.,  electric  utility 
experience.  Age  30.  Married.  Transmission  line,  and 
distribution,  estimating,  design,  survey  and  con- 
struction three  years,  (oneyearactingsuperintendent), 
interior  light  and  power  wiring  design,  estimating 
and  supervision  one  year.  Electric  meters  (AC)  six 
months,  electric  utility  drafting  six  months,  founda- 
tion layouts  and  concrete  inspection  six  months. 
Steam  power  plant  operation  two  years.  Presently 
employed  but  desire  advancement.  Apply  to  Box 
No.  2430-W. 


ELECTRICAL 
DRAFTSMAN 

Electrical  draftsman  or  engineer, prefer- 
ably with  knowledge  of  marine  practice, 
required  for  shipbuilding  work,  with 
sufficient  experience  to  requisition 
material  from  plans  and  specifications 
and  generally  to  act  as  liaison  between 
drawing  office,  electrical  foreman  and 
purchasing  department. 

Apply  to  Box  2523- V 


PRELIMINARY  NOTICE 

(  Continued) 

FOR  TRANSFER  FROM  JUNIOR 

FULLER— HAROLD  ALEXANDER,  of  Barranca  Bermeja,  Colombia,  S.A. 
Born  at  Carievale,  Sask.,  Jan.  28th,  1915;  Educ:  B.Sc.  (Civil),  Univ.  of  Man., 
1938;  1938  (May-Aug.),  driller,  International  Nickel  Co.;  1939  (Jan. -Apr.),  asst.  to 
lurveyor,  Land  Surveys  Br.,  Prov.  of  Man.;  1938  (Aug.-Dec),  and  1939  (May- 
Nov.),  highway  constrn.  engr.,  Dufferin  Paving  and  Crushed  Stone,  Toronto,  Ont.; 
Feb.  1940  to  date,  with  the  Tropical  Oil  Company,  1J4  years,  surveyor,  geol.  dept., 
»nd  at  present,  utility  engr.,  gas  plant  dept.  (Jr.  1939). 

References:  G.  H.  Herriot,  A.  E.  Macdonald,  N.  M.  Hall,  E.  Gauer,  E.  P.  Fether- 
itonhaugh,  J.  H.  Addison,  W.  H.  Paterson. 

LEROUX— JACQUES,  of  3686  St.  Hubert  St.,  Montreal,  Que.  Born  at  Montreal, 
July  2nd,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1939;  R.P.E. 
2ue.;  1931-38  (summers),  surveys,  Quebec  Streams  Commn.,  dftsman.,  junior  engr., 
Public  Works  of  Canada,  asst.  to  city  engr.,  Shawinigan  Falls;  1939-30,  asst.  engr., 
Dept.  of  Public  Works  of  Canada,  Montreal;  1940,  Beauharnois  Power  Corporation, 
jrelim.  work,  Cedar  Rapids  project;  1940  to  date,  res.  engr.,  air  service  branch, 
Dept.  of  Transport,  Mont  Joli,  Que.  (St.  1937,  Jr.  1941). 

References:  A.  Circe,  J.  A.  Lalonde,  R.  Boucher,  P.  P.  Lecointe,  F.  J.  Leduc. 

RYDER— FREDERICK  JAMES,  of  Toronto,  Ont.  Born  at  Holyoke,  Mass., 
June  28th,  1907;  Educ:  B.Sc.  (Civil),  McGill  Univ.,  1929;  1926-27  (summers), 
odman,  C.N.R.;  1928,  instr'man.  for  stadia  control;  1929-32,  struct'l  dftsman., 
1936-38,  misc.  iron  dftsman.,  and  1938  to  date,  sales  engr.  i/c  Toronto  office,  Cana- 
dian Bridge  Co.  Ltd.,  Toronto,  Ont.  (St.  1928,  Jr.  1935). 

References:  P.  E.  Adams,  G.  G.  Henderson,  A.  H.  MacQuarrie,  R.  C.  Leslie, 
2.  M.  Goodrich,  E.  V.  Moore,  C.  Gerow. 

FOR  TRANSFER  FROM  STUDENT 

CUTHBERTSON— WELLINGTON  B.,  of  East  Saint  John,  N.B.  Born  at  Saint 
[ohn,  Oct.  22nd,  1913;  Educ:  B.Sc.  (Elec),  Univ.  of  N.B.,  1935;  1936,  dock  recon- 
itrn..  Saint  John;  1937-40,  highway  constrn.,  Prov.  of  N.B.;  1940  to  date,  instr'man., 
Dept.  of  Transport,  Moncton,  N.B.  (St.  1936). 

References:  F.  A.  Patriquen,  W.  C.  MacDonald,  J.  T.  Turnbull,  A.  F.  Baird, 
0.  R.  Webb,  R.  J.  Griesbach. 


FRASER— FREDERICK  WALTER,  of  36  Herrick  Street,  Sault  Ste.  Marie, 
Ont.  Born  at  Calgary,  Alta.,  Aug.  27th,  1915;  Educ:  B.Sc  (CE.),  Univ.  of  Sask., 
1941;  1936-39  (summers),  rodman,  C.P.R.,  and  instr'man.,  Topographical  Surveys 
of  Canada;  1940  (summer),  instr'man,  McColl  Frontenac  Oil  Co.  Ltd.;  1940-41, 
instructor,  summer  survey  camp,  Univ.  of  Sask.;  at  present,  engr.,  Sault  Structural 
Steel  Co.  Ltd.,  Sault  Ste.  Marie,  Ont.  (St.  1941). 

References:  R.  A.  Spencer,  I.  M.  Fraser,  N.  B.  Hutcheson,  L.  R.  Brown,  C. 
Neuf  eld. 

HOBBS— GEORGE  PUGH,  of  Nobel,  Ont.  Born  at  Heart's  Content,  Nfld.,  June 
22nd,  1917;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1940;  1937-38-39  (summers), 
submarine  cable  testing,  instr'man.,  Nfld.  Govt.  Geol.  Surveys;  1940  (June-Oct.), 
engr.,  Fraser  Brace  Engrg.  Co.;  Oct.  1940  to  date,  elec.  engr.,  Defence  Industries 
Limited,  Nobel,  Ont.  (St.  1940). 

References:  C.  H.  S.  Venart,  W.  Shuttleworth,  C  V.  Christie,  J.  B.  Challies. 

SICOTTE— JEAN,  of  1906  Van  Home  Ave.,  Montreal,  Que.  Born  at  Montreal, 
Nov.  28th,  1913;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1940;  1934- 
40  (summers),  road  constrn.,  bridge  works,  airport  constrn.,  and  at  present,  asst. 
mgr.,  Armand  Sicotte  &  Sons,  constructing  engrs.,  Montreal.  (St.  1939). 

References:  J.  A.  Lalonde,  L.  A.  Duchastel,  L.  Trudel,  E.  Gohier,  R.  Boucher. 

WALLMAN— CLIFFORD  GEORGE,  of  Cardinal,  Ont.  Born  at  Winnipeg, 
Man.,  Oct.  7th,  1913;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1934.  B.Eng.  (M.E.), 
McGill  Univ.,  1938;  1934-37,  Prairie  Cities  Oil  Co.,  Winnipeg,  Man.;  1938-41, 
student  training  in  mech.  depts.,  Corn  Products  Refining  Co.,  Argo,  Illinois;  at 
present,  mech.  engr.,  Canada  Starch  Co.  Ltd.,  Cardinal,  Ont.  (St.  1934). 

References:  E.  D.  Mcintosh,  J.  H.  Hunter,  N.  M.  Hall,  E.  P.  Fetherstonhaugh, 
C.  M.  McKergow. 

WEBER— PETER  ALBERT,  of  226  Westmoreland  Ave.,  Toronto,  Ont.  Born 
at  Muenster,  Sask.,  Jan.  28th,  1918;  Educ:  B.Sc.  (Civil),  Univ.  of  Sask.,  1940; 
1940,  rodman  on  airport  constrn.,  Dept.  of  Transport,  Swift  Current,  Sask.;  Jan. 
1941  to  date,  instr'man.,  land  surveys  dept.,  C.N.R.,  Toronto,  Ont.  (St.  1940). 

References:  N.  E.  Willett,  C.  J.  Mackenzie,  R.  A.  Spencer,  E.  K.  Phillips,  I.  M. 
Fraser. 

MILLER— DUDLEY  CHIPMAN  RAPHAEL,  of  34  Wychwood  Park,  Toronto, 
Ont.  Born  at  London,  England,  July  30th,  1913;  Educ:  B.A.Sc,  Univ.  of  Toronto, 
1935;  1935-36,  asst.  engr.,  Duplate  Safety  Glass  Co.,  Oshawa,  Ont.;  1936-38,  plant 
engr.,  Duplate  (Windsor)  Ltd.,  Windsor,  Ont.;  1939-41,  chief  engr.,  Fiberglass 
Canada  Ltd.,  Oshawa,  Ont.;  1941  to  date,  Bupt.  of  optical  shops,  Research  Enter- 
prises, Ltd.,  Toronto,  Ont.  (St.  1932). 

References:  E.  A.  Allcut, 


rHE  ENGINEERING  JOURNAL    March,  1942 


205 


Industrial  News 


LECTURES  AVAILABLE  FOR 
PRESENTATION 

A  series  of  six  lectures  has  been  made 
available  by  the  Canadian  General  Electric 
Co.  Ltd.,  for  presentation  before  engineering 
societies,  service  clubs  and  similar  groups. 
These  lectures  are  as  follows:  Lecture  No.  1, 
"Magic  of  the  Spectrum"  by  J.  W.  Bateman; 
Lecture  No.  2,  "Electricity  in  Modern  War- 
fare" by  G.  E.  Bourne;  and  Lecture  No.  3, 
"Plastics"  by  A.  E.  Byrne.  Requests  for  fur- 
ther information  may  be  addressed  to  the 
closest  C-G-E  office  or  to  Mr.  V.  R.  Young, 
Lecture  Bureau,  Canadian  General  Electric 
Co.  Ltd.,  212  King  St.  West,  Toronto,  Ont. 

CLAY  PRODUCTS 

National  Sewer  Pipe  Co.  Ltd.,  Toronto, 
Ont.,  have  issued  a  catalogue  which  covers 
the  company's  many  lines  of  clay  products. 
Copies  of  this  catalogue  are  being  mailed  to 
all  engineers,  architects,  contractors,  building 
supply  dealers  and  municipal  offices. 

HIGH-PRESSURE  CONDENSATE 
RETURN  SYSTEM 

Cochrane  Corporation,  Philadelphia,  Pa., 
announce  the  publication  of  Bulletin  No.  3025, 
four  pages,  which  covers  the  new  Cochrane- 
Becker  high-pressure  condensate  return  sys- 
tem. A  typical  installation  is  described  in 
detail  with  a  four-colour  illustration  showing 
steam,  condensate  and  makeup  lines.  A  simi- 
lar drawing  illustrates  the  operation  of  the 
jet-loop  principle  on  which  the  system 
operates. 

MEEHANITE  HANDBOOK 

A  complete  handbook  on  "Meehanite"  cast- 
ings, describing  their  manufacture,  metal- 
lurgy, and  engineering  properties  which  has 
just  been  published  by  Meehanite  Research 
Institute  of  America,  Inc.,  311  Ross  St.,  Pitts- 
burgh, Pa.,  contains  47  pages  of  facts  im- 
portant to  engineers,  designers,  machinery 
manufacturers,  and  every  user  of  castings. 
Although  a  nominal  price  of  $1.00  has  been 
established  for  the  "Meehanite  Handbook," 
copies  will  be  sent  free  to  men  of  industry 
who  can  use  the  data  it  contains.  In  requesting 
a  copy  please  give  your  title  and  write  on 
your  business  letterhead. 

MOTORS 

A  34-page  bulletin,  MU-183,  issued  by 
Wagner  Electric  Corp.,  St.  Louis,  Mo.,  deals 
with  the  company's  single-phase,  direct- 
current  and  small  polyphase  motors.  Contains 
detailed  descriptions  of  the  construction  of 
repulsion-start-induction  motors,  repulsion- 
induction  motors,  capacitor-start  motors, 
split-phase  motors,  direct-current  motors, 
polyphase  motors,  fan  motors,  and  explosion- 
proof  motors. 

MULTI-STAGE  STEAM  TURBINES 

The  Moore  multi-stage  steam  turbines 
type  "S"  are  described  in  bulletin  1955  issued 
by  Moore  Steam  Turbine  Div.  of  Worthington 
Pump  &  Machinery  Corp.,  Harrison,  N.J.  A 
drawing  showing  the  longitudinal  section  of  a 
seven-stage  turbine  is  accompanied  by  a  cut- 
away drawing  and  illustrations  of  all  import- 
and  parts.  Dimensional  drawings  are  included 
for  non-condensing  and  condensing  turbines. 

NEW  MOTOR  FOR  TUBE  CLEANERS 

Elliott  Company,  Tube  Cleaner  Dept., 
Springfield,  Ohio,  have  recently  issued  bul- 
letin No.  Y-9.  Under  the  title  "Full-Floating 
Anti-Friction  Power  for  Refinery  Table  Clean- 
ing with  Elliott  (Lagonda  Type)  Double  Ball- 
Thrust  Tube  Cleaner  Motors  (1100  Series)" 
this  bulletin  describes  the  newly  announced 
series  1100,  double  ball-thrust  tube  cleaner 
motors,  with  which  any  type  of  Elliott- 
Lagonda  cutter  heads  can  be  used.  Several 
heads  are  illustrated  and  a  graph  shows  the 
increased  effective  power  of  the  new  motor. 


Industrial     development  —  new    products  —  changes 
in     personnel    —   special     events   —   trade    literature 


GORDON  JANES 

President  and  General  Manager 

Canadian  SKF  Company  Limited 

THE  25TH  ANNIVERSARY  OF  THE 
CANADIAN  SKF  COMPANY 

President  Gordon  Janes  receives 
Congratulations 

On  the  occasion  of  this  25th  anniversary  of 
the  Canadian  SKF  Company  in  January,  its 
President  and  General  Manager,  Mr.  Gordon 
Janes,  was  the  recipient  of  congratulations 
from  a  host  of  friends  throughout  Canada. 

On  January  1st,  1917,  the  Canadian  SKF 
Company  opened  a  modest  office  in  Toronto 
under  the  general  management  of  Mr.  Janes, 
who  for  several  years  prior  to  that  time  had 
been  the  anti-friction  bearing  specialist  for 
Canadian  Fairbanks-Morse  Company.  The 
need  for  speed  and  greater  production,  during 
the  first  great  war,  provided  the  stimulus  to 
mechanical  and  electrical  engineers'  interest 
in  the  application  of  anti-friction  bearings  to 
their  requirements,  in  place  of  old  babbitt 
type  equipment. 

Now,  of  course,  owing  to  their  demonstrated 
reliability  and  efficiency,  the  use  of  anti-fric- 
tion bearings  is  almost  universal.  They  are 
standard  equipment  in  automobiles,  all  types 
of  industrial  machinery,  electric  motors,  pulp 
and  paper  machines,  locomotives,  freight  and 
passenger  cars  and  all  other  equipment  where 
anti-friction  bearings  are  practical. 

The  success  of  the  Canadian  SKF  Company 
under  the  direction  of  Mr.  Gordon  Janes,  who 
has  been  President  of  the  Company  since  1934, 
may  be  gathered  from  the  fact  that,  from  an 
original  sales  and  office  staff  of  three  people 
in  1917,  the  organization  now  totals  eighty. 
Sales  and  service  offices  are  maintained  in 
principal  cities.  Sales  in  Canada  today  are 
seventy  times  greater  than  they  were  in  1917. 
There  are  two  reasons  for  this  phenomenal 
growth  of  business;  the  remarkable  efficiency 
of  SKF  bearings,  and  the  twenty-five  years 
of  consistent  educational  publicity  and  engi- 
neering sales  effort. 

Thus,  it  may  be  said  that  the  history  of 
the  ball  and  roller  bearing  industry  has  paral- 
leled the  Dominion-wide  activities  of  the 
Canadian  SKF  Company. 

Today  the  symbol  SKF  has  become  synony- 
mous with  anti-friction  bearings  not  only  in 
Canada  but  throughout  the  world.   For  the 


duration  of  the  war,  SKF  bearings  are  on  a 
priority  basis.  Ninety  per  cent  of  the  available 
supply  is  being  used  in  the  priority  brackets 
A-l-a  to  A-10;  about  50  per  cent  coming  in 
the  A-l-a  to  A-l-c  classes. 

Mr.  Gordon  Janes  and  his  associates  are 
justly  proud  of  the  results  achieved  during 
the  past  twenty-five  years;  and  particularly 
of  the  part  their  organization  is  playing  in 
Canada's  war  effort. 

TRAFFIC  OVERPASS 

A  four-page  booklet,  published  by  R.  G. 
LeTourneau  Inc.,  Peoria,  111.,  describes  and 
illustrates  the  company's  newly  developed 
overpass,  designated  as  Tournapass.  The 
Tournapass  is  a  portable  low-cost  overpass 
designed  to  eliminate  traffic  congestion  at 
busy  intersections.  Photographs,  actual  time 
studies  and  car  counts  taken  at  a  recent 
demonstration  and  trial  period  are  featured 
and  transportation,  assembl y  and  construction 
are  explained. 

PIPE  AND  JOINT  COMPOUND 

LaSalle  Products  Limited,  Montreal,  Que., 
are  distributing  a  leaflet  which  contains  de- 
scriptive information  and  directions  for  the 
use  of  X-Pando,  a  pipe  joint  compound  con- 
sisting of  certain  oxides  and  minerals  which, 
when  mixed  with  cold  water  and  allowed  to 
set,  expands  slightly  and  hardens.  It  is  used 
to  repair  sand  holes  or  cracks  in  pipes, 
castings,  etc. 

POWER  SUPPLIES 

Rurlec  Limited,  Toronto,  Ont.,  have  issued 
a  four-page  bulletin  featuring  a  variety  of 
equipment,  portahle  and  stationary,  including 
engine-generator  sets,  motor-generator  sets, 
converters,  etc.,  with  illustrations  of  various 
types. 
STAINLESS-CLAD  STEEL 

Base  prices  for  sheets  and  plates  of  Silver- 
Ply  stainless-clad  steel  for  twelve  grades  of 
cladding  in  proportionate  thicknesses  of  clad- 
ding from  5  to  50  per  cent,  are  contained  in  a 
16-page  price  list  issued  by  Jessop  Steel  Co. 
Ltd.,  Toronto,  Ont.  A  section  on  standard 
classification  of  extras  for  plates  includes 
tables  on  machining,  shearing  and  flatness 
tolerances,  estimated  weights,  and  size  limits 
for  standard  production  plates  and  sheets.  The 
last  section  contains  prices  for  forming  stand- 
ard or  A.S.M.E.A.P.I.  flanged  and  dished 
heads,  elliptical  dished  heads  and  machining 
heads. 

STEAM  TURBINES 

Moore  Steam  Turbine  Div.,  Worthington 
Pump  &  Machinery  Corp.,  of  Harrison,  N.J., 
have  published  bulletin  No.  1951,  featuring 
types  G  A  and  GB  of  the  Moore  steam  turbines. 
Combined  reduction  gears  are  also  featured 
with  sectional  drawings  and  illustrations  of  all 
important  parts.  A  dimensional  drawing  is 
included  with  photograph  and  typical  instal- 
lations. 

TRAINING  FOR  LEADERSHIP  IN 
INDUSTRY 

This  booklet,  published  by  Canadian  Gen- 
eral Electric  Co.  Ltd.,  Toronto,  Ont.,  has  been 
prepared  for  electrical  and  mechanical  engi- 
neering graduates  of  Canadian  colleges  and 
is  intended  to  give  them  a  brief  survey  of 
the  field  which  they  are  entering  pointing  to 
the  opportunities  now  existing  and  those  being 
created  for  the  future.  It  contains  a  descrip- 
tion of  the  student  courses  operated  by  the 
company  with  a  list  of  the  lectures  given 
and  a  chart  entitled  "Experience  and  Ad- 
vancement Programme."  A  large  number  of 
llustrations  is  included  showing  the  com- 
pany's works.  The  booklet  has  20  pages  and  is 
designated  as  No.  4169A. 

(Continued  on  page  82) 


206 


March,  1942    THE  ENGINEERING  JOURNAL 


GARGOYLE 
BRICANTS  STAND  OUT 
AND  STAND  UP! 


Cylinder    Oil 

imous  for  its 
-year  ability 
lin  a  tough, 
ilm  on  piston 
ter  walls. 

D.T.E.  Oils 
lecially  made 
eat,  pressure 
n. 

Voco  Engine 

•resists  wear, 

eds;  repels 

efficient    in 

leat  or  cold. 


Gargoyle  D.T.E.  Oils- 
stand  up  under  heat 
and  pressure;  have  un- 
usually long  life;  are 
used  in  more  than  51% 
of  America's  major- 
sized  steam   turbines. 

Gargoyle  Vacuoline  Oils 

—combine  lubricity  and 
stability  for  circulation- 
oiled  machines. 


Gargoyle  special  oils 
and  greases  for  every 
industrial  operation. 


g 


be 


A**s 


^°°;^c  ? 


^G^°% 


id*** 


o^1 


&*?.Zi*P*!i 


to^g 


V^'o^    <^Vl°  At  *e 


ào 


+  *"  ^^f  IMPERIAL 

SERVICE 


ARGOYLE  LUBRICANTS 

Gargoyle  Industrial  and  Marine  Lubricants  are  made  by  the  makers  of  Mobiloil, 

the  world's  quality  motor  oil. 


Lubricants, 


I.C.S. 

SPECIALIZED  TRAINING 


[ 


FOR 

THE  ENGINEERING 
PROFESSION 


International  Correspondence  Schools  are 
equipped  to  provide  the  non -university 
man  with  the  specialized  training  neces- 
sary to  enable  him  to  study  for  the  examin- 
ations of  engineering  societies  and  associ- 
ations. I.C.S.  Home  Study  Courses  are  of 
particular  interest  to  prospective  appli- 
cants for  membership  in  any  of  these 
organizations. 

I.C.S.  courses  for  examinations  are  ar- 
ranged with  the  object  of  preparing  the 
candidate  for  his  examinations  in  the 
shortest  possible  time,  while  omitting  no 
features  of  his  training  conducive  to 
thoroughness  and  diversity  of  knowledge. 

Each  candidate  will  receive  the  individual 
attention  of  a  vocational  and  educational 
specialist.  The  candidate's  examination 
courses  will  be  arranged  to  comply  with 
his  individual  requirements  and  his  rate 
of  progress  will  be  affected  by  no  other 
student.  He  will  proceed  as  rapidly 
as  his  ability,  his  study  time  and  his 
application  will  permit.  He  will  be 
allowed  ample  time  to  complete  his  I.C.S. 
course  and  will  receive  full  answers  to  any 
questions  he  may  need  to  ask  which  come 
within  the  scope  of  his  course. 

The  subjects  in  which  I.C.S.  training  is 
available  include: 

High  School  Subjects 

Elementary  Physics  and  Mechanics 

Strength  and  Elasticity  of  Metals 

Drawing 

Chemistry 

Chemical  Engineering 

Civil  Engineering 

Electrical  Engineering 

Mechanical  Engineering 

Mining  Engineering 

Structural  Engineering 

AN  INVITATION— You  are  invited  to  send 
for  information  about  I.C.S.  training.  You 
incur  no  obligation.  Just  mark  and  mail 
the   coupon. 


International  Correspondence  Schools, 

Canadian   Limited, 
Department   H -2, 
Montreal,   Canada. 

Please    send     me     complete     information     on 
I.C.S.  training  for  engineering. 

Name 

Address 

Employed  by 


Industrial  News 


(Continued  from  page  206) 

BURNDY  CABLE  LUG 

Canadian  Line  Materials  Ltd.,  Toronto, 
Ont. ,  have  issued  a  four-page  bulletin  for  inser- 
tion in  Burndy  Catalogues  Nos.  40  to  41. 
Gives  numbers,  sizes,  cable  ranges,  weights 
and  list  prices,  for  "Versi"  type  Burndy  lugs, 
links,  tees,  and  taps.  Each  item  is  illustrated. 

CARBOLOY  STANDARD  TOOLS 

Featuring  ease  of  selection  and  prompt  de- 
liveries, the  eight-page  catalogue  CGT-140 
of  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  illustrates  ten  different  styles 
of  tools,  each  accompanied  by  dimensional 
drawings,  tables  of  specifications  and  prices, 
and  a  series  of  drawings  showing  "typical 
adaptations  you  can  quickly  grind  in  these 
standard  tools."  A  list  of  carboloy  products 
is  also  given. 

DISCONNECTING  SWITCHES 

Through  a  series  of  illustrations, dimensional 
drawings,  tables  and  descriptive  matter,  the 
G-E  line  of  disconnecting  switches  for  indoor 
and  outdoor  service  with  silver  line-pressure 
contacts  is  thoroughly  covered  in  a  28-page 
booklet  CGEA-1907C  recently  published  by 
Canadian  General  Electric  Co.  Ltd.,  Toronto, 
Ont. 
FLOOR  TREATMENT  UNIT 

Flexrock  Company,  Toronto,  Ont.,  are  dis- 
tributing a  four-page  bulletin  entitled  "Color- 
flex-Plus"  which  describes  a  new  product  for 
the  dust  proofing  and  preservation  of  wood 
or  concrete  floors  and  at  the  same  time  pro- 
vides a  lasting  dye-like  colouring  which  pene- 
trates deeply  into  the  floor. 

HOW  TO  MAKE  TIRES  LAST  LONGER 

In  response  to  requests  for  authentic  in- 
formation on  the  subject,  a  booklet  entitled 
"How  to  Make  Your  Tires  Last  Longer"  has 
been  compiled  and  issued  by  The  Goodyear 
Tire  &  Rubber  Co.  Ltd.,  New  Toronto,  Ont. 
Dealing  with  driving  speeds,  checking  tires, 
retreading,  regrooving,  and  the  vital  necessity 
of  saving  tires,  the  booklet  contains  informa- 
tion of  real  importance  to  users  of  tires. 

MOTION  PICTURES  FOR 
ADVERTISING 

"Showmanship  at  the  Canadian  National 
Exhibition,"  is  the  title  of  an  eight-page  book- 
let issued  by  Associated  Screen  News  Ltd., 
Montreal,  Que.,  giving  a  news-picture  descrip- 
tion of  motion  pictures  at  work.  It  presents  a 
survey  of  different  firms  using  motion  pictures; 
tells  what  types  of  films  are  being  used;  what 
is  the  purpose  behind  the  use  of  each;  and 
what  other  forms  of  promotion  are  used  to 
round  out  the  motion  picture  campaign.  The 
Canadian  National  Exhibition  was  the  scene 
of  the  survey — probably  the  one  spot  in 
Canada  where  such  a  diversity  of  examples 
would  be  gathered  together  in  one  group. 

MOTORS  AND  CONTROL  FOR  PART- 
WINDING  STARTING 

Bulletin  CGEA-3345,  four  pages,  recently 
issued  by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  describes  part-winding  starting 
and  sets  forth  the  four  advantages  as:  simpli- 
fied control  equipment,  continuous  circuit 
starting,  low  starting  current,  and  multipoint 
increment  control.  The  part-winding  motor 
design  and  applications  of  the  method  are 
featured  as  is  also  the  control  equipment. 

NEW  CANADIAN  HEADQUARTERS 

Mine  Safety  Appliances  Co.  of  Canada  Ltd., 
announce  the  opening  of  a  new  Canadian 
headquarters  at  139  Kendal  Ave.,  Toronto, 
Ont.,  where  they  have  acquired  a  new  building 
to  conduct  the  manufacture  and  assembly  of 
certain  M.S. A.  products,  at  the  same  time 
stocking  all  important  items  made  by  the 
parent  company,  Mine  Safety  Appliances  Co., 
of  Pittsburgh,  Pa.  The  general  manager  of 
the  Canadian  company,  Mr.  R.  Morris, who 


was  formerly  in  Montreal,  will  make  his  head- 
quarters in  Toronto.  The  company  also  oper- 
ates district  offices  in  Montreal,  New  Glasgow 
and  Sydney,  N.S. 

APPOINTED  CANADIAN 
DISTRIBUTORS 

Kahn,  Bald  &  Laddon  Ltd.,  Toronto,  Ont., 
have  been  appointed  Canadian  distributors 
for  the  Gits  Molding  Corp.,  Chicago,  111., 
manufacturers  of  a  wide  line  of  plastic  gifts, 
games,  novelties  and  specialties. 

MANUFACTURING  STAFF 
PROMOTIONS 

Building  Products  Ltd.,  Montreal,  Que., 
have  announced  the  promotions  of  a  number 
of  members  of  its  manufacturing  staff.  C.  E. 
Turner,  Superintendent  of  the  company's 
paper  mill  at  Pont  Rouge,  Que.,  has  been 
appointed  Assistant  General  Manufacturing 
Manager.  J.  W.  Church  becomes  Assistant 
Superintendent  at  the  Pont  Rouge  Mill.  L.  J. 
Newton  has  been  appointed  Plant  Engineer 
at  the  Pont  Rouge  Mill  and  W.  A.  Lawson 
becomes  Assistant  to  Chief  Engineer  at 
Montreal.  The  company's  officers  are  W.  R. 
McNeil,  President,  C.  P.  Cowan  and  D.  P. 
Hatch,  Vice-Presidents  and  R.  C.  Crooker, 
Secretary-Treasurer. 

SNOW  REMOVAL  EQUIPMENT 

LaPlant-Choate  Mfg.  Co.  Inc.,  Cedar 
Rapids,  Iowa,  has  issued  an  8-page  booklet, 
Form  No.  A- 11 7-643,  entitled  "Win  Against 
Winter!"  Describes  in  detail  the  various 
models  of  snow  plows  for  use  with  "Cater- 
pillar" Diesel  tractors.  Illustrations  show  the 
various  types  of  this  equipment  at  work  in 
the  field. 

NEW  HIGH  TENSION  LINES 

The  Shawinigan  Water  &  Power  Company 
has  made  application  to  the  Quebec  Public 
Service  Board  for  authorization  to  proceed 
with  the  construction  of  new  high  tension  lines 
between  Three  Rivers  and  Berthier  and  Sorel 
and  Hemmings  Falls,  the  project  involving 
a  total  expenditure  of  11,600,000.  It  is  pro- 
posed to  commence  construction  of  the  Sorel- 
Hemmings  Falls  section  in  the  spring  and  to 
have  the  entire  programme  complete  early 
next  fall.  The  lines  will  be  constructed  for 
1 10,000  volts,  but  will  be  operated  at  60,000 
volts  pending  the  installation  of  complete 
equipment. 

CARBON  TOOL  STEEL 

Jessop  Steel  Co.  Ltd.,  Toronto,  Ont.,  is 
issuing  an  8-page  Bulletin,  No.  741,  which 
features  the  Jessop  "Lion"  carbon  tool  steel 
and  provides  descriptive  technical  data  under 
the  headings  "Forging,"  "Annealing,"  "Hard- 
ening," "Tempering,"  "Applications"  and 
"Tool  Design." 

TORONTO  PLANT  EXTENDED 

John  Inglis  Co.  Ltd.,  of  Toronto,  is  expend- 
ing $150,000  for  a  boiler-testing  plant  and  a 
heat-treating  and  stress-relieving  furnace  in 
its  commercial  division.  This  work  is  now 
under  way.  It  is  also  announced  that  a  two- 
storey  addition  to  the  ordnance  division  is 
being  erected,  the  building  being  of  reinforced 
concrete  and  flat  slab  construction  and  320 
feet  long.  This  will  further  increase  the  facil- 
ities of  the  Commercial  Division  of  the  Inglis 
Company  which  is  devoted  to  the  production 
of  machinery  for  the  marine,  oil,  power,  paper, 
mining,  steel,  rubber  and  other  basic  industries. 

MEEHANITE  CASTINGS  IN 
DEFENSE  WORK 

Entitled  "Meehanite  Castings  in  Defense 
Work,"  a  12-page  bulletin  published  by  the 
Meehanite  Research  Institute  of  America 
Inc.,  Pittsburgh,  Pa.,  describes  and  illustrates 
"Meehanite"  castings  used  in  aircraft  manu- 
facture, gun  and  shell  manufacture,  machine 
tool  castings,  and  radio,  marine,  truck,  and 
steel  mill  equipment. 


32 


March,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING   INSTITUTE  OF  CANADA 


OLUME  25 


MONTREAL.  APRIL  1942 


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 

205U  MANSFIELD  STREET  -   MONTREAL 


CONTENTS 


L.   AUSTIN    WRIGHT,  M  e. i.e. 
Editor 


LOUIS  TRUDEL,  m.e.i.c. 
Assistant  Editor 


N.  E.  D.  SHEPPARD.  m.e.i.c. 
Advertising  Manager 


PUBLICATION   COMMITTEE 

C.   K.   McLEOD,  m.e.i.c.,  Chairman 

R.   DkL.  FRENCH,  m.e.i.c,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c. 

H.  F.  FINNEMORE,  m.e.i.c. 

T.  J.  LAFRENIÊRE,  m.e.i.c 


'rice  50  cents  a  copy,  $3.00  a  year:  in  Canada, 
tritish  Possessions,  United  States  and  Mexico. 
4.50  a  year  in  Foreign  Countries.  To  members 
nd  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
-Entered  at  the  Post  Office,  Montreal,  as 
iecond  Class  Matter. 


'HE  INSTITUTE  as  a  body  is  not  responsible 
ither  for  the  statements  made  or  for  the 
'pinions     expressed    in     the    following    pages. 


LIONS'  GATE  BRIDGE Clover 

(Photo  S.  R.  Banks) 

LIONS'  GATE  BRIDGE— PART  I 210 

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

PRODUCER  GAS  FOR  MOTOR  TRANSPORT 223 

E.  A.  Allcut,  M.E.I.C. 

TROLLEY  COACH  OVERHEAD  MATERIALS  AND  DESIGN     ...  231 
L.  W.  Birch 

THE  MANAGEMENT-EMPLOYEE  PROBLEM 236 

/.  W.  Parker 

SOME  OF  THE  ENGINEERING  IMPLICATIONS  OF 

CIVILIAN  DEFENCE 238 

Walter  D.  Binger 

CONTROL  OF  TECHNICAL  MAN  POWER 241 

ABSTRACTS  OF  CURRENT  LITERATURE 243 

FROM  MONTH  TO  MONTH 248 

PERSONALS 254 

Visitors  to  Headquarters 256 

Obituaries 257 

NEWS  OF  THE  BRANCHES 257 

NEWS  OF  OTHER  SOCIETIES 264 

LIBRARY  NOTES 265 

PRELIMINARY  NOTICE 268 

EMPLOYMENT  SERVICE 269 

INDUSTRIAL  NEWS 270 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
*K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  SackviUe.  N.B 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
*A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
*D.  S.  ELLIS,  Kingston,  Ont. 
M.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
*J.  H.  FREGEAU,  Three  Rivers,  Que. 
•J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
*S.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 

VICE-PRESIDENTS 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

*J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

*E.  M.  KREBSER,  Walkerville,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

*H.  N.  MACPHERSON,  Vancouver,  B.C. 

*H.  F.  MORRISEY,  Saint  John,  N.B. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


JC.  J.  MACKENZIE,  Ottawa,  Ont. 


*W.  H.  MUNRO,  Ottawa,  Ont. 

tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont. 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

»J.  A.  VANCE,  Woodstock,  Ont. 

*For  1942  tFor  1942-43  JFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


PUBLICATION 


C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vice-Chairma 

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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE,  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
J.  F.  HARKOM 

LEONARD  MEDAL 

JOHN  McLEISH 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 

T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 


SPECIAL  COMMITTEES 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 

E.  W.  IZARD 

H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 
John  Calbraith   Prize 

J.   L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prize  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest  Marceau   Prize  (French) 

H.  CIMON,   Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime   Provinces) 
Martin  Murphy   Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 


THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 

J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 

R.  DbL.  FRENCH 

R.  F.  LEGGET 

A.  E.  MACDONALD 

H.  W.  McKIEL 


MEMBERSHIP 

J.  G.   HALL,   Chairman 
S.  R.  FROST 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,   Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.   FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 

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


208 


April,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

LONDON 

Chairman, 

H.  L.  JOHNSTON 

Chairman, 

F.  T.  JULIAN 

Vice-Chair. 

,  G.  G.  HENDERSON 

Vice-Chair. 

,  T.  L.  McMANAMNA 

Executive, 

W.  P.  AUGUSTINE 

Executive, 

F.  C.  BALL 

J.  F.  G.  BLOWEY 

V.  A.  McKILLOP 

W.  R.  STICKNEY 

H.  F.  BENNETT 

(Ex-Officio) 

,  E.  M.  KREBSER 

A.  L.  FURANNA 

G.  E.  MEDLAR 

R.  S.  CHARLES 

Sec.-Treas., 

J.  B.  DOWLER, 

(Ex-Officio) 

,  R.  W.  GARRETT 

754  Chilver  Road, 

J.  A.  VANCE 

Walkerville,  Ont. 

Sec.-Treas., 

H.  G.  STEAD, 

CALGARY 

60  Alexandra  Street, 

Chairman, 

H.  J.  McEWEN 

London,  Ont. 

Vice-Chair. 

,  J.  G.  MacGREGOR 

MONCTON 

Executive, 

J.   N.  FORD 

Chairman, 

F.  0.  CONDON 

A.  GRIFFIN 

Vice-Chair. 

,  H.  J.  CRUDGE 

H.   B.  SHERMAN 

Executive, 

B.  E.  BAYNE              E.  R.  EVANS 

{Ex -Officio) 

,  G.  P.  F.  BOESE 

G.  L.  DICKSON      E.  B.  MARTIN 

S.  G.  COULTIS 

T.  H.  DICKSON         G.  E.  SMITH 

J.  B.  deHART 

(Ex-Officio) 

,  H.  W.  McKIEL 

P.  F.  PEELE 

Sec.-Treas., 

V.  C.  BLACKETT, 

Sec.-Treas., 

K.  W.  MITCHELL, 

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

803— 17th  Ave.  N.W., 

Moncton,  N.B. 

Calgary,  Alta. 

MONTREAL 

CAPE  BRETOr 

Chairman, 

J.  A.  LALONDE 

Chairman, 

J.  A.  MacLEOD 

Vice-Chair. 

,  R.  S.  EADIE 

Executive, 

J.  A.  RUSSELL          M.  F.  COSSITT 

Executive, 

R.  E.  HEARTZ 

(Ex-Officio) 

,  F.  W.  GRAY 

J.  B.  STIRLING 

Sec.-Treas., 

S.  C.  MIFFLEN, 

J.  M.  CRAWFORD 

60  Whitney  Ave.,  Sydney.  N.S. 

J.  COMEAU 

H.  F.  FINNEMORE 

EDMONTON 

R.  C.  FLITTON 

Chairman, 

D.  A.  HANSEN 

G.  D.  HULME 

Vice-Chair. 

,  D.  HUTCHISON 

(Ex-Officio) 

,  deG.  BEAUBIEN 

Executive, 

C.  W.  CARRY 

J.  E.  ARMSTRONG 

B.  W.  PITFIELD 

J.  G.  HALL 

E.  R.  T.  SKARIN 

W.  G.  HUNT 

J.  A.  ALLAN 

C.  K.  McLEOD 

E.  ROBERTSON 

G.  McL.  PITTS 

J.  W.  JUDGE 

Sec.-Treas., 

L.  A.  DUCHASTEL, 

(.Ex-Officio) 

,  J.  GARRETT 

40  Kelvin  Avenue, 

R.  M.  HARDY 

Outremont,  Que. 

Sec.-Treas., 

F.  R.  BURFIELD, 

Water  Resources  Office, 

NIAGARA  PEP 

Provincial  Government, 

Chairman, 

A.  L.  McPHAIL 

Edmonton,  Alta. 

Vice-Chair. 

,  C.  G.  CLINE 

HALIFAX 

Executive, 

L.  J.  RUSSELL 

Chairman, 

P.  A.  LOVETT 

J.  H.  TUCK 

Executive, 

A.  E.  CAMERON 

A.  C.  BLUE 

G.  T.  CLARKE             G.  J.  CURRIE 

G.  F.  VOLLMER 

A.  E.  FLYNN               J.  D.  FRASER 

G.  E.  GRIFFITHS 

D.  G.  DUNBAR           J.  A.  MacKAY 

D.  W.  BRACKEN 

j.  f.  f.  Mackenzie 

L.  L.  GISBORNE 

J.  W.  MacDONALD 

(Ex-Officio) 

,  A.  W.  F.  McQUEEN 

G.  T.  MEDFORTH 

Sec-Treat., 

J.  H.  INGS, 

(Ex-Officio) 

,  S.  L.  FULTZ                  J.  R.   KAYE 

1870  Ferry  Street, 

Sec.-Treas., 

S.  W.  GRAY, 

Niagara  Falls,  Ont. 

The  Nova  Scotia  Power 

OTTAWA 

Commission, 

Halifax,  N.S. 

Chairman, 

N.  B.  MacROSTIE 

Executive, 

W.  G.  C.  GLIDDON 

HAMILTON 

Chairman, 
Vice-Chair 
Executive, 


(Ex-Officio), 
Sec.-Treas., 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


STANLEY  SHUPE 
T.  S.  GLOVER 
H.  A.  COOCH 
NORMAN  EAGER 
A.  C.  MACNAB 
A.  H.  WINGFIELD 
W.  J.  W.  REID 
W.  A.  T.  GILMOUR 
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,    B.  A.  CULPEPER 
Vice-Chair.,MlSS  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), H.  G.  O'LEARY 
J.  M.  FLEMING 
Sec.-Treas.,  W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
LETUBRIDGE 

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.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY 
R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

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. 
Chairman 
Vice-Chair 
Executive 


A.  R.  DECARY 
L.  C.  DUPUIS 
RENÉ  DUPUIS 
O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRA Y-DONALD 

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

Colonization  Department, 
Room  333-A,  Parliament  Bldgs., 

Quebec,  Que. 


SAGUENAY 

Chairman, 
Vice-Chair. 
Executive, 


N.  F.  McCAGHEY 

R.  H.  RIMMER 

B.  BAUMAN 

G.  B.  MOXON 

A.  I.  CUNNINGHAM 

W.  J.  THOMSON 

(Ex-Officio),  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 
G.  G.  MURDOCH 
Sec.-Treas.,   V.  S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vtce-CAoir.,  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,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(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, 

Sàult  Ste.  Marie,  Ont. 
TORONTO 

Chairman,     W.  S.  WILSON 
Vice-Chair.,  W.  H.  M.  LAUGHLIN 
Executive,      D.  FORGAN 

R.  F.  LEGGET 

S.  R.  FROST 

F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 
(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 
H.  E.  BRANDON  J.  J.  SPENCE 

Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 
VICTORIA 

Chairman,     A.  S.  G.  MUSGRAVE 
Vice-Chair.,  KENNETH  REID 
Executive,      A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Ex-Officio),  A.  L.  CARRUTHERS 

G.  M.  IRWIN 
E.  W.  IZARD 

Sec.-Treas.,  J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 


WINNIPEG 

Chairman, 
Vice-Chair 
Executive, 


D.  M.  STEPHENS 
J.  T.  DYMENT 
C.  V.  ANTENBRING 
N.  M.  HALL 

T.  H.  KIRBY 

E.  W.  R.  BUTLER 
H.  B.  BREHAUT 

(Ex-Officio),  J.  W.  SANGER 
V.  MICHIE 
C.  P.  HALTALIN 
Sec.-Treas.,  THOMAS.  E.  STOREY, 
55  Princess  Street, 

Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL    April,  1942 


209 


THE  LIONS'  GATE  BRIDGE— I 

S.  R.  BANKS,  m.e.i.c. 
General  Engineering  Department,  Aluminum  Company  of  Canada,  Limited,  Montreal,  Que. 

Awarded  the  Gzowski  Medal*  for  1941 


INTRODUCTION 

(  rENERAL    DESCRIPTION 

The  Lions'  Gate  Bridge  crosses  the  first  Narrows  (popu- 
larly named  the  Lions'  Gate  on  account  of  the  proximity 
of  the  two  coast-range  mountains  well-known  as  the 
Lions)  of  Burrard  Inlet,  at  the  entrance  to  the  magnifi- 
cent natural  harbour  of  Vancouver,  British  Columbia.  It 
satisfies  the  long-felt  need  for  a  more  direct  means  of 
communication  between  the  city  of  Vancouver  (the  popu- 
lation of  which,  the  third  largest  city  in  Canada,  is  247,- 
000)**  on  the  south  side  of  the  Inlet  and  the  rapidly-grow- 
ing municipality  of  West  Vancouver,  together  with  parts 
of  the  city  of  North  Vancouver,  on  the  north  shore  (see 
fig.  1).  Prior  to  the  bridge  construction  which  is  the  sub- 
ject of  this  paper,  all  automobile  traffic  to  West  Vancou- 
ver, to  North  Vancouver,  and  to  the  various  coastal  re- 
sorts along  the  north  shore  as  far  as  Howe  Sound,  had  per- 
force either  to  make  use  of  the  ferry  to  North  Vancouver 
or,  by  means  of  a  long  detour,  to  cross  the  Inlet  by  the 
Second  Narrows  Bridge,  the  latter  service  being  frequent- 
ly interrupted  by  the  opening  of  the  lift-span  to  shipping. 
The  new  bridge,  the  presence  of  which  has  already  stimu- 
lated noticeably  the  growth  of  West  Vancouver,  is  expect- 
ed to  play  an  important  part  in  the  residential  develop- 
ment by  British  Pacific  Properties  Limited  of  their  ex- 
tensive Capilano  Estates,  which  are  commandingly  situat- 
ed on  the  southern  slopes  of  Holly  burn  Ridge.  It  may 
also  be  considered  as  a  preliminary  step  towards  render- 
ing Garibaldi  National  Park  (distant  some  50  miles  to 
the  north  of  Vancouver)  conveniently  accessible  by  road, 
and  as  a  general  foreshadowing  of  considerable  highway 
developments  on  the  north  shore  of  the  Inlet. 

Built,  owned  and  maintained  by  private  enterprise,  the 
project  was  necessarily  subject  to  the  approval  of  those 
public  authorities  whose  jurisdiction  extends  over  the  site 
of  the  bridge  and  of  its  ancillary  works,  and  whose  per- 
mission had  to  be  received  before  any  construction  could 
be  undertaken. 

In  the  first  place,  the  promoting  company,  The  First 
Narrows  Bridge  Company  Limited,  is  authorized  and  em- 
powered by  provincial  statute  (Statutes  of  British  Colum- 
bia 1926-1927) ,  the  Provincial  Government  being  inter- 
ested in  the  bridge  as  an  important  link  in  its  highway 
system.  Maximum  tolls  were  fixed  by  this  authority,  and 
the  provision  of  a  grade  separation  at  the  junction  of  the 
bridge  road  with  Marine  Drive  was,  at  a  later  date,  stip- 
ulated. Permission  had  also  to  be  obtained  for  the  bridge 
to  cross  over  the  presently  disused  right-of-way  of  the  Pa- 
cific Great  Eastern  Railway. 

Secondly,  agreement  had  to  be  reached  with  the  City  of 
Vancouver  regarding  a  roadway  to  connect  the  bridge 
with  that  city.  Stanley  Park,  through  which  such  a  road 
must  pass,  is  the  property  of  the  Dominion  Government 
but  is  leased  in  perpetuity  to  the  City  of  Vancouver  for 
public  park  purposes.  It  is  administered  for  the  city  by 
a  Board  of  Park  Commissioners,  by  whom  its  unique 
amenities  have  always  been  jealously  guarded.  The  agree- 
ment between  the  owners  and  the  City  of  Vancouver  stip- 
ulated that  the  former  should  at  their  own  expense  build 

*The  Gzowski  Medal  is  a  gold  medal  provided  annually  from  a 
fund  established  in  1889  by  Colonel  Sir  Casimir  Gzowski, 
k.c.m.g.,  a  past-president  of  the  Institute.  It  is  the  Institute's 
senior  award. 

**Canada  Year  Book  (1931  census) 


and  maintain  a  30-ft.  hard-surfaced  road  connecting  the 
bridge-head  with  the  Georgia-Street  entrance  to  the  Park, 
that  roadway  to  be  the  property  of  the  City.  It  was  also 
required  that  the  bridge-plans  should  be  subject  to  the 
City's  approval,  and  that  the  structure  should  be  at  all 
times  properly  maintained.  In  addition,  it  was  stipulated 
that  the  City  should  have  the  right,  at  the  end  of  a  period 
of  50  years,  to  purchase  the  bridge  in  its  entirety  from 
the  owners.  The  agreement  was  made  in  November  1933. 
Finally,  it  was  necessary  to  obtain  general  approval  of 
the  plans  (particularly  in  regard  to  site,  span,  and  clear- 
ance) under  the  provisions  of  the  Navigable  Waters  Pro- 
tection Act  of  Canada.  That  approval  was  granted  by 
the  Governor-General  in  Council  in  September  1936. 

The  setting  of  the  bridge,  at  the  narrowest  part  of  the 
waterway,  is  one  of  outstanding  natural  beauty.  On  the 
south  side  of  the  Lions'  Gate  is  the  well-wooded  penin- 
sula of  Stanley  Park,  terminating  in  the  picturesque  em- 
inence of  Prospect  Point,  and  justly  famous  for  its  care- 


Fig.  1 — Map  of  vicinity. 

fully-preserved  natural  features.  Along  the  north  shore, 
beyond  the  salt  marshes  of  the  Capilano  delta  and  the 
low-lying  terrain  of  the  Capilano  Indian  Reserve,  the  land 
rises  within  three  or  four  miles  to  a  mountain  range  of 
considerable  grandeur.  Eastwards  the  harbour,  flanked  by 
the  waterfronts  of  Vancouver  and  North  Vancouver, 
opens  out  to  a  width  of  nearly  two  miles;  and  seawards 
to  the  west  there  is  an  uninterrupted  view  over  the  Gulf 
of  Georgia  as  far  as  Vancouver  Island,  some  45  miles 
away. 

Connecting  the  high  ground  of  Stanley  Park  a  little  to 
the  east  of  Prospect  Point  with  a  point  on  Marine  Drive, 
West  Vancouver,  a  few  hundred  feet  east  of  the  Capilano 
River,  the  Lions'  Gate  Bridge  bears  in  a  straight  line  ap- 
proximately 31  degrees  east  of  north,  the  total  length  of 
the  bridge-works  proper  being  somewhat  more  than  one 
mile.  The  distance  across  the  Narrows  on  the  line  of  the 
bridge  varies  from  about  1,600  ft.  at  low  water  to  perhaps 
as  much  as  2,200  ft.  at  extreme  high  tide,  the  correspond- 
ing tidal  range  being  about  15  ft.  Because  of  navigation 
hazards  in  the  immediate  vicinity  of  Prospect  Point,  and 


210 


April,  1942    THE  ENGINEERING  JOURNAL 


«rjr  wtcot/vM 


KOAr*   VMMCOUVtM. 


Fig.  2 — General  plan  and  elevation. 


owing  to  the  constant  silting  that  takes  place  at  the  mouth 
of  the  Capilano,  the  navigable  channel  at  present  in  use 
(although  nominally  1.200  ft.)  does  not  exceed  about  1,000 
ft.  The  main  span  of  the  Lions'  Gate  Bridge  is  of  such  a 
length,  and  the  piers  are  so  disposed,  that  the  available 
channel  width  is  now  1,500  ft — a  width  that  in  all  prob- 
ability will  never  be  attained,  on  account  of  the  enor- 
mous dredging  programme  that  would  be  needed  to  main- 
tain as  well  as  to  establish  such  a  channel.  In  this  con- 
nection also,  Sir  Alexander  Gibb,  in  a  report  made  in 
1934,  stated  that  the  channel  width  of  the  Thames  at  the 
busiest  part  of  that  river  is  1,000  ft.,  and  that  the  average 
density  of  traffic  there  is  more  than  four  times  the  maxi- 
mum yet  experienced  through  First  Narrows. 

The  general  profile  of  the  bridge,  shown  in  Fig.  2,  is  dic- 
tated by  the  Dominion  Government's  requirements  re- 
garding the  navigation  clearance  and  the  length  of  the 
main  span  over  the  waterway.  A  suspension  bridge  was 
the  natural  selection  for  this  crossing  on  account  of  its 
intrinsic  economy,  its  aesthetic  superiority,  and  the  fact 
that  its  erection  would  entail  a  minimum  of  interference 
with  navigation  on  the  busy  waterway  concerned.  The 
order-in-council  to  which  reference  has  already  been  made 
established  the  distance  between  centres  of  main  piers 
at  1,550  ft.,  and  stipulated  a  minimum  underclearance  of 
200  ft.  for  a  central  fairway  of  200  ft.  The  length  of  the 
central  span  being  thus  fixed,  that  of  the  two  flanking 
side-spans  was  established  provisionally  by  the  distance 
between  the  fixed  site  of  the  south  main  pier  and  the 
most  advantageous  location  for  the  anchorage  on  the 
Stanley  Park  hillside.  Other  factors,  chief  among  which 
was  the  necessity  for  preserving  a  panel  length  and  sus- 
pender spacing  that  would  be  adaptable  also  to  the  long 
centre  span,  led  finally  to  the  selection  of  614  ft.  as  the 
optimum  span  length. 

At  the  end  of  the  south  side-span,  where  the  configura- 
tion of  the  hillside  eliminates  the  need  for  any  approach 
structure,  the  bridge  roadway  traverses  an  ornamental 
plaza  (built  on  the  upper  surface  of  the  large  concrete 
cable-anchorage,  which  incidentally  provides  a  bearing 
for  the  side-span  trusses  at  about  160  ft.  above  high 
water) ,  and  connects  with  the  new  concrete  approach 
highway  which,  passing  in  a  long  easy  curve  through 
Stanley  Park,  meets  the  western  end  of  Georgia  Street 
at  a  distance  of  about  1%  miles  from  the  bridge  head. 

At  the  other  end  of  the  bridge  the  conditions  are  not  as 
favourable.  From  the  shore  line  to  Marine  Drive,  a  distance 
of  about  %  mile,  the  land  is  extremely  flat,  rising  less  than 
30  ft.  from  high  water  level.  Considerable  approach 
works  are  therefore  necessary  to  carry  the  roadway  on  a 
reasonable  grade  up  to  the  end  of  the  suspension  bridge. 
The  first  part  of  these  is  an  earth  embankment  some  1.000 


ft.  long,  the  connection  with  Marine  Drive  being  made 
by  a  "  fly-over  "  junction  (to  the  cost  of  which  the  Pro- 
vincial Government  contributed).  Situated  some  150  ft. 
south  of  the  convergence  of  the  three  roads  of  the  modi- 
fied "  clover-leaf  "  is  the  eight-lane  toll-collection  plaza 
with  four  toll  booths  and  a  capacious  office  building. 
South  of  this  again,  the  roadway  narrows  to  its  normal 
width,  and  the  fill  terminates  in  a  concrete  abutment  wall 
which  provides  bearing  for  the  first  of  the  25  spans  of 
gradually-increasing  length  that  constitute  a  2,200-ft. 
steel  viaduct.  At  the  south  end  of  the  viaduct,  a  steel 
tower  (or  cable  bent)  carries  the  end-bearings  both  of 
the  suspended  side-span  and  of  the  highest  of  the  ap- 
proach-spans, and  at  the  same  time  functions  as  a  support 
for  the  main  cables,  which  at  this  point  are  diverted  to  a 
steeper  slope,  leading  downwards  to  the  cable  anchorage 
388  ft.  further  to  the  north. 

Capacity  of  Bridge 

The  bridge  carries  a  29-ft.  roadway  and  two  4-ft.  side- 
walks. The  desirability  of  the  latter  provision  was  evi- 
dent at  once:  but  the  establishment  of  the  former  figure 
as  an  economical  and  adequate  width  of  roadway  was  the 
subject  of  much  deliberation  by  all  the  parties  concerned. 

On  the  assumption  that  the  population  of  Vancouver 
will  be  as  much  as  two  millions  (with  a  per  capita  car  reg- 
istration of  one  in  seven) ,  before  the  bridge  is  relieved  by 
additional  facilities,  and  neglecting  all  assistance  from  the 
Second  Narrows  Bridge,  from  the  ferries,  and  from  pos- 
sible future  airway  developments,  the  required  total  cap- 
acity of  the  bridge  was  generously  estimated  as  I6V2  mil- 
lion vehicles  per  annum.  Comparative  traffic  figures  for  a 
number  of  similarly-placed  bridges  and  tunnels  were  ad- 
duced in  support  of  this  estimate,  and  two  instances  may 
be  cited.  In  the  case  of  the  Jacques  Cartier  Bridge  at 
Montreal  (where  the  situation  in  regard  to  tourists  and 
commuters  is  not  dissimilar,  and  where  car  registration 
is  about  one  in  11  persons,  with  a  population  of  1,100,- 
000),  the  annual  traffic  (not  including  trucks  and  buses) 
is  1,900,000  autos  per  year.  Again,  the  maximum  year's 
traffic  over  the  four-lane  toll-free  Manhattan  Bridge, 
which  carries  the  densest  traffic  of  any  New  York  bridge, 
has  been  22  million  vehicles;  and  the  daily  maximum  61,- 
271  vehicles. 

The  maximum  hourly  capacity  of  a  single  unobstruct- 
ed traffic  lane  has  been  found*  to  be  approximately  1,900 
vehicles,  travelling  at  a  speed  of  20  miles  per  hour,  the 
average  spacing  of  the  vehicles  being  about  60  ft.  The 
possible  daily  traffic  flow  (assuming  18  effective  hours) 
of  one  lane  is  thus  in  the  neighbourhood  of  35,000  ve- 
hicles, or,  roughly  10  million  per  year.  From  this  view- 

*Regional  Survey  of  Highway  Traffic  for  New  York  and  Environs. 


THE  ENGINEERING  JOURNAL     April,  1942 


211 


7»*lo'tlV 


PttOlPCCT  POINT 


Fig.  3 — Triangulation  for  pier-location. 

point  it  could  be  argued  that  a  two-lane  roadway  would 
provide  the  capacity  required.  The  engineers,  however, 
recommended  the  provision  of  a  third  lane  in  view  of  its 
value  as  a  relief  during  short  periods  of  unusually  heavy 
traffic,  and  also  on  account  of  its  contribution  to  the  safe- 
ty of  the  highway  and  to  the  appearance  and  stability 
of  the  structure.  Arguments  advanced  against  a  three- 
lane  roadway  were  countered  by  the  fact  that  the  bridge 
roadway  differs  from  a  city  street  or  a  country  highway 
in  that  it  is  a  straight  way  without  any  side-turnings,  and 
more  particularly  in  that  no  stopping  is  permissible:  the 
road  is  under  supervision  over  its  full  length,  and  ob- 
struction of  any  part  of  the  road  is  not  likely. 

The  feasibility  of  providing  a  four-lane  roadway  was 
also  considered,  but  it  was  decided  that  the  additional 
expense  involved  could  not  be  justified. 

The  fact  that  toll  has  to  be  collected  from  all  vehicles 
using  the  bridge  has  also  an  important  bearing  on  its 
traffic  capacity;  and,  in  spite  of  the  provision  of  eight 
toll  gates,  toll  taking  is  probably  the  governing  factor  in 
determining  the  actual  traffic  capacity  of  the  bridge.  From 
this  point  of  view,  a  traffic  flow  of  1,900  vehicles  per  hour 
would  mean  that  cars  would  be  passing  through  the  toll 
station  at  the  rate  of  one  in  every  1.84  seconds.  If  as 
many  as  six  toll-gates  were  in  operation  in  one  direction, 
the  time  for  taking  each  toll  would  be  11  seconds.  The 
actual  time  required  for  toll  taking  varies  from  about  two 
seconds  in  the  case  of  a  commuter  to  as  much  as  30  sec- 
onds when  change  has  to  be  given,  so  that  it  is  probable 
that  the  single-lane  traffic  flow  considered  above  will 
represent  approximately  the  capacity  of  the  toll  station, 
although  it  should  be  possible  to  deal  with  a  heavier  flow 
for  such  limited  periods  as  might  require  the  use  of  two 
lanes  in  a  single  direction. 

In  the  first  year's  operation  of  the  Lions'  Gate  Bridge, 
a  total  of  1,028,827  vehicles  passed  over  the  structure, 
together  with  some  2,000,000  persons  (including  a  very 
large  number  of  pedestrians)  apart  from  the  drivers.  The 
maximum  week's  traffic  during  the  same  period  was  32,- 
934  vehicles;  and  the  maximum  day's  traffic  (on  the  first 
Sunday  of  operation)  was  5,616  vehicles.  The  largest 
number  of  vehicles  to  cross  the  bridge  in  one  hour  was 
estimated  to  have  been  2,500.  Since  the  opening  of  the 
bridge,  the  roadway  has  been  divided  into  two  lanes  by  a 
line  painted  on  the  pavement,  and  there  is  no  prospect 
at  present  of  the  third  lane  being  put  into  service  as  a 
separate  traffic  way. 

The   Suspension   Bridge 
The  suspension  bridge  proper  is  of  particular  interest 
as  the  outstanding  part  of  the  structure,  and  also  in  that 


212 


it  is  the  longest  suspension  bridge  in  the  British  Empire, 
or,  indeed,  outside  of  the  United  States  of  America.  The 
three  suspended  spans  (Fig.  2)  have  an  aggregate  length 
of  2,778  ft.  The  two  cables  are  40  ft.  apart,  13*4  in.  in 
diameter,  and  nearly  3,400  ft.  in  length.  They  are  secured 
at  either  end  by  massive  concrete  anchorage  piers,  and 
each  cable  is  supported  by  saddles  at  four  intermediate 
points.  Primary  support  is  supplied  by  the  two  main 
towers,  which  are  slender  steel  structures  on  granite-faced 
concrete  piers,  the  main  saddles  being  some  400  ft.  above 
water-level.  Secondary  saddles  are  located  at  the  ends  of 
the  side-spans,  and  from  these  the  cables  descend  to  the 
anchorages  in  the  form  of  straight  backstays. 

The  riveted  stiffening  trusses  are  of  the  through  War- 
ren type,  and  the  batter  of  the  tower  legs  is  so  arranged 
that  the  ends  of  the  trusses  are  accommodated  convenient- 
ly within  the  tower  structure.  The  trusses  are  15  ft.  deep, 
and,  hanging  in  the  planes  of  the  cables,  are  supported 
from  the  latter  by  two-part  suspender  ropes  at  32-ft.  3- 
in.  intervals.  The  bridge  deck  is  carried  on  longitudinal 
stringers  framing  into  floorbeams. 

Expansion  movements  of  the  trusses  and  floor  system 
occur  at  the  main  towers  only,  but  the  lateral  system 
is  articulated  at  each  end  of  each  span  to  permit  of  trans- 
verse wind  deflections. 

Two  somewhat  unusual  features  of  the  bridge  are  ped- 
estrian observation  platforms  cantilevered  outside  the 
trusses  at  sidewalk  level,  and  a  marine  signal  station  (re- 
placing that  previously  situated  on  the  top  of  Prospect 
Point)  in  the  shape  of  a  light  steel  cross-bridge  over  the 
roadway  at  the  centre  of  the  main  span. 

In  the  detailed  description  of  the  bridge  works  that  fol- 
lows, the  subject  is  treated  in  its  two  natural  subdivisions 
of  substructure  (piers,  foundations,  and  earthworks)  and 
metallic  superstructure,  the  latter  being  considered  under 
the  respective  headings  of  "  design  and  fabrication,"  and 
"erection." 

It  will  be  noted  that  occasional  reference  throughout 
this  paper  is  made  to  the  Island  of  Orléans  Bridge,  Que- 
bec. That  suspension  bridge,*  with  a  1,056-ft.  main  span, 
was,  prior  to  the  construction  here  described,  the  longest 
in  the  Dominion.  Though  of  less  importance,  it  may  to 
some  extent  be  considered  as  the  prototype  of  the  Lions' 
Gate  Bridge,  and  the  engineers  (as  also  the  superstruc- 
ture contractors)  were  considerably  assisted  by  the  ex- 
perience gained  in  its  design  and  construction. 

SUBSTRUCTURE 

Surveys  for  Location 

Preliminary  surveying  of  the  site,  carried  out  by  Major 
W.  G.  Swan,  m.e.i.c.,**  led  to  the  definite  location  of  the 
bridge  in  the  position  that  finally  received  government 
approval.  The  centre  line  was  identified  by  two  hubs,  one 
on  either  shore,  and  the  position  of  the  south  main  pier 
was  fixed  by  a  specified  chainage  from  the  south-shore 
hub:  the  reference  of  this  latter  (67-)-89.5)  was  accept- 
ed as  the  basis  for  all  chaînages. 

With  the  foregoing  information  as  a  starting-point, 
the  engineers  laid  out  a  base  line  along  the  disused  P.G.E. 
right-of-way  on  the  north  shore,  and  on  the  south  shore 
established  a  triangulation  point  (68-f-44.830)  by  direct 
measurement  from  the  primary  reference.  The  base  line 
was  measured  with  a  calibrated  300-ft.  tape,  its  length 
being  found  to  be  3605.9192  ft.;  of  the  several  measure- 
ments made,  none  was  at  variance  with  that  figure  by 
more  than  0.0068  ft.  Similarly  precise  chaînages  tied  in 
the  centre  line  with  the  base  line  hubs.  The  survey  (Fig  3) 
was   made   in   the    winter   of    1936,    and,    owing   to    the 

*The  Island  of  Orléans  Bridge,  designed  by  Messrs.  Monsarrat  & 
Prat-ley,  has  been  described  by  the  author  (Journal  Inst.  CE. 
October,  1936). 

**Major  Swan  was  associated  with  Messrs.  Monsarrat  &  Pratley 
as  their  Vancouver  partner  and  representative. 

April,  1942     THE  ENGINEERING  JOURNAL 


Plain    of   caisson 


PLAN     3HOWINO       PeDEBTAL 


Section    of  west   pylon 


ETLEVATiorx  of  east   pylon 


Fig.  4 — South  main  pier. 

)revalence  of  fog  at  that  time  of  year,  considerable  diffi- 
:ulty  was  experienced  in  making  the  angular  measure- 
nents  involved.  The  final  and  acceptable  series  of  read- 
ngs  was  made  with  a  Wild  theodolite  graduated  to  single 
seconds,  and  the  resulting  mean  readings  closed  the  pri- 
nary  triangle  to  3.4  seconds  of  angle.  The  adjusted  angles 
ire  shown  in  Fig.  3.  As  a  check,  the  four  secondary  angles 
i,  j3,  7,  S  were  measured  and  none  of  them  was  found 
to  differ  by  more  than  2.1  seconds  from  its  computed 
falue. 

The  north  piers  and  viaduct  pedestals  were  located  by 
neans  of  direct  chaînages  from  Sta.  98-)-02.418  (the  in- 
ersection  of  the  base  line  and  the  centre  line),  a  500-ft. 
ape  being  stretched  over  level  crossheads  erected  at  50-ft. 
ntervals.  The  location  of  each  point  was  then  carefully 
•eferenced  by  two  hubs  set  on  the  edges  of  the  right-of- 
way,  out  of  the  way  of  erection  traffic. 

Locations  on  the  south  shore  were  more  troublesome, 
)n  account  of  the  irregular  slope  of  the  hillside  where  the 
ground  rises  about  180  ft.  in  a  distance  of  some  600  ft. 
Both  the  main  pier  and  the  anchor  block  were  located 
ay  direct  chainage.  In  the  former  case  the  tape  was  sus- 
lended  over  the  bluff  without  intermediate  support,  and 
corrections  for  sag  and  slope  (there  was  a  difference  in 
evel  of  about  80  ft.  in  130  ft.)  were  computed.  The  meas- 
urement was  checked  by  running  a  traverse  to  the  east- 
ward of  the  line  between  the  two  points. 

When  the  piers  had  been  built,  a  further  triangulation 
was  performed  by  the  superstructure  contractor  to  check 
;he  relative  positions  of  the  two  tower  bases.  A  1,920-ft. 
aase  line  was  laid  on  the  north  shore,  extending  eastward 
:rom  the  main  pier  approximately  at  right  angles  to  the 
centre  line  of  the  bridge;  and  the  contractor  satisfied 
fimself  that  the  distance  in  question  lay  within  %  in.  of 
the  ideal  dimension  of  1,550  ft. 

After  erection  of  the  south  tower,  a  check  measurement 


of  the  south  side-span  length  was 
made  by  means  of  a  piano  wire 
stretched  at  deck  level,  and  this  dis- 
closed an  error  of  about  %  in.  in  the 
614-ft.  chainage.  The  error  is  pre- 
sumed to  have  occurred  in  the  difficult 
measurement  down  the  bluff.  No  other 
discrepancies  were  found. 

South  Main  Pier 

The  south  main  pier  is  located 
about  150  ft.  offshore,  in  a  small 
coastal  indentation.  The  swift  (5  or 
6  knots)  tidal  stream  of  the  Narrows 
is  so  deflected  by  the  buttress-like 
outcrop  of  Prospect  Point  as  to  induce 
a  comparatively  still  backwater  around 
the  pier  and,  consequently,  construc- 
tion problems  due  to  fast  water  did 
not  arise.  However,  it  was  deemed 
expedient  to  provide  protective  rock- 
filled  cribwork  to  the  east  and  west 
of  the  site  during  the  building  of  the 
pier. 

The  bed  of  the  Narrows  on  this  side 
consists  of  a  soft  coarse  sandstone 
which  extends  some  400  ft.  northwards 
before  disappearing  underneath  a 
gravel  deposit.  At  the  site  of  the  pier 
the  surface  of  the  rock,  dipping  north- 
wards, lies  at  an  average  depth  of 
about  15  ft.  below  low  water  level. 
This  material,  on  exploration  by  bor- 
ings to  a  depth  of  40  ft.  at  the  actual 
pier  site,  proved  to  be  solid  and  of  uni- 
form consistency  except  for  indica- 
tions of  a  thin  mud  seam  or  fissure  about  15  ft.  below  the 
rock  surface  and  of  uncertain  extent.  With  such  a  dense 
and  satisfactory  foundation,  it  was  practicable  and  econ- 
omical to  carry  each  of  the  pier  shafts  on  a  separate  foot- 
ing. The  engineers'  drawings  therefore  called  for  two  rect- 
angular caissons  36  ft.  by  48  ft.,  equipped  with  steel 
cutting  edges  and  pneumatic  working-chambers.  The  con- 
tractor was  later  granted  permission  to  substitute  open 
circular  caissons  of  48-ft.  diameter;  but,  on  account  of  the 
probable  presence  of  the  above-mentioned  mud  seam,  in 
conjunction  with  the  engineers'  insistence  on  a  visual  in- 
spection of  the  bedrock  before  concreting,  the  compressed- 
air  features  were  maintained  as  a  precautionary  measure 
(in  case  it  was  found  impossible  to  unwater  the  working- 
chambers  by  pumping).  The  caissons  were  made  up  as 
shown  in  Fig.  4,  the  basis  of  construction  being  an  8-ft. 
circular  steel  truss  supported  by  four  light  cross-trusses, 


./    <x<-kjL    stein    J>Wxt<** 


Fig.  5 — South  main  pier:  caisson-construction  on  shore. 


THE  ENGINEERING  JOURNAL     April,  1942 


213 


Fig.  6 — South  main  pier:  sinking  of  caissons. 

the  lower  flanges  of  which  carry  steel  beams  at  the  ceiling 
level  of  the  working-chamber.  The  steel  cutting-edge  is 
5  ft.  below  the  ceiling  slab,  and  the  walls  of  the  chamber 
are  lined  inside  and  outside  with  3/16-in.  plates,  which 
were  pierced  at  intervals  to  allow  tidal  water  to  run  in 
and  out  during  assembly. 

The  caissons  were  constructed  on  a  temporary  platform 
a  few  feet  above  low  water  level,  and  the  concrete  of  the 
cutting-edge  and  of  the  12-in.  ceiling  slab  was  poured 
before  floating  into  position;  and  a  shell  of  wood-sheathing 
of  3-in.  planks  was  carried  up  some  24  ft.  above  ceiling 
level  to  prevent  flooding  during  that  operation  (see  Fig. 
5).  While  the  caissons  were  being  prepared,  the  rock  at 
the  pier  site  was  excavated  to  make  a  level  landing  at 
Elevation  60  for  each  cutting-edge.  The  rock  was  drilled 
and  blasted  from  floating  equipment,  the  broken  material 
removed  by  dipper-dredge,  and  the  bearing-areas  then 
cleaned  and  trimmed  by  divers.  The  caissons  were  then 
floated  out,  and  additional  concrete  was  added  to  the 
ceiling  slab  and  as  a  12-in.  wall  inside  the  sheathing,  the 
latter  being  extended  (see  Fig.  6)  to  maintain  adequate 
freeboard.  The  caissons  were  sunk  on  to  their  beds  within 
3  in.  and  4  in.  respectively  of  their  ideal  positions,  and 
were  sealed  to  the  rock  by  tremie-concrete  placed  outside 
the  cutting-edges,  this  concrete  being  retained  where  ne- 
cessary by  a  wall  of  concrete  blocks,  boxes  of  gravel,  and 
sand  bags  on  the  outside,  and  by  sacks  of  concrete  placed 
inside. 

During  unwatering  of  the  caissons,  one  "  blow-in  "  oc- 
curred and  was  repaired  without  difficulty.  Minor  leak- 
ages were  stopped  by  grouting,  pipes  for  this  purpose 
having  been  incorporated  into  the  tremie-seal.  A  ring  of 
concrete  2  ft.  wide  was  then  cast  inside  and  below  the 
cutting-edge  to  a  depth  of  3%  ft.  The  mud  seam  was  re- 
vealed under  the  west  caisson,  and  was  entirely  removed 
by  complete  excavation  of  the  interior  to  the  level  of  the 
bottom  of  the  concrete  ring,  exposing  a  surface  of  solid 
rock  at  Elevation  56*,  which  was  tested  by  a  further 
boring.  In  the  east  caisson  the  solidarity  of  the  rock  was 
proved  by  sinking  a  drill  hole  and  test  pit  after  excava- 
tion to  the  base  of  the  concrete  ring  had  been  completed, 
no  indication  of  any  imperfection  being  discovered. 

Upon  approval  of  the  foundation,  each  working-cham- 
ber was  filled  with  concrete,  after  which  the  caisson  was 
concreted  solidly  to  Elevation  83.25,  forming  a  base  for 
the  granite-faced  pier  shaft,  which  is  keyed  down  by  40 
steel  dowels  1%  in.  in  diameter.  The  granite  facing-blocks 
vary  in  depth  from  2  to  3  ft.,  and  are  anchored  to  the 
concrete  core  with  steel  straps.  The  courses  range  in 
height  from  3  ft.  2  in.  at  the  base  to  2  ft.  8  in.  at  the  top 
of  the  shaft.  The  stones  were  all  set  in  cement,  vertical 
joints  being  grouted  up  as  the  work  proceeded.  The  pier 

■"Vancouver  Harbour  Commissioners  datum  is  referred  to  through- 
out this  paper. 


shaft  is  cruciform  in  general  plan,  and  terminates  in  a 
plain  concrete  cap  or  pedestal  (4  ft.  in  depth  and  set  back 
2  ft.  from  the  top  of  the  battered  granite  walls),  through 
the  top  of  which,  at  Elevation  117.5,  protrude  the  32  an- 
chor-bolts for  the  steel  tower  post.  These  bolts  were  set 
to  a  steel  template  and  the  actual  tower  seat  was  bush- 
hammered  to  dead  level.  Small  "  pilot  "  areas  were  pre- 
pared, checked,  and  painted,  after  which  the  general  area 
was  hammered  down  to  their  common  elevation.  This  fin- 
ished surface  was  checked  by  a  12-ft.  steel  straight-edge 
equipped  with  a  sensitive  level  bubble. 

The  final  operation  in  construction  of  the  south  main 
pier  consisted  in  back-filling  around  the  caisson  base, 
with  coarse  gravel  and  stones  up  to  "  one-man  "  size,  to 
the  original  rock  level.  The  completed  pier  is  shown  in 
Fig.  7. 

The  handling  of  all  material  for  the  south  main  pier 
was  effected  by  means  of  a  timber  stiff-leg  derrick  (100- 
ft.  boom)  set  up  on  stone-filled  cribwork  just  shoreward  of 
the  pier  site.  A  mixing  plant,  with  a  l^-yd.  mixer,  a 
weighing  batcher,  and  suitable  storage  accommodation, 
was  erected  at  the  foot  of  the  bluff  for  use  in  connection 
with  this  pier  and  the  south  anchorage  pier. 

Concrete  for  the  cutting-edges,  the  roof  slab  of  the 
working-chamber,  and  for  all  work  on  the  pier  shafts  (as 
distinct  from  the  footings)  had  a  specified  strength  of 
3,000  lb.  per  sq.  in.  at  28  days:  the  mix  developed  for  this 
contained  about  6%  sacks  of  cement  to  the  cu.  yd.  The 
upper  part  of  the  footing  is  built  of  2,500-lb.  concrete. 
Seven-sack  concrete  was  used  for  the  tremie-seal,  the 
concrete  ring  under  the  cutting  edge,  and  the  filling  of 
the  working-chambers  and  around  the  steel  truss-work. 
To  expedite  the  finishing  of  the  dressed  bearing-surfaces 
of  the  pier,  a  high-early-strength  cement  ("Ceberik") 
was  used  for  the  tops  of  the  pedestals.  All  mixes  were 
kept  reasonably  dry,  with  a  slump  generally  of  3  in.  or 
less  (1%  in.  for  the  pedestal  tops),  though  a  6-in.  slump 
was  needed  for  concrete  around  the  truss-work  of  the 
caissons.  The  concrete  was  vibrated  wherever  possible. 
Clean  granitic  aggregate  of  excellent  quality,  obtained 
from  a  gravel  bank  on  the  shore  of  Howe  Sound,  and 
washed,  screened,  and  graded,  was  used  throughout. 

The  bearing-pressure  at  the  bases  of  the  pier  footings 
varies  from  about  4  tons  per  sq.  ft.  at  high  tide  and  with 
no  live  load  to  about  5.2  tons  per  sq.  ft.  under  the  worst 
loading  conditions,  at  low  water,  the  figures  for  the  maxi- 
mum case  (for  one  footing)  being  as  follow. 

Pier 

Caisson  steelwork   95  kips 

Concrete  in  footing  ....  7,522 

Pedestal  concrete   3,570 

Reinforcing   steel    56 

Granite    facing    1,763 


Superstructure 

Main  tower    1,048  kips 

("able  reaction    (D.C.T.)**  4,790 


13,006  kips 


5,838  kips 


Total   18,844 

Less  buoyancy  (at  low  tide)  if  any.  .       2,660 


Net  total 16,184  kips 

The  base  area  being  1,810  sq.  ft.,  the  unit  pressure  is  thus 
10.4  kips,  unless  the  underlying  rock  is  pervious  to  water, 


**D.C.T.  indicates  the  combination  of  dead  load,  'congested'  live 
load,  and  temperature  (see  Part  II). 


214 


April,  1912    THE  ENGINEERING  JOURNAL 


Fig.™ — South  main  pier:  completed  structure. 

in   which   case   the   buoyancy   reduces   this   figure   to   9.1 
kips. 

Work  on  the  south  main  pier  was  started  on  April  19th, 
1937.  Erection  of  the  caissons  began  on  July  5th,  and  the 
pier  was  ready  to  receive  the  tower  shoes  by  January 
14th,  1938. 

South  Anchorage 

At  the  south  end  of  the  bridge  the  land  rises,  steeply 
at  first  in  the  form  of  a  bluff  or  cliff  of  very  soft  sand- 
stone, and  then  by  a  more  gradual  grassy  acclivity.  At  a 
point  about  160  ft.  above  high  water,  the  new  approach 
road  emerges  from  a  cutting  some  30  ft.  deep  through  the 
stiff  clay  of  the  hill  top,  to  pass  directly  over  the  upper 
surface  of  the  south  anchorage-pier.  This  pier,  shown 
in  Fig.  8,  consists  essentially  of  a  concrete  structure  suffi- 
ciently heavy  to  resist  the  anchorage  pull  of  the  main  ca- 
bles, and  shaped  to  take  advantage  of  lateral  support 
from  the  surrounding  earth.  The  weight  is  concentrated 
towards  the  rear  in  order  to  minimize  undue  toe  pressures 
from  the  overturning  effect  of  the  cable  pull:  and  a  heel 
block  extends  12  ft.  further  into  the  ground  than  the  re- 
mainder of  the  structure.  The  conformation  of  the  ter- 
rain is  such  as  to  render  unnecessary  any  approach  struc- 
ture, and  the  suspended  side-span  of  the  bridge  takes 
its  end-bearing  on  a  pedestal  at  the  front  face  of  the 
anchorage:  resting  on  the  same  pedestal  block  are  the 
bases  of  the  two  rocker  posts  carrying  cable  saddles. 
While  the  actual  anchor  block,  being  mostly  under- 
ground, has  received  no  architectural  treatment,  the 
extent  of  its  upper  surface  beyond  the  requirements  for 
roadway  and  sidewalks  is  utilized  as  a  foundation  for 
the  various  structures  pertaining  to  an  ornamental  *' 
plaza,  the  weight  of  this  architectural  concrete  contri- 
buting incidentally  to  the  stability  of  the  pier. 

The  geology  of  the  site  presents  a  glacial  deposit  of 
clay  containing  coarse  sand,  gravel,  and  some  boulders, 
the  percentage  of  sand  increasing  somewhat  at  lower 
levels.  This  formation  overlays  the  sandstone  bed 
(which  is  gouged  into  basins  by  ice  action)  on  which  the 
main  pier  is  founded  by  varying  depths,  80  to  120  ft. 
of  overburden  being  indicated  by  wash-borings  made 
on  and  near  the  anchorage  site.  Before  any  excavation 
went  forward,  the  findings  from  those  six  borings  were 
considerably  amplified  by  the  sinking  of  a  test-pit  (4 
ft.  by  6  ft.)  for  a  depth  of  50  ft.  on  the  actual  site,  and 
the  above-described  formation  was  found  to  extend  for 
the  full  depth  of  the  hole.  The  glacial  deposit  is  hard 
and  dense,  weighing,  in  its  natural  damp  state,  about  150 
lb.  per  cu.  ft.;  it  resists  infiltration  of  ground-water. 

Construction  began  with  the  heel  block,  which  took 
the  form  of  an  open  cellular  caisson  with  its  outer  walls 
poured  directly  in  contact  with  undisturbed  ground. 
Figure  9  shows  the  excavation  with  unsupported  sides, 
for  the  first  18  ft.;  it  will  be  noted  that  pneumatic 
spades  were  needed  to  cut  the  material.  When  excava- 
tion had  reached  a  depth  of  24  ft.,  the  caisson  walls 


were  poured  for  that  depth,  after  which  excavation  con- 
tinued and  the  walls  were  extended  downwards  by  succes- 
sive 8-ft.  pours.  Before  the  8-ft.  sealing-slab  at  the  base 
of  the  heel  block  was  laid,  4-in.  open-jointed  tile  drains 
were  laid  in  a  bed  of  crushed  stone  around  its  perimeter, 
and  connected  with  an  8-in.  cast-iron  pipe  leading  to  an 
outfall  some  150  ft.  away.  In  view  of  the  impervious  nature 
of  the  foundation,  such  drainage  was  deemed  expedient  to 
obviate  the  possibility  of  any  hydrostatic  uplift  on  the 
pier,  and  of  any  diminution  of  the  friction  coefficient  due 
to  lubrication. 

The  concrete  of  the  caisson  walls  (seen  in  Fig.  10)  and 
base  slab  is  identified  in  Fig.  8  as  concrete  "A,"  and  its 
placing  was  followed  by  the  filling  of  the  middle  well 
(and  small  parts  of  the  outer  wells)  of  the  caisson  with 
concrete  "  B."  The  two  outer  wells,  which  are  shaped  to 
accommodate  the  splayed  anchorage  forgings,  remained 
open  to  receive  that  steel  at  a  later  date,  suitable  openings 
for  its  admission  being  left  in  the  north  walls.  Excavation 
for  the  bifurcated  frontal  mass  of  the  pier  then  proceeded, 
the  same  policy  of  maintaining  the  ground  undisturbed 
being  followed.  After  the  concrete  "  C  "  of  this  part  of  the 
pier  had  been  placed,  the  cable  anchorage  steel  was  posi- 
tioned in  the  outer  wells,  and  incorporated  into  the  pier 
inside  the  wedge-shaped  concrete  masses  "  E."  The  junc- 
tion of  this  concrete  with  earlier  pours  was  reinforced,  in 
common  with  all  other  important  bonding  planes,  by 
heavy  dowels.  Attention  was  then  turned  to  the  building 
of  the  pedestal  block  in  front  of  the  anchor  pier  proper. 
This,  although  in  contact  with  the  pier,  is  an  independent 
structure,  kept  separate  on  account  of  possible  differences 
in  settlement  due  to  its  special  loading  conditions.  Since 
the  hillside  falls  away  at  the  northeast  corner  of  the  site, 
the  eastern  side  of  the  pedestal  footing  (concrete  "  D  ") 
was  made  correspondingly  deeper  than  the  western,  and 
a  quantity  of  backfill  was  placed  about  the  footing.  It 
may  be  noted  here  that  the  first  intention  (when  the  only 
data  available  was  that  from  wash-borings)  had  been  to 
provide  added  resistance  to  sliding  by  means  of  raking 
steel  piles.   In  view  of  the  actual  soil  conditions,  however, 


PLAN  3£LOH 
noor  SLAB. 


Fig.  8 — South  anchor-pier. 


THE  ENGINEERING  JOURNAL     April,  1942 


215 


Fig.  9 — South  anchor-pier:  excavation  in  stiff  clay. 


Fig. 


10 — South   anchor-pier:  completed   walls  of 
heel-block. 


it  was  considered  advisable  to  abandon  the  piling,  and 
rather  to  preserve  the  foundation  clay  undisturbed.  At 
the  same  time  it  became  evident  that  the  tougher  nature 
of  the  soil  (in  conjunction  with  the  absence  of  hydraulic 
effects  from  tidal  water)  would  allow  of  the  use  of  a  light- 
er and  more  compact  structure  than  that  necessary  on  the 
north  shore. 

The  front  pedestal  completed,  the  anchorage  remained 
in  its  unfinished  state,  with  the  cable  chambers  exposed, 
until  the  cable  assembly  was  sufficiently  advanced  to  ad- 
mit of  the  placing  of  concrete  "  F  "  behind  the  anchor 
buttons,  followed  by  the  roof  slab  "  H  "  and  the  stairway 
treads  "  G."  The  resulting  enclosed  inspection  chambers 
were  found  to  be  extremely  damp  during  the  winter 
months,  owing  to  condensation,  and  fans  and  heaters  were 
therefore  installed. 

When  the  "  structural  "  part  of  the  pier  had  been  thus 
finished,  the  deck  slab  and  plaza  features  (see  Fig.  11) 
were  taken  in  hand.  These  latter  are  identical  in  form  on 
either  side  of  the  roadway,  and  are  briefly  described  as 
follows.  At  the  north  end  of  the  anchorage,  the  main  ca- 
bles each  enter  (through  a  battered  front  wall)  into  a  low 
box-like  structure  which  is  built-on  to  a  small  building 
known  as  the  "  access-house,"  since  it  provides  a  means 
of  communication  with  the  inspection  chamber  that 
houses  the  splayed  strands.  The  west  access  house  is 
provided  with  toilet  accommodation,  and  either  house  is 
available  for  use  by  toll-keepers  when  pedestrian  tolls 
are  taken  at  this  end  of  the  bridge.  Towards  the  heel  of 
the  caisson  are  two  ornamental  pylons,  giving  architec- 
tural emphasis  to  the  entrance  to  the  bridge  proper.  These 
are  two-storey  structures  (the  spaces  within  being  used 
for  electrical  equipment  and  tool  storage),  10  ft.  by  15  ft. 


at  the  base  and  26  ft.  high;  and  at  the  top  of  each  is  set 
a  specially-designed  beacon  or  cresset,  illuminated  at 
night  with  a  soft  amber  glow  by  means  of  concealed  neon 
tubing.  Connecting  each  pylon  with  the  corresponding 
access  house  is  a  screen  wall  8  ft.  high,  pierced  with  four 
window-like  spaces  to  break  the  monotony  of  its  30-ft. 
length.  Finally,  close  against  the  south  walls  of  the  pylons 
are  two  massive  concrete  lions,  couchant  on  low  pedestals, 
facing  southwards  into  Stanley  Park  along  the  new  ap- 
proach road.  A  feature  of  the  architectural  work  is  the 
effective  rough  finish  achieved  by  bush-hammering  the 
major  wall  areas  to  a  depth  of  about  a/4  in.,  thereby  giv- 
ing the  work  a  texture  more  in  harmony  with  the  natural 
surroundings.  The  lions  (which  were  pre-cast  near  the 
site  in  carefully-prepared  plaster  molds,  using  a  high- 
cement  mix  with  graded  granite  chippings  of  small  size) 
received  a  surface  treatment  of  strong  hydrochloric  acid, 
which  had  the  satisfactory  result  of  exposing  the  granite 
aggregate  in  the  similitude  of  natural  stone. 

After  completion  of  the  bridge,  the  cutting  and  fill  were 
neatly  graded,  and,  under  the  direction  of  the  Parks 
Board,  planted  with  grass  and  ornamental  shrubbery:  so 
that  the  entrance  to  the  bridge  now  constitutes  one  of  the 
formal  beauty  spots  of  Stanley  Park. 

The  south  anchorage  is  90  ft.  in  length  (or  124  ft.  in- 
clusive of  the  front  pedestal-block)  with  a  width  of  74 
ft.  at  the  heel  and  narrowing  to  the  pedestal  width  of  45% 
ft.  in  front.  Some  7,290  cu.  yds.  of  concrete  are  comprised 
in  the  structure,  and  its  total  weight,  including  the  rein- 
forcing steel  (114  kips)  and  the  bedded  parts  of  the  ca- 
ble anchorage  (133  kips)  is  about  15,080  tons. 

In  reference  to  the  stability  of  the  pier,  sliding  due  to 
the  horizontal  part  of  the  cable  pull  is  resisted  by  the 
horizontal  friction  developed  between  the  concrete  and  the 
clay  foundation;  and  by  positive  horizontal  bearing  on 
the  front  pedestal,  the  battered  sides  of  the  bifurcated 
main  structure  and  of  the  heel  block,  and  the  vertical 
northern  face  of  the  heel  block.  Assuming  a  coefficient  of 
friction  of  40  per  cent,  the  resistance  to  sliding  developed 
over  the  base  areas  only  is  just  greater  than  the  horizont- 
al component  of  the  cable  pull;  but  when  horizontal  bear- 
ing is  taken  into  account  the  factor  of  safety  becomes 
about  1.5.  The  maximum  toe  pressure  of  the  pier  (occur- 
ring under  the  greatest  cable  pull)  amounts  to  4.62  kips 
per  sq.  ft.  At  the  rear  of  the  heel  block,  the  greatest  pres- 
sure took  place  during  construction,  before  the  cables 
had  been  assembled,  and  amounted  to  6.51  kips  per  sq. 
ft.  Under  working  conditions  the  heel  pressure  does  not 
exceed  4.42  kips  per  sq.  ft. 

Work  on  the  anchorage  was  commenced  on  April  29th, 


Photo  Leonard  Frank;  A.R.P.S. 

Fig.  11 — South  plaza  and  general  view  from  south. 


216 


April,  1942     THE  ENGINEERING  JOURNAL 


SIDE     ELEVAmors 
Fig.  12 — North  main  pier. 


Section  BS      Half  end.elev. 


1937,  the  excavation  proper  starting  on  July  19th  of  the 
same  year,  but  the  last  details  of  the  plaza  were  not  com- 
pleted until  the  end  of  January  1939,  some  three  months 
after  the  opening  of  the  bridge  to  traffic.  Concrete  for  the 
main  part  of  the  pier  was  hauled  from  the  mixing  plant 
on  an  inclined  railway  which  passed  underground  through 
the  bluff  at  the  lower  part  of  the  hillside.  Later  concrete, 
for  the  road  slab  and  buildings,  was  brought  ready-mixed 
from  Vancouver.  As  for  other  parts  of  the  substructure, 
a  dry  mix  was  always  used,  and  vibrated  into  place.  All 
concrete  for  the  south  anchorage  was  required  to  yield  a 
strength  of  2,500  pounds  per  sq.  in.  at  28  days. 

North  Main  Pier 

The  pier  which  carries  the  north  main  tower  is  situated 
on  shore,  above  the  level  of  all  but  high  tides.  The 
ground  of  the  north  shore  is  formed  of  a  hard-packed 
coarse  wet  gravel,  laid  down  as  a  deltaic  deposit  by  the 
Capilano  River.  This  gravel  extends  to  a  considerable 
depth,  overlaying  the  sandstone  on  which  the  south  main 
pier  rests  by  about  300  ft.,  as  is  evidenced  by  borings 
made  at  the  time  of  construction  of  Greater  Vancouver 
Water  District's  pressure-tunnel  under  First  Narrows. 
The  depth  and  size  of  this  pier  were  influenced  by  the 
extremely  remote  possibility  that  the  gravel  on  its  south 
side  may  be  dredged  away  to  Elevation  50  in  an  endeav- 
our to  extend  the  navigable  channel.  As  the  site  is  at 
present,  scour  is  non-existent,  and  the  pier  is  considerably 
deeper  and  heavier  than  is  necessary  for  stability. 


The  pier  footing  consists  of  an  open  cellular  caisson 
with  outside  dimensions  of  48  ft.  and  117  ft.  (Fig.  12), 
the  shape  being  adopted  in  view  of  the  possible  future 
dredging.  The  steel  cutting-edges  (forming  the  toes  of  the 
walls  and  the  partitions,  all  of  which  are  4  ft.  thick) 
were  assembled  on  the  site  after  this  had  been  levelled- 
off  at  Elevation  92.5;  and  sinking  of  the  caisson  was  be- 
gun as  soon  as  the  reinforced  concrete  incorporating  the 
cutting-edges  had  been  poured  to  a  height  of  7%  ft-  The 
sinking  process  consisted  of  alternately  dredging  inside 
the  pockets  (by  orange-peel  buckets  operated  by  two 
derricks  mounted  on  piles)  and  building-up  the  walls 
(see  Fig.  13)  until  the  cutting-edge  had  penetrated  to 
the  designed  level  at  Elevation  20.  A  temporary  timber 
cofferdam  was  built  on  to  the  top  of  the  peripheral  wall 
for  use  during  the  last  stages  of  sinking  and  for  construc- 
tion of  the  pier-shafts  in  the  dry. 

The  caisson  followed  the  excavation  under  its  own 
weight  for  the  first  50  ft.,  after  which  sinking  was  ac- 
complished almost  entirely  by  excavating  below  the  cut- 
ting-edges and  then  destroying  the  skin-friction  by  the 
explosion  of  light  charges  inside  the  dredging-pockets,  a 
total  of  about  200  lb.  of  40-per-cent  dynamite  being  used 
for  this  purpose.  As  a  matter  of  incidental  record,  the 
skin  friction  when  the  caisson  was  within  a  few  inches 
of  its  final  set  and  entirely  unsupported  by  the  cutting- 
edges  was  computed  to  be  about  450  lb.  per  sq.  ft.  ;  though 
there  is  no  evidence  that  this  friction  would  have  main- 
tained the  pier  in  its  otherwise  unsupported  condition  in- 


THE  ENGINEERING  JOURNAL     April,  1942 


217 


Fig.  13 — North  main  pier;  ready  for  wall-concrete 

definitely.  The  sinking  of  the  eaisson  occupied  a  period 
of  three  months  (August  to  November  1937  ) ,  at  the  end 
of  which  the  cells  were  backfilled  and  concreted  as  shown 
in  Fig.  12.  The  operation  took  place  without  incident  be- 
yond the  appearance  of  several  vertical  hair-cracks  at  the 
top  of  the  7Vi>-ft.  wall,  at  the  first  sinking.  This  condition 
was  rectifiied  by  the  placing  of  extra  longitudinal  wall 
reinforcement  at  the  bottom  of  the  adjoining  pour.  The 
level  of  the  caisson  was  readily  maintained  by  regulation 
of  the  sequence  of  excavation  of  the  various  pockets  in 
accordance  with  circumstances. 

Upon  unwatering  the  timber  cofferdam,  it  was  found 
that  the  upper  6-ft.  rim  of  the  caisson  had  cracked  in  a 
number  of  places.  This  top  part  of  the  wall,  in  order  to  ac- 
commodate a  solid  6-ft.  capping  slab,  was  thinner  than 
the  main  wall  below  and  was  unsupported  by  the  cross- 
walls;  and,  since  the  cracking  did  not  extend  into  the 
main  wall,  it  was  not  considered  to  be  of  significance. 
The  cracks  were  repaired  by  sealing  on  the  inside  with 
quick-setting  cement,  and  the  pier  footing  was  completed 
by  the  pouring  of  the  6-ft.  slab  over  all  the  pockets,  its 
top  surface  being  at  Elevation  80.25. 

The  pier  shafts  differ  from  the  south  ones  only  in  that 
they  extend  3  ft.  deeper  and  in  that  the  ashlar  facing, 
serving  no  useful  purpose  below  shore  level,  is  disconti- 
nued immediately  below  that  elevation.  The  elevation  of 
the  precisely-dressed  caps  is  117.5. 

Two  strengths  of  concrete  were  specified.  That  for  the 
cutting-edges,  for  the  top  slab  of  the  footing,  and  for  all 
work  above  the  footing  was  required  to  develop  a  strength 
of  3,000  lb.  per  sq.  in.  at  28  days;  while  2,500-lb.  con- 
crete was  used  for  the  caisson  walls  and  for  backfilling 
in  the  pockets.  In  order  to  expedite  the  work  towards  the 
end,  the  pier  shafts  were  capped,  as  on  the  south  main 
pier,  with  concrete  containing  high-early-strength  ce- 
ment. Slumps  varied  from  l}/2  in.  for  the  shaft-tops  to 
2^/2  in.  for  the  wall  concrete  and  as  much  as  6  in.  where 
the  concrete  had  to  be  worked  into  the  steel  of  the  cut- 
ting-edges. Concrete  was  supplied  from  a  mixing-plant 
(equipped  with  two  one-yd.  mixers  with  weighing-batchers 
and  a  controlled  water  supply)  built  nearby,  and  all 
material  was  placed  by  two  timber  derricks  erected 
immediately  north  and  south  of  the  site. 

Work  went  forward  simultaneously  with  that  on  the 
south  side,  being  started  on  April  9th,  1937  with  the  con- 
struction of  plant.  Erection  of  the  cutting-edge  began  on 
July  5th,  and  the  pier  was  finished  on  February  25th,  1938. 

Bearing-pressure  under  the  pier  was  at  first  concentrat- 
ed  largely    on    the   cutting-edges.   As   settlement   occurs, 


218 


however,  owing  to  the  compressibility  of  the  backfill  un- 
der the  concrete  plugs  of  the  excavation  chambers,  the 
variable  pressures  at  the  level  of  the  cutting-edge  will 
tend  to  reduce  to  a  general  average  load  over  the  whole 
base  plane;  while  simultaneously  the  bearing  pressures 
underneath  the  concrete  plugs  of  the  dredging  chambers 
will  increase  from  a  small  initial  quantity  to  their  final 
value  (which  depends  on  the  elevations  of  the  plugs  above 
the  bottom  of  the  footing). 

From  experience  of  this  same  gravel-bed  at  Second 
Narrows  Bridge,  six  miles  further  up  the  Inlet,  the  engi- 
neers anticipated  that,  during  the  above-described  adjust- 
ments of  bearing  pressures,  the  pier  would  settle  approx- 
imately l1/!  in.  over  a  period  of  two  or  three  years,  and 
that  the  greater  part  of  this  settlement  would  occur  dur- 
ing the  superstructure  erection.  The  pier  top  was  therefore 
dressed  to  an  elevation  higher  than  the  theoretical  by 
that  amount.  In  Fig.  14  the  progress  of  the  settlement  over 
the  first  year  has  been  plotted.  Subsequent  indications 
are  that  the  settlement,  though  rather  more  than  was  ex- 
pected, is  tapering  off  satisfactorily. 

Figures  for  the  final  average  pressure  are  as  follows, 
the  conditions  for  maximum  effect  (i.e.  low  water  and 
greatest  superstructure  load)  being  taken.  Loads  are  stat- 
ed in  kips. 

Pier: 

Cutting-edge  90,  Rein- 
forcing steel  270...  360kip> 

Concrete    41,200 

Gravel  backfill  (wet)  in 
pockets  (122  lb./cu. 
ft.)    10,760 

Gravel    backfill    around 

pedestals   4,840 

Granite     facing     (170 

lb./cu.  ft.)    2,340 


Superstructure 

(D.C.T.  as  for  south  main  pier) 


59,500  kips 
11,670 


Total 71,170  kips 

Less:  Resistance  from  skin 
friction  (on  footing 
only)  at  400  lb./sq. 

ft.  ' 6,990 

Buoyancy  at  low  water     19,980  26.970 

Net  total   44,200  kips 


otc.      jam      *fs.     ***m 


- 

//T 

.ISO 

\ 

s 

il 

&MA 

or 

- 

£» 

fcri 

pN    O 

f    SU 

f>£R& 

TJTt/C 

TUR£ 

Fig.  14 — North  main  pier:  progress  of  settlement. 

April.  1942    THE  ENGINEERING  JOURNAL 


15 — North  anchor-pier 


The  base  area  of  the  caisson  being  4,936  sq.  ft.,  this 
jives  an  average  bearing  pressure  over  the  horizontal 
)lane  at  Elevation  20  of  9.0  kips  per  sq.  ft. 

At  the  same  time,  the  natural  pressure  of  the  gravel 
m  the  same  plane  is  made  up  as  follows,  figures  being 
n  pounds  per  square  foot. 


From  11  ft.  of  "  dry  "  gravel  above  low 
water  level,  11  x  100 

From  64  ft.  of  wet  gravel  (with  approxi- 
mately 40%  voids)  below  low  water 
level,  with  allowance  for  buoyancy  of 
same,  64  (122  -  64)    


=  1,100 


=  3,712 


4,812 


The  ultimate  "  punching  "  pressure  over  the  area  of  the 
Dase  plane  is  thus  4.2  kips  per  sq.  ft. 

North  Anchorage 

Conditions  on  the  north  shore,  together  with  the  fact 
;hat  a  large  structure  above  ground  would  not  be  object- 
onable  (there  being  no  prospect  of  any  development  of 
;he  low-lying  marshy  terrain  of  the  delta)  led  to  the 
îhoice  of  a  simple  gravity-type  of  anchor-block  at  this 
md.  The  pier  is  positioned  so  that  it  is  utilised  to  support 
ane  of  the  viaduct  towers  (thus  reducing  the  tonnage  of 
steel  in  the  viaduct  and  also  employing  some  of  its  weight 
is  kentledge) ,  while  at  the  same  time  the  slope  of  the 
backstay  of  the  main  cable  is  very  close  to  the  optimum 
for  economy.  The  pier  is  shown  in  Fig.  15. 

Basically,  the  pier  consists  of  a  heavy  concrete  box 
containing  an  anchorage  for  the  main  cables  together 
with  suitable  inspection  chambers  and  means  of  access. 
The  pedestals  for  two  of  the  viaduct  bents,  and  also  a 
sub-station  whence  the  electric  supply  for  the  bridge  is 
distributed,  are  carried  on  the  flat  roof,  which  is  surround- 
sd  by  an  ornamental  parapet  wall  4  ft.  high.  The  exterior 
of  the  pier  is  treated  architecturally   (see  Fig.  16),  the 


dominating  features  being  the  provi- 
sion of  a  pronounced  set-back  in 
each  side  wall  normal  to  the  direc- 
tion of  the  cable,  and  the  interrup- 
tion of  the  large  vertical  concrete 
faces  with  horizontal  rustications. 
The  tops  of  the  parapet  walls  have 
a  fhtted  finish,  pre-cast  gargoyles 
are  provided  to  throw  the  roof  drain- 
age clear  of  the  walls,  and  arched 
niches  are  employed  at  the  points  of 
egress  of  the  cables.  Access  to  the 
pier  is  provided  by  a  door  at  the  bot- 
tom of  the  front  face,  and  a  stair 
connects  with  the  cable-inspection 
chambers  and  with  the  pent-house 
sub-station,  where  a  door  leads  out 
onto  the  roof.  Communication  with 
the  viaduct  deck  may  be  made  by  a 
ladder  running  up  the  side  of  one  of 
the  bents.  The  inspection  chambers 
are  ventilated  by  concrete  grilles  set 
low  down  in  the  side  walls. 

At  the  rear  of  the  pier,  and  extend- 
ing over  the  full  78-ft.  width  of  the 
structure,  is  a  heel  block  30  ft.  wide 
and  sunk  24  ft.  deeper  than  the  gen- 
eral base  of  the  "  box."  This  was  pro- 
vided in  order  to  concentrate  dead 
weight  where  it  is  needed,  and  also 
to  present  a  positive  resistance  to 
sliding.  Construction  began  with  the  laying-down  of 
the  cutting  edge  of  a  four-pocket  open  caisson  for  the 
heel  block.  The  steel-shod  shoes  were  filled  with  3,000-lb. 
concrete,  while  2,500-lb.  concrete  was  used  for  the  caisson 
walls  (denoted  by  the  letter  "A"  in  the  figure)  and  for  all 
other  work  in  this  pier.  No  difficulty  was  encountered  in 
sinking  the  caisson,  after  which  the  cells  (the  walls  hav- 
ing been  roughened  to  provide  maximum  bond)  were  seal- 
ed with  tremie-concrete  to  a  depth  of  12  ft.  and  built  up 
to  the  shape  denoted  by  "  B."  Excavation  for  the  base  slab 
in  front  of  the  heel  then  went  forward  and  this  slab  "  C  " 
was  the  next  to  be  poured.  The  outside  walls  "  D  "  were 
then  built  to  a  construction  plane  at  Elevation  115.67, 
after  which  the  large  mass  of  concrete  "  D,  "  was  deposit- 
ed, leaving  cavities  for  the  wedge-shaped  masses  incor- 
porating the  anchorage-steel.  Then  followed  walls  "  E  " 
to  the  elevation  of  the  bottom  of  the  roof-slab,  and  the 
remaining  mass-concrete  "E1}"  around  the  anchor  cavi- 
ties. At  this  stage,  the  superstructure  contractor  assem- 
bled the  cable  anchorages,  which  were  then  concreted  in: 
the  anchor  masses  "F"  each  contain  about  670  cu.  yd.  of 
concrete.  Pedestals  for  the  viaduct  were  then  built,  those 
for  Bent  3  being  carried  on  shallow  concrete  beams  over 
the  cable  chambers.  During  the  building  of  the  pier,  all 
construction  joints  were  thoroughly   cleaned  of  laitance 


Fig.  16 — North  anchor-pier 


THE  ENGINEERING  JOURNAL     April,  1942 


219 


and  roughened,  important  bonding  surfaces  being  heavily 
reinforced.  Vertical  wall  joints  were  sealed  with  copper 
water  stops. 

The  pier  remained  in  the  unfinished  state  described  (i.e. 
with  the  roof  slab  and  parapet  walls  and  the  upper  part 
of  the  front  wall  missing:  see  Fig.  17)  during  the  as- 
sembly of  the  main  cables,  the,  anchorage  chambers  being 
open  to  facilitate  unreeling  of  the  strands  and  assembly 
of  the  sockets. 

After  the  cables  had  taken  up  their  final  normal  posi- 
tion and  the  backstays  had  been  wrapped,  construction 
was  completed  with  concrete  work  "  J,"  which  comprises 
the  waterproofed  roof  slab,  parapets,  the  concrete  around 
the  cable  entrances,  the  sub-station,  and  the  stairways. 
The  ground  around  the  pier  was  backfilled  to  Elevation 
102.5. 

Calculations  concerning  stability  were  made  for  all 
stages  of  construction,  the  pours  of  concrete  being  so  ar- 
ranged chronologically  as  to  obviate  the  occurrence  of 
unduly  large  bearing  pressures  and  dangerous  sliding  con- 
ditions. Sliding  resistance  was  computed  separately  for 
the  two  horizontal  bottom  surfaces,  for  the  vertical  front 
of  the  heel  block,  and  for  the  inclined  base  of  the  central 
slab,  the  angle  of  friction  of  the  gravel  being  taken  as 
tan-1 .40.  The  greatest  tendency  to  sliding  occurs  at  high 
tide,  with  lateral  wind  (but  no  live  load)  on  the  approach 
bents  and  with  maximum  cable  pull,  and  for  this  condi- 
tion the  horizontal  component  of  cable  tension  is  11,556 
kips,  while  the  resistance  of  the  pier  to  sliding  is  computed 
as  24,902  kips.  The  maximum  toe  pressure  under  the  pier 
occurs  also  with  the  greatest  cable  pull,  but  at  low  tide  and 
with  both  live  load  and  wind  on  the  viaduct,  and  is  6.08 
kips  per  sq.  ft.  The  maximum  under  the  rear  edge  of  the 
heel  caisson  took  place  during  construction,  immediately 
before  assembly  of  the  cables,  and  amounted  to  7.65  kips 
per  sq.  ft.  Under  working  conditions  the  heel  pressure 
does  not  exceed  5.40  kips  per  sq.  ft. 

The  amount  of  concrete  in  the  pier  is  about  9,780  cu. 
yd.;  and  its  total  weight,  including  cutting-edge  (13  kips), 
reinforcing  steel  (219  kips) ,  and  cable  anchorage  assem- 
bly (134  kips) ,  but  not  including  the  electrical  substation 
and  equipment,  amounts  to  approximately  20,250  tons. 

Construction  of  the  pier  began  on  July  6th,  1937,  and 


Fig.  17 — North  anchor-pier£ready  for  erection  of  cables. 


Fig.  18 — Pedestals  for  north  viaduct. 

it  was  ready  to  receive  the  anchorage  steel  in  November 
of  that  year.  The  final  pour  of  concrete  was  made  on  No- 
vember 4th,  1938.  All  concrete  was  supplied  from  the 
mixing-plant  near  the  main  pier. 

Viaduct  Substructure 

The  girder-spans  of  the  north  viaduct  are  supported 
(see  Fig.  2)  on  24  steel  bents,  a  concrete  abutment  at  the 
north  end,  and  the  cable  bent  at  the  end  of  the  side-span. 
There  are  twenty-five  pairs  of  concrete  pedestals,  those 
which  carry  Bents  3  and  4  forming  part  of  the  anchorage 
pier,  and  the  remaining  46  being  founded  on  the  gravel 
formation  that  has  already  been  described.  The  pedestals 
have  appropriate  spread  footings  which  are  taken  to  a 
depth  that  depended  on  the  local  conditions  in  each  in- 
stance. For  the  footings,  2,000-lb.  concrete  was  specified, 
and  2,500-lb.  concrete  for  the  shafts.  The  maximum  bear- 
ing pressure  does  not  exceed  2.6  tons  per  sq.  ft.  except  in 
the  cases  of  the  most  northerly  bent  (where,  owing  to  the 
stiffness  of  the  short  column,  the  pressure  may  attain  an 
extreme  value  of  3.7  tons  per  sq.  ft.)  and  of  the  heavy 
cable  bent  (where  cable  pull  and  side-winds  render  5.6 
tons  per  sq.  ft.  possible,  under  the  deeper  western  foot- 
ing) .  Anchor-bolts  for  the  steel  were  set  into  the  concrete, 
but  the  bearing  surface  of  the  pedestal  was  not  dressed 
to  elevation  except  for  a  small  central  area.  On  either 
side  of  this  bush-hammered  portion  were  left  6-in.  re- 
cesses that  were  grouted  up  to  the  base  plates  after  the 
bents  had  been  plumbed.  In  the  way  of  aesthetic  treat- 
ment, the  sides  of  the  pedestals  are  battered  at  a  slope 
of  1  in  16,  and  the  upper  8  in.  of  the  sides  are  set  back  3 
in.,  the  8-in.  face  being  painted  with  black  asphaltic 
paint.  A  general  view  of  the  viaduct  pedestals  is  to  be 
seen  in  Fig.  18. 

The  abutment,  at  the  south  end  of  the  embankment, 
consists  of  a  base  slab  57  ft.  by  20  ft.  and  3  ft.  thick,  on 
which  are  carried  four  columns  in  the  form  of  longitudin- 
al counterforts  (Fig.  19) .  The  two  principal  coulmns  at  22- 
ft.  centres  support  the  bridge  seats,  and  the  two  outer 
columns  at  50-ft.  centres  support  the  ends  of  the  breast 


220 


April,  1942     THE  ENGINEERING  JOURNAL 


Fig.  19 — Open  abutment  at  north  end  of  viaduct. 

wall.  This  vertical  wall  is  18  in.  thick  and  12  ft.  deep, 
suitably  reinforced,  and  serves  to  retain  the  fill  above  a 
point  about  2  ft.  below  the  elevation  of  the  bridge-seats, 
the  remaining  depth  of  the  fill  being  allowed  to  spill 
around  and  through  the  abutment:  the  top  of  the  wall 
is  shaped  to  the  profile  of  the  roadway.  The  height  of  the 
abutment  from  grade  to  footing  is  about  40  ft.,  this  figure 
deriving  from  study  of  the  comparative  costs  of  embank- 
ment and  steelwork,  and  of  the  permissible  weight  and 
lateral  extent  of  the  former. 

About  3,400  cu.  yd.  of  concrete  were  required  for  the 
pedestals  and  abutment.  This  part  of  the  job,  including 
excavation,  proceeded  concurrently  with  that  of  the  re- 
mainder of  the  substructure,  being  started  in  April  1937 
and  completed  in  time  to  receive  the  steelwork  in  No- 
vember of  the  same  year.  No  frost 
was  experienced  during  construction 
or  in  the  period  of  curing.  Concrete 
was  supplied  from  the  mixer  at  the 
north  main  pier,  and  distributed  by 
truck. 

North  Embankment 

As  may  be  seen  from  Fig.  2,  the 
length  of  the  main  embankment, 
extending  from  the  end  of  steel  to 
the  south  abutment  of  the  Marine 
Drive  overpass,  is  approximately 
1.000  ft. 

For  descriptive  purposes,  it  may 
conveniently  be  divided  into  three 
parts.  Over  the  first  section,  extend- 
ing some  340  ft.  northward,  the  road- 
way continues  downward  at  the 
grade  of  the  viaduct,  and  retains  its 
normal  37-ft.  overall  width.  The 
next  section,  extending  (with  a 
length  of  400  ft.)  as  far  as  the  div- 
ision of  the  road  into  the  three  traf- 
fic ways  comprising  the  junction 
with  Marine  Drive,  carries  the  eight- 
lane  toll-collection  plaza.  A  100-ft. 
vertical  curve  reduces  the  gradient 
to  0.25  per  cent  and,  in  a  distance  of 
220  ft,,  the  roadway  widens  to  the 
full  plaza  width  of  109  ft.  between 
kerbs,  this  width  being  maintained  for  the  remaining  180 
ft.  of  the  section  (see  Fig.  20) .  Drainage  over  the  plaza 
is  effected  by  a  four-inch  parabolic  roadway  crown,*  assist- 
ed by  the  slight  longitudinal  gradient;  catch-basins  and 

This  4-in.  parabolic  crown  has  proved  insufficient,  the  crest  of  the 
road  being  too  flat  for  efficient  drainage. 


drains  are  provided.  The  toll  station  itself  (Fig.21)  con- 
sists of  three  double-lane  toll  booths,  and  one  single-lane 
booth  on  the  west  side  of  the  road.  On  the  east  §ide  stands 
the  administration  building  which,  together  with  its  garage 
accommodation,  covers  an  area  of  31  ft.  by  82  ft.  The  three 
main  toll  booths  each  consist  of  a  small  enclosed,  heated, 
concrete  building  mounted  on  a  concrete  "  island  "  47  ft. 
long  and  9  ft.  in  maixmum  width,  tapering  nearly  to  a 
point  at  each  end,  where  a  concrete  protection  post  is  set 
up.  The  kerbs  of  these  islands  are  four  inches  high  for  the 
greater  part  of  their  length,  but  increase  in  height  towards 
the  ends  to  give  protection  to  the  booths  proper.  The  two 
traffic  ways  between  the  main  booths  are  sheltered  by  a 
common  canopy  of  concrete;  but  the  outer  ones,  in  order 
to  admit  high  truck  loads,  are  uncovered. 

A  covered  service-trench  (for  electrical  conduits,  steam 
pipes,  etc.)  connects  the  series  of  booths  with  the  admin- 
istration building;  and  cavities,  covered  by  removable 
slabs,  have  been  left  in  the  roadway  to  permit  of  the  fu- 
ture installation  of  electro-mechanical  traffic-registering 
gear  should  the  use  of  such  become  advisable.  The  admin- 
istration building  is  equipped  with  water  supply,  and  a 
septic  tank  is  provided  for  disposal  of  the  sewage  effluent. 

The  third  section  of  the  fill  consists  of  foundations  for 
three  diverging  roadways.  The  westerly  side-road,  form- 
ing the  inlet  from  West  Vancouver  and  the  popular 
Whitecliff  highway,  is  24  ft.  in  width.  That  on  the  east 
side,  being  the  comparatively  little-used  outlet  towards 
North  Vancouver,  is  13  ft.  wide  as  built,  but  may  be 
broadened  in  case  of  necessity.  These  two  outer  roads 
lead  directly  into  Marine  Drive  on  gentle  downward 
gradients.  The  central  road,  leading  from  the  plaza  on  an 
up-grade  of  3.6  per  cent,  is  24  ft.  wide,  accommodating 
traffic  both  from  the  east  (North  Vancouver)  and  to  the 


Fig.  20— Plaza 
and  grade  separ- 
ation at  north 
end  of  bridge. 


west.  Traversing  Marine  Drive  by  a  40-ft.  rigid-frame 
concrete  overbridge,  this  road  veers  to  the  east,  and,  des- 
cending on  a  gravel  fill,  divides  into  two  single-lane  tri- 
butaries. 

For   construction   of  the   embankments,   gravel   fill   of 
excellent  quality  was  readily  obtainable  close  at  hand. 


THE  ENGINEERING  JOURNAL     April,  1942 


221 


An  extensive  borrow  pit  was  formed  to  the  east  of  the 
right-of-way,  on  the  Capilano  Indian  Reserve,  suitable 
material  being  available  after  clearing  the  land  and  re- 
moving some  18  inches  of  top-soil.  Although  the  original 
specifications  contemplated  a  programme  of  heavy  rolling 
to  consolidate  the  fill  as  it  was  placed,  it  was  found  that, 
provided  the  gravel  were  spread  in  thin  layers,  consolida- 
tion was  adequately  secured  by  the  heavy  traffic  incident- 
al to  construction.  The  gravel,  which  is  naturally  graded 
from  a  sandy  soil  to  boulders  of  8  or  9  in.  in  diameter, 
bedded  down  very  rapidly  and  formed  an  extremely  dense, 
solid  and  stable  embankment,  practically  impervious  to 
water.  The  side-slopes  throughout  were  finished  to  a  bat- 
ter of  1%  to  1,  and  the  berm- width  varies  from  2  to  3  ft. 
The  total  amount  of  fill  placed  by  the  contractor  was 
110,400  cu.  yd.,  of  which  45,200  cu.  yd.  represented  addi- 
tional work  involved  in  the  Marine  Drive  grade  separa- 
tion. Consolidation  of  this  latter  fill  (placed  only  a  few 
weeks  prior  to  the  opening  of  the  bridge)  was  expedited 
by  jetting  with  water  as  it  was  dumped.  The  total  unit 
cost,  per  cu.  yd.  in  place,  including  preliminary  clearing, 
did  not  exceed  30  cents. 


^gugMMgHMM* 


Fig.  21 — North  plaza,  toll-booths,  and  administration  building. 

The  original  intention  of  the  engineers  had  been  to  pro- 
vide a  temporary  pavement  on  the  embankment,  to  be 
replaced  permanently  after  a  suitable  period  of  consolida- 
tion of  the  sub-grade  by  traffic  and  weathering.  In  view. 
however,  of  the  remarkably  solid  nature  of  the  fill,  deci- 
sion was  made  to  proceed  at  once  with  the  construction 
of  a  rigid  slab  over  the  main  embankment  from  the  end 
of  steel  as  far  as  the  division  of  the  roadway.  It  was 
further  decided  to  use  the  type  of  pavement  known  as 
"  cement-bound  macadam,"  since  the  prospects  were  that 
this  could  be  placed  more  expeditiously  and  economically* 

*Owing  to  the  limited  extent  of  the  paved  area,  and  also  because  of 
the  contractor's  lack  of  experience  with  this  type  of  pavement,  it  is 
doubtful  whether  any  saving  was  actually  effected  in  time  or  money. 


than  a  regular  concrete  slab,  while  at  the  same  time  being 
of  equal  wearing-quality.  An  asphaltic  pavement  was, 
however,  employed  for  the  three  roads  of  the  Marine 
Drive  junction. 

Cement-bound  macadam  consists  (to  quote  from  the 
engineers'  specifications**),  of  "a  layer  of  coarse  aggre- 
gate over  which  is  poured  a  Portland  cement  grout  of 
such  fluidity  that  it  will  immediately  flow  through  and 
completely  fill  the  voids  ";  and  the  following  is  an  out- 
line of  the  method  used  in  the  construction. 

Combined  kerb-and-gutter-sections  were  first  construct- 
ed of  plain  concrete,  reinforced  only  by  a  "  Truscon  "  kerb- 
bar,  to  serve  as  boundaries  for  the  roadway,  and  the  side- 
walk slabs,  3Vo  in.  deep  and  reinforced  with  a  light  mesh, 
were  keyed  into  them.  The  subgrade  was  then  levelled-off  to 
profile,  and  compacted  with  a  3-ton  roller.  Expansion 
joints,  both  longitudinal  and  transverse  (the  latter  at  30- 
ft.  intervals),  were  provided  for  by  one-in.  planks  laid  on 
edge  and  extending  from  just  below  the  subgrade  surface 
to  V2  in.  below  the  finished  grade.  The  coarse  aggregate, 
a  clean  durable  gravel  screened  to  be  principally  of  2-in. 
size,  was  then  spread  evenly  over  the  subgrade  to  the  spe- 
cified depth  of  6  in.,  and  lightly  rolled  to  smooth  the  surface 
without  damaging  the  stones.  The  grout  mixture  consised 
of  8TY2  lb.  of  cement  to  175  lb.  of  clean  natural  sand  of 
specified  grading,  mixed  with  sufficient  water  (about  7 
gallons  per  sack)  to  obtain  the  required  consistency,  and 
its  "  fluidity  "  was  defined  by  the  time  required  for  the 
mixture  to  flow  from  a  vessel  of  specified  size.  The  grout 
was  poured  over  the  stones  by  means  of  a  wooden  chute 
perforated  with  one-in.  holes  3  in.  apart,  distribution  pro- 
ceeding continuously  in  order  to  avoid  the  formation  of 
air-pockets.  Thorough  penetration  was  assured  by  con- 
stant supervision.  Sufficient  grout  was  applied  to  leave 
a  thin  film  over  the  top  of  the  stones. 

The  grout  was  then  left  undisturbed  for  one  to  two 
hours,  and  the  pavement  was  compacted  by  rolling  with 
a  3-ton  roller  until  a  hard  even  surface  was  obtained, 
hand-brooms  being  used  to  distribute  the  grout  evenly 
and  to  remove  any  excess.  Surface  irregularities  were  re- 
moved by  12- ft.  tamping  templates,  and  excess  water  by 
dragging  strips  of  damp  burlap  along  the  road.  The  final 
finish  (Fig.  21)  was  obtained  by  transverse  brushing  with 
fibre  brooms.  The  total  area  paved  with  cement-bound 
macadam  was  1,730  sq.  yd.,  the  amount  of  stone  used 
being  approximately  800  cu.  yd. 

The  embankment  roadways  are  bounded  by  diamond- 
mesh  wire  fences  3  ft.  high,  carried  on  8  by  8  in.  cedar 
posts  9  ft.  long.  The  posts  extend  4  ft.  9  in.  into  the  fill, 
being  stabilized  by  underground  cross-timbers:  all  em- 
bedded timber  received  two  coats  of  preservative. 

**Based  on  those  of  the  Portland  Cement  Association. 


Editor's  Note: — Part  II  of  this  paper,  which  deals  with  the  design  of  the  superstructure, 

will  appear  in  the  May  issue. 


222 


April,  1912    THE  ENGINEERING  JOURNAL 


PRODUCER  GAS  FOR  MOTOR  TRANSPORT 

E.  A.  ALLCUT,  m.e.i.c. 
Professor  of  Mechanical  Engineering,  University  of  Toronto,  Toronto,  Ontario 

Paper  presented  before  the  Hamilton  Branch  of  The  Engineering  Institute  of  Canada,  on  January  9th,  1942 


Alternative  Fuels 

The  use  of  gasoline  and  other  petroleum  products  for 
nail,  high  speed  internal  combustion  engines  has  been  so 
sneral  in  North  America  that  few  serious  attempts  have 
een  made  to  employ  other  fuels  in  this  field.  The  conve- 
ience  and  compactness  of  gasoline  and,  until  recently,  its 
»w  cost  have  discouraged  competition,  but  war-time 
:strictions  and  transport  difficulties  have  created  fresh 
iterest  in  the  search  for  suitable  alternative  fuels.  Other 
)untries,  less  favourably  situated  than  Canada  is,  with 
;gard  to  supplies  of  petroleum  products,  have  already 
tplored  this  field  and  are  able  to  subsist,  at  least  to  some 
ïtent,  on  home-produced  fuels. 

The  properties  desirable  in  a  fuel  that  is  to  be  used  for 
utomotive  purposes  are: 

L)  Mobility  in  the  intake  manifold,  so  that  the  fuel  will  be 
distributed  evenly  to  the  various  cylinders  and  will  mix 
well  with  the  air  supplied  for  combustion.  This  points 
to  a  gas  or  vapour — preferably  the  former. 

I)  High  anti-knock  rating,  so  that  advantage  may  be  taken 
of  the  increased  thermal  efficiency  obtainable  by  using 
high  compression  ratios. 

î)  Complete  combustion  in  a  short  time,  and  absence  of 
deleterious  gases  in  the  exhaust. 

t)  Minimum  wear,  corrosion  or  clogging  in  the  cylinder  and 

valves. 
3)  No  contamination  of  spark  points  or  lubricating  oil. 
3)  Flexibility  with  variations  of  speed  and  load. 

7)  As  nearly  as  possible,  the  same  mixture  strength  for 
maximum  power  and  best  economy. 

3)  Low  cost  and  relative  safety. 

The  principal  objections  to  gasoline  are: — 
i)  Its  tendency  to  knock  with  high  compression  ratios, 
b)  Fire  and  explosion  risk  at  ordinary  temperatures. 

:)  The  maximum  power  is  obtained  with  a  rich  mixture 
and  the  best  economy  with  a  weak  mixture. 

i)  The  combustible  range  of  air-gasoline  mixtures  is  com- 
paratively small. 

i)  If  power,  acceleration  and  easy  starting  are  required,  the 
exhaust  gas  contains  dangerous  quantities  of  carbon 
monoxide. 

')  The  control  for  different  speeds  and  loads  is  complicated. 

5)  Distribution  is  poor  on  account  of  the  presence  of  liquid 
drops  in  the  manifold. 

1)  It  is  irreplaceable.  Fresh  supplies  can  only  be  obtained  by 
going  further  afield,  further  underground,  or  both. 

The  last  condition  applies  to  many  of  the  suggested 
ltematives,  but  with  the  practical  difference  that  there 
lay  be  more  of  the  alternative  fuels  available  and  that  the 
epletion  of  those  resources  may  be  proceeding  at  a  slower 
ite.  Alcohol,  for  example,  can  be  produced  rapidly  from 
rowing  vegetable  matter;  wood  also  is  growing,  but  its 
site  of  replacement  is  slow.  Supplies  of  anthracite  coal  are 
;w  and  restricted,  but  bituminous  coals  and  lignites  are 
slatively  abundant*®.  Synthetic  fuels,  generated  by  the 

*Sir  H.  Hartley  states  that,  at  the  present  rate  of  consumption,  the 
orld's  coal  reserves  are  sufficient  for  about  4,000  years.  No  estimate 
as  been  made  of  the  world's  oil  reserves,  although  they  are  almost 
îrtainly  much  less  extensive  than  coal. 


hydrogénation  of  coal  or  by  the  combination  of  carbon 
monoxide  and  hydrogen,  ©  (produced  from  coal  or  coke) 
cannot  be  usefully  considered  at  this  time  because  of  the 
high  cost  of  the  plant,  the  time  required  to  build  it  and  its 
comparative  vulnerability  to  air  attack.  The  hydrogénation 
process  has  been  used  both  in  Great  Britain  and  Germany, 
but  in  these  instances  the  important  arguments  in  its 
favour  were  probably  its  usefulness  in  war-time  and  the 
political  and  economic  necessity  of  providing  employment 
for  the  coal  miners.  Compressed  and  liquefied  gases,  such  as 
methane  (from  sewage),  natural  gas,  propane,  butane,  coal 
gas  and  hydrogen,  have  been  used  satisfactorily,  but  these 
are  probably  unavailable  at  the  present  time  because  of 


DisTArtcE     m&ove:      Ctrate: 


Fig.   1 — Fuel   temperature  in  a  small  up-draft   gas  producer 
using  anthracite.   Water  feed  in  pounds  per  pound!  of  coal 
burned:  Test  A-0.016,,  Test  B-0.232,  Test  C-0.421,  Test  D-0.724, 
Test  E-0.718,  Test  G-1.140. 


(1)  the  difficulty  of  obtaining  compressing  plant  for  gas 
pressures  which  may  be  as  high  as  3,000-5,000  lb.  per  sq. 
in.;  (2)  the  shortage  of  steel  suitable  for  storage  bottles;  (3) 
the  lack  of  the  manufacturing  facilities  necessary  for  pro- 
ducing light  bottles  or  containers  to  resist  high  pressures.** 
During  the  First  World  War,  many  vehicles  were  equipped 
with  balloons  containing  coal  gas  at  atmospheric  pressure, 
the  gas  being  fed  to  the  engines  through  mixing  valves. 
This  arrangement  involves  a  power  reduction  of  about  10 
to  20  per  cent  as  compared  with  gasoline,  but  in  other 
respects  appears  to  work  well.  The  principal  difficulties  are, 
the  small  radius  of  action  round  the  filling  station  (about 
20  miles  total  run)  and,  at  present,  the  shortage  of  rubber 
which  is  used  to  make  the  balloons  gas-tight. 

Pulverized  coal  engines  have  been  the  subject  ôf  extensive 
experimentation  in  Germany  and  it  is  claimed  that  a  con- 

* 'Storage  pressures  for  propane  and  butane  are  comparatively  low 
but,  at  present,  only  a  small  quantity  of  these  gases  is  available. 


HE  ENGINEERING  JOURNAL     April,  1942 


223 


siderable  measure  of  success  has  been  obtained  with  them. 
The  principal  difficulties  are  due  to  the  fouling  of  the 
cylinder  and  oil  by  ash  and  tarry  matter,  together  with 
burning  and  erosion  of  some  of  the  surfaces.  @  As  far  as 
the  author  is  aware,  no  commercial  installations  have  been 
made  on  high  speed  engines.  Numerous  attempts  have  been 
made  to  employ  acetylene  gas  with  and  without  the 
addition  of  alcohol  to  suppress  knock,  but  all  of  these  have 
failed  commercially.  ©  Benzol,  obtained  by  the  distillation 
of  coal  or  wood,  has  been  used  quite  extensively  in  Europe 
for  blending  with  gasoline.  This  has  the  advantage  of 
increasing  the  knock  rating,  but  the  quantity  available  is 
small  and  it  has  a  relatively  high  freezing  point  (42 
deg.  F.). 

Apart  from  petroleum  products  (which  are  not  being  con- 


Fig.  2 — Early  portable  gas  producer   (Col.  D.  J.  Smith) 
1919.     Grate  dia.  12  inches. 


sidered  here)  the  only  other  liquid  fuel  that  is  likely  to  be 
suitable  is  alcohol  which,  before  the  war,  was  produced  in 
forty  countries  at  the  rate  of  200  million  gallons  per  annum. 
Several  European  countries  had  laws  making  it  compulsory 
to  add  from  10  to  20  per  cent  of  home-produced  alcohol  to 
all  imported  gasoline.  In  others,  the  use  of  the  blend  was 
optional.  ©  Bulletins  on  this  subject  have  been  published 
in  Great  Britain,©  Australia,©  and  Canada.©  In  the  last 
paper,  it  is  indicated  that  the  sugar  beet  is  the  most  attract- 
ive source  and  that,  from  an  economic  standpoint,  "the 
expediency  of  instituting  a  power  alcohol  industry  in 
Canada  depends  on  whether  the  net  advantage  to  agricul- 
ture and  to  the  country  as  a  whole  outweighs  the  increase 


224 


in  cost  of  the  motor  fuel."  In  times  of  war,  however, 
economic  considerations  are  likely  to  be  disregarded,  or  to 
assume  a  decidedly  different  aspect,  so  that  these  conditions 
do  not  necessarily  dispose  of  the  matter  at  this  time. 
Tests©  and  practical  experience  have  shown  that  internal 
combustion  engines  can  be  run  satisfactorily  on  gasoline- 
alcohol  blends,  that  the  power  is  practically  unaffected  and 
that  the  fuel  has  a  high  anti-knock  value.  Canada  has  a 
large  surplus  of  wheat  that  cannot  be  used  as  food  and 
costs  money  for  storage,  spoilage  and  waste.  These  factors 
may  easily  have  an  important  bearing  on  the  power- 
alcohol  situation. 

Producer  Gas 

The  production  of  alcohol  on  a  relatively  large  scale  is  not 
likely  to  cover  much  more  than  10  per  cent  of  our  require- 
ments, and  the  only  reasonable  remaining  alternative 
appears  to  be  the  production  of  gas  as  and  when  it  is 
needed  for  power  production,  thus  avoiding  problems  of 
storage.  The  gas  is  usually  produced  from  anthracite,  coke, 
wood  or  charcoal,  though  other  solid  fuels  or  waste  products 
have  been  employed.  A  supply  of  air,  insufficient  for  com- 
plete combustion,  is  passed  through  the  fuel  bed  and  heat 
is  produced  by  the  reaction: — 

2  C  +  0-2  =  2  CO  +  4400  B.t.u.  per  lb.  of  carbon  con- 
sumed. In  most  instances  water  or  steam  is  added  to  the 
air  (or  it  may  be  derived  from  the  moisture  in  the  fuel) 
giving  rise  to  two  reactions: 

C  +  H20  =  CO  +  H2  -  4300  B.t.u.  per  lb.  of  carbon 

consumed 

C  +  2H20  =  C02  +  2H2  -  2820  B.t.u.  per  lb.  of  carbon 

consumed. 

The  use  of  steam,  therefore,  enriches  the  gas  by  the  addition 
of  hydrogen  and  tends  to  prevent  excessive  temperatures 
and  the  formation  of  clinkers  in  the  fire.  The  latter  are 
undesirable  because  they  obstruct  the  flow  of  air  and  tend 
to  cause  hollow  spots  and  channels  in  the  fire,  with  a  con- 
sequent reduction  in  the  quality  of  the  gas.  These  reactions 
and  the  effect  of  fire  temperature  on  them  were  discussed  in 
a  paper  written  by  the  author  in  1910.®  It  was  there 
shown,  by  means  of  temperature  curves  (Fig.  1),  that,  in  a 
small  producer,  the  process  of  gas  generation  could  be 
completed  with  a  fire  depth  of  12  inches  or  less  and  that, 
beyond  that  point,  the  superincumbent  layers  of  fuel  are 
useful  only  as  a  fuel  reserve  and  are  actually  detrimental  as 
far  as  the  quality  of  the  gas  is  concerned.  It  was  found  that 

the  best  efficiency  was  obtained  when  the  ratio  of  =— 

J  coal 

feed  was  about  0.75,  and  that  about  72  per  cent  of  the  water 

was  decomposed  into  carbon  monoxide  and  hydrogen. 

In  the  case  of  mobile  producers  for  cars  and  trucks,  it  is 
difficult  to  provide  suitable  controls  for  regulating  the 
water  feed  automatically,  to  suit  varying  loads,  speeds  and 
accelerations,  and  for  this  reason  many  of  the  modern  pro- 
ducers have  no  water  supply  other  than  that  obtained  from! 
the  moisture  in  the  fuel,  which  sometimes  is  made  to  flowi 
through  the  hot  fire.  In  general,  the  temperature  of  thej 
fuel  bed  in  an  updraft  producer  using  anthracite,  should  bei 
between  1800  and  2200  deg.  F.  to  give  a  good  gas  in  thetj 
short  time  available.  The  composition  of  the  gas  varies 
under  different  conditions,  but  it  usually  has  a  calorific' 
value  of  110  to  140  B.t.u.  per  cubic  foot  and  contains  about| 
20  to  30  per  cent  carbon  monoxide,  4  to  12  per  cent  hydro-  r 
gen,  and  55  to  62  per  cent  nitrogen.  The  high  percentage  of 
nitrogen  and  poor  calorific  value  make  this  gas  unsuitable! 
for  storage  purposes,  and  the  presence  of  carbon  monoxide 
is  always  dangerous. 

It  has  been  stated®  that  one  of  the  earliest  mobile 
producers  was  designed  by  J.  W.  Parker  who  "between 
1901  and  1903,  ran  something  like  1,000  miles  in  Great 
Britain,  at  first  with  a  2^2  h.p.  car  and  afterwards  with  a 

April,  1942    THE  ENGINEERING  JOURNAL/ 


25  h. p.  car,  carrying  several  passengers."  The  author  tested 
producers  designed  by  Col.  D.  J.  Smith  (Fig.  2)  and  Mr. 
Parker  (Fig.  3),  respectively,  on  a  car,  trucks  and  a  motor 
boat,  in  1919-20,  and  reported  that,  while  encouraging 
results  were  then  being  obtained,  the  apparatus  was  not 
designed  and  constructed  in  such  a  manner  as  to  make  it 
immediately  suitable  for  commercial  development.  Messrs. 
Thornycroft  of  Basingstoke,  England,  produced  one  of  the 
earliest  commercial  designs  in  1922,  ©  and  manufacturers 
in  France,  Germany  and  other  countries  rapidly  followed 
suit. 

These  plants  proved  to  be  so  popular  in  countries  having 
no  petroleum,  that  in  1937  France  had  4,436,  ®  Germany 
about  2,000,  Japan  and  Italy  about  the  same  number,  @ 
and  since  the  outbreak  of  war  these  numbers  have  probably 
been  greatly  increased.  Russia  was  expected  to  produce 
16,000  trucks  and  9,000  tractors  in  1939,  and  40,000  and 
15,000,  respectively,  in  1940.@  Other  countries  which 
have  been  over-run  by  the  Germans  are  stated  to  be  almost 
entirely  dependent  on  this  type  of  prime  mover.*  A  British 
report  @  states  that  "producer  gas  can  be  recommended  as 
a  means  of  maintaining  road  transport  in  operation  in  an 
emergency,"  but  that,  in  peace  time,  at  the  present  stage  of 
development  it  "is  of  doubtful  economic  value  for  motor 
vehicles,  except  in  specially  favourable  circumstances,  e.g., 
for  long  distance  work  with  vehicles  carrying  medium  or 
heavy  loads."  A  specially  designed  equipment  was  recom- 
mended by  the  Committee  for  emergency  use,  and  was 
based  on  the  results  of  "400  road  tests,  covering  approx- 
imately, 50,000  miles,  using  9  vehicles,  22  producers  of 
nine  different  types  and  over  120  distinct  fuels."  It  is  also 
stated  that  the  "average  driver  of  a  petrol-driven  vehicle 
3an  learn  to  operate  a  producer  gas  vehicle  in  a  few  days, 
though  he  will  continue  to  improve  for  a  much  longer 
period." 

Design  of  Plant 

The  portable  producer  plant  consists  of  three  principal 
parts,  namely,  the  gas  producer  or  furnace,  the  arrange- 
ments for  cleaning  the  gas  and  the  mixing  valve. 

The  producer  may  be  of  the  updraft,  down-draft  or  cross- 
iraft  types  (Fig.  4).  The  early  producers  almost  invariably 
iiad  the  fuel  feed  at  the  top,  the  air  and  steam  being 
ntroduced  below  the  grate.  The  producer  was  lined  with 
refractory  material  and  had  a  built-in  boiler  or  evaporator 
(which  might  be  at  the  top,  bottom  or  surrounding  the  body 
is  a  water  jacket);  the  grate  was  usually  of  the  "shaking" 
type  and  the  ash  was  withdrawn  from  the  bottom,  either 
ay  hand  or  through  a  mechanically  operated  valve  (Fig.  2). 
rhe  gases  were  taken  off  at  the  top  of  the  producer,  so  that 
any  moisture  in  the  fuel  was  removed  by  evaporation  and 
lid  not  produce  any  appreciable  quantity  of  hydrogen.  In 
these  circumstances,  the  provision  of  steam  was  almost  a 
necessity  to  provide  gas  of  reasonable  calorific  value.  Also, 
much  of  the  volatile  matter  in  the  fuel  left  as  tar,  causing 
trouble  in  the  cleaning  apparatus  and  sometimes  also  in 
the  engine. 

In  the  down-draft  producer,  the  air  and  steam  are 
admitted  above  the  fire  and  the  gas  is  taken  off  either  at 
the  bottom  or  about  half  way  down  the  furnace.  The 
moisture  and  volatile  hydrocarbons  are  thus  made  to  pass 
through  the  high  temperature  zone  and  are  partly  decom- 
posed into  hydrogen,   carbon  monxide  and  fixed  hydro- 

*It  is  reported  that  in  German  occupied  countries  there  were 
150,000  producer-gas  trucks  on  the  road  in  the  fall  of  1941  and  that 
33,000  more  were  scheduled  to  be  produced  between  October  1941 
ind  March  1942.  In  addition,  20,000  tractors  operating  on  producer- 
gas  were  expected  to  leave  the  factories  in  1942.  Sweden  had  66,400 
vehicles  working  on  producer-gas  in  August  1941,  of  which  33  per 
sent  were  private  cars.  About  40  per  cent  of  the  total  used  wood  fuel 
— the  others  employed  charcoal.  France  now  has  50,000  producer-gas 
vehicles,  mostly  using  charcoal,  and  Switzerland  about  2,000.  (Engin- 
eering, Feb.  6,  1942  and  The  Autocar,  Jan.  30,  1942). 


Fig.  3 — Early  portable  gas  producer  (Parker). 
Grate  dia.  11 }/£  inches. 

carbons,  which  enrich  the  gas.  The  latest  tendency  is  to 
use  the  cross-draft  type  @,  in  which  the  air  enters  through 
a  tuyere  or  nozzle  near  the  bottom  of  the  furnace,  and  the 
gas  is  taken  off  through  a  grid  on  the  opposite  side,  the 
flow  thus  being  horizontal.  This  provides  a  simple  and  com- 
pact arrangement  incorporating  the  chief  advantages  of 
the  down-draft  principle.  The  tuyere  may  be  cooled  by 
water  from  a  "radiator  tank"  and  the  upper  part  of  the 
producer  is  a  simple  unlined  cylindrical  vessel,  which  acts 
as  a  fuel  storage.  One  filling  usually  suffices  for  a  journey  of 
100  to  150  miles.  Where  the  length  of  gas  travel  through 
the  furnace  is  fixed  by  the  width  of  the  producer,  the  time 
of  contact  between  gas  and  fuel  is  necessarily  small. 

Experiments  were  made  at  Melbourne  ©  on  a  small 
producer  (6  h.p.)  with  fire  lengths  varying  from  lz/i  to  6J4 
inches  and  at  23^  inches  a  good  gas  was  obtained  of  net 
calorific  value  exceeding  130  B.t.u.  per  cu.  ft.  with  gas 
discharges  between  3.0  and  6.3  cu.  ft.  per  minute.  Water  was 
admitted  to  the  extent  of  3.3  lb.  per  1,000  cu.  ft.  of  gas 
generated,  giving  6.5  to  10  per  cent  of  hydrogen  in  the  gas. 
The  best  gas  was  obtained  with  a  fire  about  4  inches  long, 
and  the  "transit  time"  was  less  than  1/100  second. 

Vertical  draft  producers  have  relatively  deep  fuel  beds 
and  low  air  velocities,  due  to  the  necessity  of  protecting  the 
grate  and  lining  from  high  temperatures  and  clinker 
deposits.  Horizontal  (cross)  draft  producers  have  small 
fire  volumes  and  must  necessarily  have  higher  temperatures 
to  produce  good  gas.  It  has  been  shown  ®  that  at  2400  deg. 
F.  the  conversion  of  CO2  into  CO,  and  of  steam  and  carbon 
into  CO  and  H2  is  practically  complete  in  three  seconds. 
If  the  temperature  is  reduced  to  1830  deg.  F.  the  conver- 
sions, in  the  same  time,  are  6  and  15  per  cent  complete, 
respectively.  In  some  cross-draft  producers,  temperatures 
as  high  as  3000  deg.  F.  are  required,  to  give  very  rapid  and 
complete  production  of  carbon  monoxide.  As  there  is  no 
grate  in  the  cross-draft  type,  the  clinker  forms  a  compact, 
pan-shaped  mass,  away  from  the  air  and  gas  connections. 
The  high-temperature  combustion  zone  is  small  and  com- 
pact ®,  but  the  exit  temperature  of  the  gas  is  high  (Fig.  5). 
So  far,  it  has  not  been  considered  practicable  to  heat  the 
incoming  air  at  the  expense  of  the  outgoing  gas,  the  return 
not  being  commensurate  with  the  extra  cost  and  complica- 
tion of  the  apparatus.  Such  regeneration  is  provided  in 
some  vertical  draft  producers  (Fig.  4),  but  is  of  doubtful 
value.  Tests  made  by  the  author  in  1911  showed  no  con- 
siderable advantage  when  the  air  was  heated  to  300  deg.  F. 
One  type  of  producer  (Koela)  @  embodies  a  combination 


THE  ENGINEERING  JOURNAL     April,  1942 


225 


Startimo 


RafEMERATC 


Gas- 


Up-  Draf-t  Tyi 


FÂn 


Down    Draft  Type    |  Air. 


Crosi    Dkaf-t    Tvpt 


Figj  4 — Up-draft,  down-draft  and  cross-draft  producers. 


of  the  updraft  and  cross-draft  principles,  and  also  includes 
regeneration. 

Experiments  made  on  a  cross-draft  producer  with  varying 
water  supply  ®  showed  that  gas  generated  without  water 
injection  was  12  per  cent  poorer  than  the  best  gas  obtain- 
able, corresponding  to  a  decrease  of  six  per  cent  or  more 
in  available  engine  power.  Tests  made  on  an  Australian 
emergency  (A  E)  producer  ©,  based  on  the  British  (B  E) 
design,  gave  producer  efficiencies  of  76.4  to  74.1  per  cent  at 
engine  speeds  varying  from  750  to  3000  r.p.m.  and  gas 
calorific  values  of  133  to  124.5  B.t.u.  per  cu.  ft.  The  fire 
length  was  12^  inches,  its  temperature  was  about  3000 
deg.  F.  and  the  diameter  of  the  tuyere  was  one  inch.  The 
air  consumption  was  approximately  5.5  lb.  and  83  to  87 
cu.  ft.  of  gas  were  produced,  respectively,  per  lb.  carbon 
burned.  The  gas  temperatures  at  the  mixing  valve  varied 
from  80  to  180  deg.  F.  No  water  was  supplied  and  the 
hydrogen  in  the  gas  varied  from  5.2  to  2.9  per  cent,  but  the 
carbon  monoxide  remained  constant  at  32  to  33  per  cent. 
A  similar  series  of  tests  was  made  on  the  British  emergency 
producer,  @  and  some  of  the  comparative  results  obtained 
are  given  in  Fig.  5. 

This  shows  that  the  capacity  of  both  producers  is  about 
the  same  at  equal  air  velocities,  notwithstanding  the  fact 
that  the  B  E  tests  were  made  with  a  blower,  and  the  A  E 
tests  with  a  Ford  V-8  engine.  The  pressure  drop  across  the 
A  E  unit  is  much  greater  than  that  across  the  B  E  unit, 
probably  because  of  the  greater  frictional  resistance  of  the 
final  filter.  The  temperature  of  the  gas  leaving  the  A  E 
producer  varied  from  565  to  1000  deg.  F.,  but  as  these  were 
not  final  values,  ©  they  have  not  been  plotted  on  Fig.  5. 
The  temperatures  obtained  in  the  B  E  producer  seem  to  be 
abnormally  high,  and  it  is  difficult  to  understand  how 
burning  of  the  metal  is  avoided  under  these  conditions. 

Power  and  Economy 

Characteristic  power  and  economy  curves  for  a  gasoline 
engine  are  shown  in  Fig.  6.  The  best  economy  at  full  throttle 
is  obtained  with  a  mixture  containing  from  10  to  15  per 
cent  of  excess  air,  but,  as  the  throttle  is  closed  progressively, 
somewhat  richer  mixtures  must  be  supplied.  On  the  other 
hand,  the  best  power  is  always  obtained  with  a  rich  mixture 


containing  about  20  per  cent  of  excess  fuel  that  cannot  be 
burned.  This  illustrates  the  fundamental  fallacy  of  many 
devices  that  purport  to  give  both  improved  power  and 
economy.  The  conditions  that  produce  greater  economy  in  a 
gasoline  engine  almost  invariably  give  less  power.  Tests 
made  on  a  single  cylinder  variable  compression  engine,  © 
using  producer  gas,  showed  that: — 

(a)  The  power-mixture  strength  curve  rose  to  a  sharp  peak 
with  a  mixture  containing  about  two  per  cent  of  excess 
air  (Fig.  6).  With  30  per  cent  of  carbon  monoxide  in  the 
gas,  this  corresponds  to  slightly  less  than  50  per  cent 
of  gas  in  the  mixture  (as  compared  with  about  two  per 
cent  for  gasoline).  Good  mixture  control  is  therefore 
essential. 

(b)  Compression  ratios  up  to  15:1  may  be  used  without 
trouble. 

(c)  At  a  compression  ratio  of  nearly  8:1  and  a  speed  of 
1500  r.p.m.,  the  combustion  period  occupied  about  40 
deg.  of  crank  angle.  This  indicates  the  necessity  for 
increased  spark  advance  as  compared  with  gasoline. 
Alternatively,  multiple  spark  plugs  may  be  used. 

(d)  The  indicated  thermal  efficiencies  at  all  compression 
ratios  between  6  and  16  were  about  60  per  cent  of  the 
"air  standard"  efficiencies.  The  actual  maximum  thermal 
efficiency  was  about  the  same  as  that  obtained  with 
gasoline  (Fig.  6)  and  occurred  with  a  mixture  about 
30  to  40  per  cent  "weak." 

(e)  The  net  calorific  value  of  the  correct  producer  gas-air 
mixture  is  about  70  per  cent  of  that  corresponding  to  the 
correct  gasoline-air  mixture.  The  volumetric  efficiency  of 
the  engine  is  also  less  when  gas  is  used  because  of  the 
relatively  high  gas  temperature,  the  absence  of  the 
cooling  effect  derived  from  the  evaporation  of  liquid  fuel 
and  the  greater  frictional  loss  of  the  piping  and  cleaning 
apparatus.  The  mechanical  friction  in  the  engine  itself 
is  not  affected  materially  by  the  change  from  liquid  to 
gaseous  fuel  and  therefore,  with  the  weaker  combustible 
mixture,  the  mechanical  efficiency  of  the  engine  falls. 
For  these  reasons,  the  horse  power  obtainable  at  low 
speeds  from  an  engine  of  a  given  size,  when  using  pro- 


226 


April,  1942    THE  ENGINEERING  JOURNAL 


ducer  gas,  is  only  60  to  65  per  cent  of  that  obtained  on 
gasoline.  The  comparison  may  be  still  more  unfavour- 
able at  high  engine  speeds,  as  the  resistance  of  the 
cooling  and  cleaning  apparatus  increases  rapidly  with 
the  speed  and  may  be  as  high  as  30  to  60  inches  of  water 
gauge  (Fig.  5),  particularly  if  the  filters  are  dirty  ®. 
It  is  not  safe,  therefore,  to  anticipate  a  maximum  power 
of  much  more  than  half  that  obtainable  from  liquid 
fuels.  The  Australian  tests  @  gave  a  power  ratio  of 
51.5  per  cent,  and  the  British  report  @  states  that  a 
vehicle  is  "one  gear  worse"  on  producer  gas  than  on 
gasoline.  Power  ratios  of  70  to  75  per  cent  have  been 
claimed  in  some  instances. 

This  analysis  indicates  one  of  the  principal  objections 
o  the  substitution  of  producer  gas  for  gasoline  in  trucks, 
ractors  or  marine  work  where  the  load  factor  is  high.  Most 
;ars  work,  for  the  greater  part  of  the  time,  at  less  than 
îalf  of  their  load  capacity,  the  full  power  of  the  engine  only 
jeing  required  occasionally,  but  trucks  have  to  carry  heavy 
oads  for  long  periods  and  must  adhere  to  definite  time 
schedules.  Possible  remedies  for  this  difficulty  are: — 

4)  The  use  of  larger  engines.  This  is  only  possible  with  new 
vehicles. 

[2)  Reduced  loads,  longer  time  schedules,  or  both.  These 
imply  a  reduction  of  transport  and  earning  capacities. 

[3)  Higher  compression  ratios  (say  8  or  10  to  1).  The  con- 
sequent increase  of  thermal  efficiency  will  raise  the 
power  ratio  possibly  up  to  about  70  per  cent,  but  this 
method  introduces  difficulties  when  gasoline  is  used  for 
starting  or  emergency  operation,  though  alcohol  may 
perhaps  be  substituted  for  these  purposes.  Moreover,  it 
is  frequently  difficult  to  change  materially  the  compres- 
sion ratio  of  existing  engines. 

[4)  Supercharging.  This  requires  a  power  drive  for  the 
supercharger  unless  exhaust  driven  superchargers  are 
used.  The  latter  add  to  the  cost,  complication  and  weight 
of  the  plant  and  are  of  doubtful  practicability.  Never- 
theless, a  supercharger  of  this  type  has  been  used  by 
the  Brown  Boveri  Company  @  to  put  the  whole  of  a 
wood  gas  producer  plant  under  pressure.  The  top  of  the 
producer  is  held  down  by  springs  and  so  acts  as  a  safety 
valve  which  blows  off  at  an  internal  pressure  of  7  lb.  per 
sq.  in.  It  is  claimed  that  the  test  results  on  this  plant 
indicate  that  the  torque  obtained  on  a  Saurer  truck  at 
different  speeds  is  equal  to  that  of  the  same  truck  driven 
by  a  compression  ignition  (Diesel)  engine.  The  weight 
of  the  turbo-charger  for  40-150  b.h.p.  engines  is  77  lb. 
Leaky  joints  or  connections  would  form  a  considerable 
hazard  in  this  kind  of  plant. 

[5)  Mixture  of  producer  gas  and  gasoline.  Tests  made  on  a 
single  cylinder  stationary  engine  ®  with  a  compression 
ratio  of  about  5.8  to  1  and  a  speed  of  1500  r.p.m.,  gave 
the  following  comparative  results: — 

3asoline,     per    cent    in 

mixture 100        72.1     41.7     22.6  0 

Maximum     Indicated 

Mean  Effective  Pres- 
sure, lb.  per  sq.  in 137       120       107.5      97.4      93.0 

Maximum   Brake   Mean 

Effective  Pressure,  lb. 

persq.  in 117.7    100.5     87.4      76.5      73.5 

Power  Ratio  expressed  as 

a   percentage   of   that 

obtained  with  gasoline.    100      85.5      74.3      65.0      62.5 

It  is  impossible  to  make  any  categorical  statement  re- 
garding relative  running  costs,  as  so  much  depends  on  size, 
fuel  taxation,  running  conditions,  etc.,  but  fuel  consump- 
tions of  heavy  vehicles  vary  usually  from  0.9  to  1.3  lb.  of 
charcoal  per  h.p.  hour.  A  four-cylinder  12  h.p.  car  weighing 


40             so             so              /oo       #    /zo           mo 

A 

> 

<  t  -4-0 

/\ 

Q  « 

■/  y 

*      

,-"' 

^ 

/:: 

^-—  *  7" 

___*- 

~» 

o 

* — ■ 

0 

1  ^f(- 

Q 

u  17s 
u 

0  ISO 
0 

K 

1  'zS 

*      loo 

0 

,-* 

x" 

+0+ 

e>i  ^ 

0 

$> 

Û.        SO 

I 

Z.S 

^  y 

--*--*     B.e.   PRODUCER 

1                  1                  I 

^' 

—  —  —  ■—  " 

~^" 



■*."" 

' 

0 

0<L- 

ul-  so 
y  r 

*?- 

L    ZO 

0 

s* 

y*  — 

i2* 

s' 

%*^ 

**'* 

y 

.0* 

> 

,.Jy 

.« 

K 

/ 

0 
y   40 

^* 

3  3 

c> 

0  0  z° 

Ï      10 

S 

*-  * 

*Sr"^ 

K 

u 

i-~  *"*" 

ieoo   h 
u 

j 

lâoo    •" 


800    H 


t 


150  3 
H 
O 

120 

il) 

1  10     0 


2SO 

I 
\ 

O 
200    -I 


/SO       j. 

■3 

r 

0 

100    U 

t 
< 


20  A-O  60  So  IOO  I20  I^O 

Air      Velocity   tmro     Tuyci^c      Fr/Sei 

Fig.  5 — Comparative  test  results  on  the  Australian  and  British 
emergency  cross-draft  producers. 

2,550  lb.  ran  for  5,000  miles  with  an  average  fuel  consump- 
tion ("activated  progasite")  of  Y2  lb.  per  mile,  and  a 
continuous  run  of  100  miles  was  made  on  this  fuel  with  a 
consumption  of  0.4  lb.  per  mile  ®.  The  British  report  ® 
gives  the  average  consumption  of  anthracite  for  a  vehicle  of 
six  tons  gross  weight  as  1.5  to  2  lb.  per  mile. 

Tests  made  in  Australia  on  the  British  emergency 
producer  mounted  on  a  trailer  (weighing  1,150  lb.)  towed 
by  a  Ford  V-8  utility  truck  and  carrying  a  load  of  550  lb., 
gave  a  charcoal  consumption  of  1.03  lb.  per  mile.  @  Woods 
quotes  heat  consumption  figures  for  trucks  ranging  from 
4,300  to  8,900  B.t.u.  per  load-ton-mile  for  pay  loads  varying 
from  6.9  to  1.5  tons,  respectively,  @  and  a  test  in  Great 
Britain  gave  a  consumption  of  4,110  B.t.u.  per  ton  mile  for 
a  pay  load  of  4.6  tons  at  a  speed  of  26.3  miles  per  hour. 

Tests  made  by  the  French  Department  of  Agriculture  ® 
©  indicated  that,  with  an  efficient  engine,  12  lb.  of  charcoal 
(or  anthracite)  or  22  to  24  lb.  of  wood  (less  than  18  per  cent 


THE  ENGINEERING  JOURNAL     April,  1942 


227 


moisture)  gave  the  same  mileage  as  one  gallon  of  gasoline. 
A  comprehensive  series  of  tests  was  made  in  Switzerland 
by  Schlàpfer  ®.  Various  estimates  gave  comparative  fuel 
costs  ranging  from  one  half  to  less  than  one  third  those  of 
gasoline.  <§>  Comparisons  with  fuel  oil  are  not  so  favourable 
and  vary  with  local  rates  of  taxation  on  liquid  fuels. 

As  no  excess  fuel  is  required  in  the  mixture  to  produce  full 
power,  and  as  complete  mixing  of  air  and  fuel  are  easy,  no 
trouble  is  experienced  with  the  effects  of  incomplete  com- 
bustion or  with  carbon  monoxide  in  the  exhaust  gases.  The 
uniform  mixture  also  ensures  the  generation  of  equal 
amounts  of  power  in  the  different  cylinders  of  multi- 
cylinder  engines. 

Fuels 

Producer  gas  can  be  made  from  almost  any  carbonaceous 
fuel,  but  considerations  of  weight  and  space  occupied  by  the 
producer  plant  and  fuel  storage  play  an  important  part  in 
the  final  choice.  From  a  gas-making  standpoint,  the  most 
important  property  of  the  fuel  is  its  "reactivity."  This  is 
sometimes  indicated  by  its  "critical  air  blast"  (C.A.B.) 
value,  which  is  the  minimum  rate  of  air  supply  that  will 
support  the  combustion  of  a  graded  fuel  sample  when 
tested  under  standard  conditions.  The  lower  the  C.A.B. 
value,  the  greater  the  reactivity  and  the  more  suitable  is 
the  fuel  for  gas-making. 


4 

U 
Û 

a 

Cr** 

Ok-  "-»  c  _ 

f=»0 

I 

M 

0 

L 

L 

! 

• 

Y 

'  i 

■~~~-^5^ 

U 
0 

r 
< 
* 
i 
y 
? 

(1° 

^^^•5 

"V, 

/ 

,-~"         0 

u 

""Ay. 

""■- 

^\ 

> 

< 

/ 
/ 

> 

J 
J 
< 

0 

J 
U 

V 

M  IMTUH 

t 

J 

I 

K  .< 
-r                  1 

:  i-i      r-i  ... 

T-W^(CS 

1 

1                      1 

60                    SO                  IOO                  IZO  I4Û  lfc,o  IQO  200 

MIXTURE      5TKCn&TH    PCft    Ce«T    or   Cor«ct    rucc/Am   Rat.o 

Fig.  6 — Relative  power  and  economy  curves  for  producer  gas 
and  gasoline  with  varying  mixture  strengths.  No  vertical  scale 
has  been  given,  as  the  figures  are  entirely  comparative.  They 
are  intended  to  show  that  the  maximum  power  obtained  with 
producer  gas  is  about  60  per  cent  of  that  obtained  with 
gasoline,  and  that  the  maximum  efficiency  is  about  the  same 
in  both  cases. 


The  following  typical  values  are  given  by  Noton:  @ 

Charcoal — less  than 01 

Low  temperature  coke 01 

Bituminous  coal — about 02 

Anthracite,  not  less  than 035 

Gas  coke 06 

Furnace  coke 07 

Tests  on  a  cross-draft  producer  indicated  that,  for  this 
type  of  apparatus,  the  permissible  upper  limit  of  the 
C.A.B.  value  was  .04. 

The  best  results  have  usually  been  obtained  with  wood 
charcoal,  which  has  the  highest  reactivity  (probably 
because  of  its  porous  structure),  and  is  relatively  free  from 
ash  and  impurities.  The  provisional  specification  for 
Australia  ®  describes  the  principal  desirable  characteristics 
and  standard  methods  of  testing.  The  charcoal  should  be 
clean,  free  from  "fines,"  and  should  not  shatter  or  crumble 
in  service.  The  size  should  be  between  V£  and  one  inch,  and 
the  ash  should  not  exceed  four  per  cent  of  the  air-dry 


weight  of  the  charcoal.  No  limit  is  fixed  for  the  volatile 
matter,  but  elsewhere  it  is  recommended  that  this  should 
be  about  10  per  cent. 

The  reactivity  is  expressed,  in  some  instances,  as  the 
volume  of  carbon  monoxide  formed  by  passing  100  cubic 
centimetres  of  carbon  dioxide  over  the  fuel  at  a  temperature 
of  1,740  deg.  F.  and  at  a  rate  of  five  cc.  per  minute.  By 
this  valuation  the  reactivity  of  charcoal  is  about  180,  and 
that  of  coke  40  to  60;  this  scale  appears  to  be  more  open 
than  that  of  the  C.A.B.  method,  and  so  is  a  more  practical 
one.  Australian  charcoal  (air  dry)  has  a  calorific  value  of 
12,000-13,600  B.t.u.  per  lb.,  and  Canadian  charcoal  of 
12,500  B.t.u.  per  lb.  or  higher.  Canadian  hardwood  charcoal 
contains  approximately  five  per  cent  moisture,  three  per 
cent  ash  and  17  per  cent  volatile  matter.  Uniformity  of 
size  is  desirable  to  avoid  excessive  resistance  in  the  fire  and 
the  clogging  of  cleaning  apparatus  by  dust  and  small 
particles.  The  low  density  of  charcoal  (about  14  lb.  per 
cu.  ft.)  makes  it  necessary  to  provide  a  large  hopper  so  that  a 
journey  of  100  to  150  miles  may  be  made  without  re- 
fuelling. Charcoal  briquettes,  with  densities  up  to  three 
times  that  of  coal,  have  been  used  in  some  producers,  but 
their  advantage  is  doubtful,  on  account  of  the  reduced 
reactivity  of  the  fuel  which  probably  necessitates  a 
larger  fire,  less  flexibility  and  longer  time  for  start- 
ing. It  may  be  advantageous  for  using  up  the  finer  grades 
of  charcoal. 

Many  producers  have  been  operated  on  wood,  generally 
containing  up  to  18  or  20  per  cent  of  moisture  (§>  and 
supplied  in  pieces  approximately  1^  in.  by  13^  in.  by  3  in. 
Hard  wood  is  preferable,  but  soft  woods  may  be  used  with  a 
greater  depth  of  fire  to  break  up  the  volatile  matter  distilled 
from  the  wood.  ®  If  these  vapours  are  not  decomposed, 
they  must  be  removed  in  the  scrubbers,  otherwise  they  will 
cause  trouble  in  the  engine.  For  this  reason,  larger  and  more 
complicated  cleaning  apparatus  is  usually  required.  With 
wood  fuel,  a  larger  fuel  hopper  and  furnace  must  be  pro- 
vided, and  also  there  is  an  increased  loss  of  heat  in  the 
water  vapour  which  leaves  with  the  gas.  Nevertheless,  the 
large  amount  of  hardwood  that  is  immediately  available  in 
Canada  forms  an  important,  potential  supply  of  fuel  for 
use  in  an  emergency. 

Peat  and  peat  charcoal  are  possible  fuels,  but  the  former 
is  difficult  to  dry  and  the  latter  is  inclined  to  be  friable.  Peat 
charcoal,  produced  by  a  special  low  temperature  distillation 
process,  was  tested  on  a  four-ton  truck  in  Scotland  @  and 
is  stated  to  have  given  better  results  than  those  obtained 
on  a  low  temperature  coke.  Comparative  tests  made  on 
low  temperature  coke  and  charcoal  ®  showed  little  differ- 
ence between  the  two  fuels,  as  far  as  performance  and  idling 
were  concerned.  The  coke  gave  better  acceleration  after 
idling,  in  spite  of  the  fact  that  the  temperature  of  the  plant 
was  higher  than  that  obtained  with  charcoal,  but  the 
clinker  formation  was  much  greater  with  coke.  The  latter 
fuel  is  also  stated  to  give  more  cylinder  wear  than  anthracite 
does.  @. 

Countries  which  have  access  to  coal  but  possess  little 
timber,  generally  use  anthracite  or  coke.  Accordingly,  the 
British  emergency  producer  @  is  designed  principally  for 
these  fuels,  and  the  specification  gives  the  best  grading  for 
anthracite  as  x/i  in.  to  Y%  in.,  though  somewhat  smaller 
sizes  can  be  used,  if  necessary.  The  quantity  of  volatile 
matter  should  be  less  than  seven  per  cent,  and  the  ash  less 
than  four  per  cent.  The  principal  advantages  of  anthracite 
are,  that  no  preliminary  processing  of  the  fuel  is  required, 
the  fuel  does  not  disintegrate  when  shaken  and  its  density  is 
high  (about  55  lb.  per  cu.  ft.)  so  that  a  large  weight  can  be 
carried  in  a  small  container. 

The  size  and  weight  of  the  plant  for  a  given  horse  power  is 
influenced  considerably  by  the  kind  of  fuel  used,  as  this 
governs  the  size  of  the  fire,  the  dimensions  of  the  fuel 
hopper  and  the  kind  and  size  of  cooling  and  cleaning 
apparatus  employed. 


228 


April,  1942     THE  ENGINEERING  JOURNAL 


The  following  figures  are  reasonably  representative  of 
current  practice: 

The  Brush-Koela  producer  for  a  2V£-ton  truck  is  about 
14  inches  in  diameter  by  4  ft.  5  in.  high,  and  weighs  280 
to  336  lb.,  according  to  the  layout  employed.  ®  The 
Gohin-Poulenc  producers  vary  from  14  to  20  inches  in 
diameter  and  from  3  ft.  6  in.  to  6  ft.  6  in.  high.  For  a  seven- 
ton  truck  (empty)  the  weight  is  620  lb.  or  3.9  per  cent  of 
the  pay  load.  A  wood  burning  producer,  for  the  same 
service,  weighed  1,200  lb.  or  7.7  per  cent  of  the  pay  load. 
Phe  weight  of  producer  for  a  32  passenger  bus  (53  h.p. 
engine)  is  560  lb.,  and  the  hopper  contains  510  lb.  of  coal, 
sufficient  for  200  miles.  The  British  emergency  producer, 
which  is  mounted  on  a  trailer,  is  18  inches  diameter  by  4  ft. 
3  in.  high,  and  the  weight  of  the  whole  trailer  unit  is  1,150 
lb.  The  producer  and  cleaning  plant  are  made  entirely  of 
steel  pressings  and  are  designed  for  the  rapid  conversion  of 
vehicles  at  a  minimum  cost. 

Cooling  and  Cleaning  the  Gas 

The  temperature  at  which  the  gas  leaves  the  producer, 
which  may  be  as  high  as  1,750  deg.  F.  (Fig.  5),  makes  it 
accessary  to  cool  the  gas  as  much  as  possible  before  it 
enters  the  engine,  otherwise  the  reduction  of  volumetric 
efficiency  will  seriously  affect  the  power  obtained.  With  a 
;as  temperature  of  120  deg.  F.  (air  temp.  75  deg.  F.)  the 
reduction  of  engine  power  is  about  eight  per  cent  if  the 
*as  is  dry,  or  17  per  cent  if  saturated.  It  is  desirable,  there- 
fore, to  avoid  wet  scrubbers  if  the  gas  can  be  adequately 
cooled  without  using  water. 

The  presence  of  dust  or  ash  in  the  gas  is  also  undesirable, 
is  it  contaminates  the  lubricating  oil  and  causes  wear  in 
the  cylinders.  The  amount  of  dust  allowable  has  not  been 
determined  definitely,  but  it  is  stated  that,  with  less  than 
20  milligrams  per  cubic  metre  of  gas  (.0002  oz.  per  cu.  ft.) 
the  cylinder  wear  is  no  more  than  that  obtained  with 
gasoline.  The  following  figures  were  quoted  by  Burstall  @ 
'rom  results  obtained  by  Reisch  on  charcoal  producer  gas 
cleaned  in  three  different  ways.  Full  details  were  not  given, 
Dut  the  results  indicate  the  order  of  magnitude  of  wear  and 
the  variation  due  to  the  various  cleaning  devices: — 

rouP  R 'oq- '040  [thousandths  of  an  inch   cylinder 

ç, \p  " „.-  [     wear  per  1,000  miles  travelled. 


[For  comparable  figures  on  gasoline  see  Ref.  31  and  32.)  The 
iverage  rate  of  wear  with  gasoline  is  generally  in  agreement 
with  the  figures  in  Group  B. 

The  velocity  of  air  and  gas  through  the  fuel  bed,  which  is 
controlled  by  the  speed  and  load  of  the  engine,  has  a  great 
influence  on  the  amount  and  grade  of  dust  that  must  be 
handled  by  the  scrubbers.  Beresinsk}^  obtained  the  following 
results  on  an  Australian  cross-draft  producer  with  a  fire 
12  inches  long  between  tuyere  and  outlet  grid: — 


Rate  of 

Speed 

Dust 

Dust  in  Gas 

Gasification 

Miles  per 

M.gm.  per 

lb./ 1,000 

cu.  ft./min. 

hour 

cu.  metre 

miles 

35 

35 

650 

2.5 

50 

50 

5960 

22.4 

The  relatively  low  gas  velocity  through  the  up  and  down- 
draft  producers  (40  to  80  lb.  fuel  gasified  per  sq.  ft.  grate 
per  hour)  probably  causes  less  dust  to  be  carried  over  than 
in  the  case  of  the  cross-draft  type. 

A  method  of  testing  the  efficiency  of  cleaners  and  scrub- 
bers has  been  devised  by  Beresinsky  @,  consisting  of  an 
aspirator  drawing  heated  gas  through  a  standard  filter. 
This  gives  consistent  results  and  has  revealed  the  fact  that, 
generally,  the  most  efficient  cleaners  give  the  greatest 
resistances  to  the  passage  of  gas.  In  the  tests  on  the  "A  E" 
producer,  the  quantity  of  dust  entering  the  gas  mixing 
valve  was  less  than  one  milligramme  per  cubic  metre  when 
tested  on  the  road  at  30  miles  per  hour,  but  usually  the 


pressure  drops  obtained  during  the  road  tests  were  greater 
than  those  in  the  bench  tests  (Fig.  5),  probably  because  the 
vibration  consolidated  the  fuel  in  the  producer  and  the  fibre 
in  the  filter.®  The  cyclone  separator  used  in  the  A  E 
producer  is  efficient  for  removing  large  particles,  but  a 
filter  consisting  of  layers  of  sisal  fibre,  cotton  waste  and 
felt,  is  also  used  to  remove  fine  particles  (Fig.  7).  Between 
the  two,  are  four  vertical  cooling  cylinders  with  cleaning 
doors,  which  also  act  as  a  gas  storage  to  meet  sudden 
demands  from  the  engine.  European  practice  appears  to 
favour  cloth  filter  bags,  but  in  some  instances  wet  scrubbers 
are  used,  particularly  with  wood  fuel.  In  the  latter  case, 
however,  it  is  stated  that  neither  dry  nor  wet  scrubbers  can 
remove  every  trace  of  tar  and  acetic  acid  from  the  gas. 
Oiled  coke,  or  oily  baffling  surfaces  are  sometimes  em- 


PRODt^ceri^ 


C  00 t-e  rs 


Fig.  7 — Diagram  of  Australian  Emergency  gas 
producer  plant. 

ployed,  but  are  not  so  efficient  as  fabric  or  fibre  filters  for 
fine  dust  separation.  The  British  emergency  producer  has 
four  horizontal  coolers  (each  6  in.  dia.  and  3  ft.  6  in.  long) 
arranged  in  series,  and  two  filters  in  parallel,  each  containing 
four  beds  of  sisal  tow.  Regular  cleaning  is  necessary  to 
avoid  clogging  and  excessive  resistance,  particularly  as,  if 
the  pressure  drop  across  the  sisal  filter  becomes  great, 
channels  may  form  in  the  filter  bed,  reducing  its  efficiency  as 
a  cleaner.  In  some  instances,  a  flame  trap  is  placed  between 
the  mixing  valve  and  the  scrubbers.  The  gas  mixing  valve 
and  carburettor  are  connected  to  a  Tee  bolted  to  the  intake 
manifold. 

Operation  and  Installation 

The  running  of  a  gas  producer  plant  does  not  offer  any 
great  difficulty  to  the  average  driver.  If  water  feed  is  used 
with  hand  operation,  the  rate  of  water  supply  controls 
the  temperature  of  the  producer  and  the  quality  of  the  gas, 
but  in  most  instances  this  quantity  is  adjusted  automatic- 
ally to  suit  the  rate  of  gasification. 

Starting  from  cold  is  usually  performed  by  running  the 
engine  for  a  short  time  on  gasoline  and  using  the  suction  to 
draw  a  flame  into  the  fuel  bed  from  a  torch  inserted  through 
the  tuyere  or  other  convenient  opening.  Various  starting 
times,  ranging  from  one  to  ten  minutes,  are  quoted  by 
different  authorities,  a  good  deal  depending  on  the  type  of 
producer,  kind  of  fuel  and  local  conditions,  but  in  most 
instances  the  fire  must  be  nursed  for  some  time,  as  full 
power  cannot  be  obtained  until  there  is  a  substantial 
volume  of  incandescent  fuel  available  for  gas  making.  This 
period  lasts  for  approximately  20  to  30  minutes  after 
starting.  With  high  compression  engines,  it  may  be  neces- 
sary to  use  a  fan,  operated  either  by  hand  or  electric  motor 
for  the  purpose  of  blowing  up  the  fire.  In  that  event,  care 
must  be  taken  to  ensure  the  escape  of  gas  into  the  open  air, 
and  not  into  a  garage,  as  the  30  per  cent  of  carbon  monoxide 
in  the  gas  is  very  poisonous. 


THE  ENGINEERING  JOURNAL     April,  1942 


229 


At  the  end  of  the  run,  or  day,  the  producer  is  allowed  to 
cool  down,  after  which  the  ash,  clinker,  etc.,  may  be 
removed.  Some  producers  have  shaking  grates  and  auto- 
matic ash  discharges,  but  these  are  unusual  nowadays, 
particularly  with  charcoal  fuel.  Stops  of  from  one  to  two 
hours  are  possible,  but  in  most  instances  it  is  necessary  to 
idle  the  engine  so  that  the  fire  may  be  kept  alight.  It  may 
also  be  necessary,  on  restarting,  to  run  for  a  short  time  on 
gasoline,  to  re-establish  the  volume  of  fire  that  is  required 
for  full  load  operation. 

The  necessity  of  systematically  cleaning  scrubbers  and 
filters  has  already  been  noted. 

It  is  evident  from  the  above,  that  the  gas  producer  is 
most  suitable  for  large  and  heavy  vehicles  that  have  been 
designed  specifically  for  this  kind  of  fuel,  although  some 
small  plants  have  been  placed  in  car  trunks  and  on  running 
boards.  Buses  have  the  producer  enclosed  in  a  special 
compartment  at  the  back  or  front,  and  trucks  have  them 
mounted  on  the  side  of  the  chassis.  Existing  chassis,  how- 
ever, usually  have  insufficient  room  for  the  producers  and 
cleaning  plant,  so  that  both  the  British  and  Australian 
emergency  producer  plants  are  mounted  on  two-wheeled 
trailers  that  are  towed  behind  the  trucks.  This  increases  the 
wind  resistance  of  the  vehicles  but  gives  effective  cooling. 

Conclusion 

The  difficulty  of  keeping  the  fire  alight  during  long  stops, 
the  dust  and  dirt  encountered  when  fueling  and  cleaning, 
the  time  taken  for  starting  (particularly  if  the  gas  is  wet), 
the  difficulty  of  finding  space  on  the  chassis  or  of  manoeuv- 
ring in  traffic  if  a  trailer  is  used,  and  above  all,  the  loss  of 
power  and  flexibility,  make  it  improbable  that  gas  pro- 
ducers will  become  popular  with  the  owners  of  private  cars. 

Their  application  would  appear  to  be  more  directly  to 
trucks  or  fleets  of  trucks,  where  they  can  be  kept  in  con- 
dition by  a  service  staff.  Both  the  British  and  Australian 
reports  emphasize  the  necessity  of  adhering  to  standard 
dimensions,  and  state  most  distinctly  that  the  design  and 
fabrication  of  gas  producer  plants  should  not  be  undertaken 
by  amateurs,  but  should  be  in  the  hands  of  experienced 
personnel. 

The  cost  of  such  a  plant  is  in  the  neighbourhood  of 
$300-$500  and  the  average  weight  of  metal  400-600  lb. 
This  is  mostly  steel,  and  assuming  an  average  of  500  lb.  of 
mild  steel  per  vehicle,  25,000  tons  would  be  necessary  to 
equip  100,000  vehicles.*  In  addition  to  this,  if  trailers  are 
employed,  an  additional  25,000  tons  of  steel  would  be 
required  for  the  trailers,  and  200,000  tires  would  have  to  be 
provided. 

The  report  of  the  Chemurgic  Committee  ©  states  that, 
in  1940  motor  fuel  consumption  in  Canada  was  nearly  900 
million  gallons,  and  it  was  estimated  that  45  million  bushels 
of  wheat  would  be  required  to  replace  10  per  cent  of  this 
amount  by  alcohol.  Considering  12  lb.  of  charcoal  as 
equivalent  to  one  gallon  of  gasoline,  an  annual  consumption 
of  540,000  tons  of  charcoal  would  be  necessary  for  the  same 
purpose. 

These  factors  may  be  decisive  under  war  conditions. 

Acknowledgment 

The  author's  thanks  are  due  to  Mr.  G.  H.  D.  Martin, 
b.a.sc,  for  his  assistance  in  preparing  some  of  the  diagrams 
for  this  paper. 

*This  is  slightly  less  than  half  the  number  of  trueks  registered  in 
Canada  in  1940. 


References 

©  "World  Heat  and  Power  Requirements  and  their  Social  Implica- 
tions," Sir  Harold  Hartley,  Overseas  Engineer,  Oct.  1941. 

©  "Principles  of  Motor  Fuel  Preparation  and  Application,"  Nash  & 
Howes,  Vol.  I. 

©  See  "Text  Book  on  Motor  Car  Engineering,"  A.  G.  Clark  (1911) 
and  "Alternative  Fuels  for  Road  Vehicles,"  Burstall,  (Depart- 
ment of  Information,  Melbourne). 

®  "Motor   Fuel   Preparation   and   Application,"    Nash   &   Howes, 
Vol.  II,  "The  Use  of  Alcohol  in  Motor  Fuel  in  Foreign  Countries." 
Hopkins,  Can.  Chemistry  and  Metallurgy,  Jan.  1934. 
"Agricultural  Alcohol  for  Motor  Fuel,"  Hopkins,  National  Re- 
search Council  Publication  886,  Ottawa. 

©  "Power  Alcohol  from  Beet,"  British  Power  Alcohol  Association, 
1925. 

©  "The  Possibilities  of  Power  Alcohol,"  Australian  Council  for 
Scientific  and  Industrial  Research,    1927. 

©  "A  Survey  of  Canadian  Research  in  the  Utilization  of  Farm  Pro- 
ducts," by  the  National  Chemurgic  Committee  of  the  Canadian 
Chamber  of  Commerce,  Montreal,  May,  1941. 

©  "Engine  Performance  with  Gasoline  and  Alcohol."  Yale  Univer- 
sity Bulletin  No.  16,  1936. 

"Gasoline-Alcohol  Blends  in  Internal  Combustion  Engines,"  Yale 
University,  Bulletin  No.   31,    1938. 
Also  Kuhring,  Canadian  Journal  of  Research,  Vol.  II,  Oct.  1934. 

©  "The  Effect  of  Varying  Proportions  of  Air  and  Steam  on  a  Gas 
Producer,"  Proc.  Inst.  Mech.  E.,  Apr.  1911.  (See  also  Reference 
29). 

©  "The  Conversion  of  Petrol  Vehicles  to  Operation  by    Section 

Producer  Gas,"  Burstall,  Institution  of  Automotive  Engineers, 

Australia,  Nov.  23,  1939. 
@  "Producer  Gas  for  Road  Traction,"  Allcut,  Bulletin  No.  6  (Section 

12)  School  of  Engineering  Research,  University  of  Toronto,  1926. 
@  "Wood  and  Charcoal  as  Fuel  for  Vehicles,"   Ruedy,   National 

Research  Council,  Sept.  1939. 
@  "Report  of  the  Committee  on  the  Emergency  Conversion  of  Motor 

Vehicles  to  Producer  Gas."  H.  M.  Stationery  Office,  1941. 
@  "Experiments  on  a  Cross  Draught  Gas  Producer,"  Woods.  Trans. 

Aut.  Eng.  (Australia),  Oct.  1940. 
@  "Tests  on  the  "A  E"  Charcoal  Gas  Producer,"  by  A.  F.  Burstall 

and  K.  Hunter,  The  Modern  Engineer  (Melbourne),  Dec.  20,  1940. 
©  "Test   of   British    Emergency   Producer   Fired   with   Australian 

Charcoal"  Burstall,  Trans.  Inst.  Aut.  Eng.  (Australia),  Nov.  1940. 
@  "Experiments   on   a   High   Speed    Producer   Gas   Engine,"    The 

Engineer,   May  26,    1939.   Also,   "An   Investigation  of  the  High 

Speed  Producer  Gas  Engine,"  The  Engineer,  May  17,  1940. 
@  "Mixtures  of  Producer  Gas  and  Petrol,"  Kennedy,  Trans.  Inst. 

Eng.  Aust.,  Sept.  1940. 
@  The  Autocar,  Aug.  29,  1941. 

@  "Producer  Gas  Vehicles,"  Woods,  Jrl.  Inst.  Eng.  Aust.,  Mar.  1938. 
®  Engineering,  Sept.  2,  1938,  p.  288. 
®  Symposium  on  "Coal  as  Fuel  for  Internal  Combustion  Engines," 

Jrl.  Inst.  Mech.  E.,  June,  1939. 
©  Engineering,  Jan.  19,  1941. 
@  "An    Examination    of   some   Australian    Hardwood   Charcoals," 

Melbourne,  1940,  Council  for  Scientific  and  Industrial  Research, 

Pamphlet  No.  103. 
©  "Wood  and  Charcoal  as  Motor  Fuels,"  Engineering,  Sept.  2,  1938. 
©  "Producer  Gas  Driven  Vehicles,"  The  Overseas  Engineer,  Oct.  1936. 
@  "Coke  as  Fuel,"  The  Automobile  Engineer,  Apr.  1929. 
@  Engineering,  Jan.  19,  1940. 

©  "Physical  Processes  in  a  Bed  of  Fuel,"  Proc.  Inst.  Fuel,  Dec.  1940. 
©  "The  Testing  of  Cleaners  and  Scrubbers,"  The  Modern  Engineer, 

Melbourne,  Feb.  1940. 
®  "Cylinder  Wear  in  Gasoline  Engines,"  Williams,  S.A.E.  Trans., 

May  1936,  pp.  191-196. 
©  "Observations  on  Cylinder  Bore  Wear,"  Roensch,  S.A.E.  Trans., 

Mar.  1937,  pp.  89-98. 
©  "Wood  and  Charcoal  as  Motor  Fuel."  Dept.  of  Mines  and  Re- 
sources, Ottawa,  1936. 
®  "Zur  Frage  des  Betriebes  von  Automobilmotoren  mit  Sauggas," 

Schliipfer  and  Drotschmann,  Bern,  1933. 
©  The  Brown  Boveri  Review,  Aug.  -Sept.  1941. 


230 


April,  1942     THE  ENGINEERING  JOURNAL 


TROLLEY  COACH  OVERHEAD  MATERIALS  AND  DESIGN 

L.  W.  BIRCH 

Engineer,  Transportation  Department,  Ohio  Brass  Company,  Mansfield,  Ohio,  U.S.A. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  December  4th,  1941 


Introduction 

A  vehicle  propelled  by  electric  energy  collected  from  a 
Tolley  wire  system  has  this  advantage,  that  power  is  always 
ivailable.  It  is  not  necessary  to  refill  a  tank  or  tender. 
Erolley  coach  operation  is  of  this  type  and  is  successful 
jecause  the  overhead  distribution  system  is  capable  of  deliv- 
;ring  continuous  power. 

In  North  America  the  trolley  coach  overhead  distribution 
ystem  is  part  of  a  $70,000,000  trolley  coach  investment 
vhich  in  turn,  is  part  of  the  mass  transportation  systems  on 
)0  properties.  These  systems  represent  a  total  investment 
>f  $700,000,000. 

Problems  of  Operation  and  Design 

Primarily  a  trolley  coach  overhead  system  differs  from  a 
itreet  car  distribution  system  in  that  there  is  no  rail  return. 
^n  aerial  negative  contact  wire  replaces  the  rail.  The  sup- 
port and  insulation  of  two  aerial  contact  wires  for  operation 
vith  mobile  current  collectors  present  interesting  problems, 
rhese  include: 

1.  The  current  collector,  itself.  Numerous  single-pole  and 
two-pole  collection  equipments  have  been  built  and 
tried  on  commercial  trolley  coach  routes. 

2.  Building  for  operating  speeds  of  30  to  40  m.p.h.  At 
these  speeds  the  trolley  coach  may  be  touring  to  one 
side  of  the  trolley  wires. 

3.  Selecting  a  trolley  wire  and  collector  that  would  prevent 
excessive  wear.  Experience  with  street  car  current  col- 
lection demanded  that  the  trolley  wire  last  as  long  for 
trolley  coach  operation  as  for  street  car  operation. 

•A.  Insulating  the  positive  and  negative  trolley  wire.  At 
both  crossovers  and  turnouts  the  positive  trolley  wire 
crosses  the  negative  trolley  wire. 

5.  Providing  a  touring  range  to  permit  of  curb  loading, 
also  the  passing  of  other  vehicles  in  traffic.  The  trolley 
coach  should  tour  over,  at  least,  three  traffic  lanes. 

6.  Automatically  selecting  the  proper  path  at  a  turnout 
point.  This  necessitates  the  selection  of  either  turnout  or 
mainline  at  the  will  of  the  operator,  and  the  selection 
must  be  made  without  the  operator  leaving  the  coach. 

These  problems  were  not  solved  on  the  first  installations. 
)ur  present  overhead  system  is  the  development  of  twenty 
rears  of  experience.  The  pioneer  systems,  such  as  those  in- 
italled  in  Toronto,  Windsor,  Staten  Island,  Philadelphia, 


Baltimore,  Rochester  and  Petersburg,  as  well  as  in  English 
cities,  were  very  simple,  but  they  were  responsible  for  many 
important  developments  and  standards  in  use  to-day.  For 
example,  the  advantages  possible  with  four  trolley  wires 
providing  two-way  operation  rather  than  two  trolley  wires 
providing  "single  track"  operation,  were  recognized  during 
the  early  twenties.  Furthermore,  considerable  additional 
conductivity  was  made  available  for  the  carrying  of 
electric  energy. 

The  selection  of  2/0  and  3/0  trolley  wire  sizes  was  made 
on  the  early  installations  because  the  short  life  of  1/0,  and 
the  additional  supporting  structure  necessary  for  4/0,  were 
recognized  as  economically  unsound.  As  early  as  1923,  the 
American  Transit  Association  selected  a  24-in.  spacing  be- 
tween positive  and  negative  trolley  wires  and  recommended 
a  trolley  wire  height  of  18  ft.  above  the  street.  These  limita- 
tions are  standard  to-day.  After  many  experiments  with  a 


Fig.  1 — Standard  tangent  construction. 

fHE  ENGINEERING  JOURNAL     April,  1942 


Fig.  2 — All  metallic  collector  shoe. 

single-pole  collector,  two  individual  poles  were  finally  ac- 
cepted on  the  Windsor  and  Staten  Island  systems  as  the 
standard.  The  general  method  of  insulating  the  positive 
from  the  negative  contact  wire,  the  length  of  insulation  and 
the  location  of  the  contact  wires  with  respect  to  the  curb 
line  are  other  features  developed  twenty  years  ago  which 
have  helped  to  secure  a  well  standardized  overhead  design. 
Since  1928,  when  Salt  Lake  City  installed  the  first  modern 
40-passenger,  transit  type  trolley  coach,  each  new  instal- 
lation of  trolley  coaches  has  added  some  new  features  to 
the  overhead  system.  These  new  features  have  comprised 
the  improvement  and  development  of  new  devices,  the 
dimensional  standards  and  limitations  having  remained  un- 
changed. It  is  an  interesting  thought  that  without  some 
of  the  early  standards  selected  for  trolley  coach  overhead 
distribution  design,  we  might  have  had  as  many  different 
gauges  between  positive  and  negative  trolley  wires  as  the 
railroads  had  track  gauges  75  years  ago. 

Typical  Distribution  System 

The  standard  tangent  distribution  system,  illustrated  in 
Fig.  1,  consists  of  a  pole  structure,  either  wood,  concrete  or 
steel,  which  supports  four  trolley  wires  with  the  poles  spaced 
at  approximately  100-ft.  intervals.  The  trolley  wires  are 
attached  to  insulated  hangers  and  clamps,  and  in  addition 
to  the  insulation  placed  in  the  supporting  hangers,  a  second- 
ary insulation,  either  porcelain  or  wood,  is  inserted  in  the 
span  wire  near  the  pole.  The  centre  line  of  one  pair  of  trolley 


231 


wires  is  usually  located  13  ft.  from  the  curb  line  thus  per- 
mitting the  trolley  coach  to  load  at  the  curb  and  to  tour 
around  double-parked  vehicles. 

Development  of  Collection  Equipment 

Early  collection  equipment  included  a  free-swivelling  trol- 
ley base  mounted  on  top  of  the  coach,  a  long  trolley  pole 
and  a  free-swivelling  wheel  harp  for  operation  under  the 
trolley  wire.  The  trolley  base  was  similar  to  that  installed  on 
street  cars,  the  trolley  pole  was  a  lightweight  allo.v  steel  pole 
insulated  from  the  trolley  harp  and  the  harp,  itself,  was  a 
wheel  collector  similar  to  an  ordinary  caster.  With  this 
combination  the  trolley  coach  could  tour  on  either  side  of 
a  pair  of  trolley  wires,  the  limitation  to  the  touring  range 


Fig.  3 — Shoe  collector  with  carbon  insert. 

being  chiefly  the  length  of  the  poles.  This  early  assembly  of 
equipment  is  similar  to  that  employed  to-day  except  that 
the  wheel  collector  has  been  replaced  with  a  shoe  collector. 
Owing  to  the  point  bearing  of  the  trolley  wheel  and  to  the 
swivelling  action  of  the  device,  the  wheel  collector  was 
subject  to  many  dewirements  when  passing  through  frogs 
and  cross-overs  and  the  milling  action  of  the  spinning  wheel 
on  the  trolley  wire,  particularly  with  the  trolley  coach  tour- 
ing off-centre,  was  quite  injurious.  These  facts  were  re- 
sponsible for  the  development  of  the  shoe. 

With  the  installation  of  the  larger  fleets  of  trolley  coaches 
and  the  use  of  higher  accelerations  and  higher  speeds,  the 
wheel  collector  was  abandoned  in  favour  of  a  shoe  collector. 
The  history  of  the  development  of  the  shoe  collector  is 
interesting.  The  first  shoe  collectors  were  all-metallic,  either 
malleable  iron  or  forged  steel  (Fig.  2).  The  wearing  of  a 
groove  in  these  collectors  produced  a  cutting  edge  that 
was  injurious  to  trolley  wire,  particularly  round  trolley  wire 
that  was  supported  with  a  trolley  ear  encircling  the  wire. 
Soft  nosed  or  bronze  tipped  shoes  diminished  this  cutting 
action  but  did  not  prove  entirely  satisfactory.  All  of  these 
metallic  shoes  required  lubrication  of  the  contact  wires  for 
the  prevention  of  excessive  wear  to  wire  and  fittings.  Usually 
a  graphite  lubricant  was  applied  with  special  roller  type 
lubricator  attached  to  trolley  poles  mounted  on  a  line  truck 
or  a  service  truck.  Five  years  ago,  a  collection  shoe  con- 
sisting of  a  solid  piece  of  carbon  permanently  embedded  in 
a  bronze  shoe  was  installed  at  Cleveland,  Ohio.  This  was  a 
real  step  in  the  right  direction  but  trolley  wire  lubrication 
was  still  necessary  since  the  bronze  of  the  shoe  continued 
to  rub  the  wire.  The  final  step  was  the  development  of  a 
collecting  shoe  consisting  of  a  bronze  holder  in  which  is 
clamped  a  carbon  insert  that  collects  electric  energy  from 
the  trolley  wires  and  operates  in  a  manner  similar  to  a 
carbon  brush  on  a  commutator  (Fig.  3).  This  small  carbon 
insert  is  replaced  when  it  is  worn  to  the  allowable  limit. 
Lubrication  of  trolley  wire  has  been  completely  eliminated 
since  the  carbon  insert  lubricates  and  burnishes  the 
trolley  wire. 


Effect  of  Shoes  on  Trolley  Wire  Life 

When  the  metallic  shoe  was  first  introduced  for  collection 
purposes,  dewirements  diminished,  there  was  less  arcing 
and  collector  noise  disappeared,  but  on  the  other  hand  the 
cutting  effect  of  the  groove  worn  in  the  metallic  shoe  and 
the  wear  on  trolley  wire  and  fittings  was  greatly  increased. 

This  wear  was  controlled  by  the  substitution  of  grooved 
trolley  wire  for  round  trolley  wire.  All  fittings  were  attached 
to  the  upper  lobe  of  the  grooved  trolley  wire,  the  lower 
lobe  being  free  of  attachments,  thus  presenting  a  smooth 
underrun  to  the  collector.  At  this  time  it  was  estimated 
that  the  life  of  a  2/0  grooved  trolley  wire  would  be  500,000 
bus  passes.  Actual  experience  showed  figures  as  low  as 
300,000  bus  passes.  At  the  present  time  the  combination 
of  a  carbon  insert  shoe  operating  on  grooved  trolley  wire 
has  increased  2/0  grooved  trolley  wire  life  to  figures  vary- 
ing from  two  million  to  seven  million  bus  passes.  This  is 
equivalent  to  saying  that  2/0  grooved  trolley  wire  might 
last  on  the  average  line  from  20  to  70  years.  Most  installa- 
tions to-day  are  being  equipped  with  2/0  wire.  The  3/0 
wire  is  selected  only  where  conductivity  demands.  Bronze 
trolley  wire,  because  of  its  greater  life  and  ability  to  hold 
sufficient  tension  so  necessary  for  good  operation,  is  almost 
universally  used. 

Trolley  Coach  Hanger 

A  trolley  coach  hanger  or  insulator  used  for  supporting 
the  trolley  wires  has  been  developed  for  this  class  of  two- 
wire  suspension.  The  hanger  carries  sufficient  insulation  in 
itself  to  eliminate  further  secondary  insulation  with  the 
exception  of  that  placed  in  the  span  wires  near  the  poles. 
However,  in  some  instances  a  secondary  insulator,  usually 
a  wood  stick,  is  placed  between  the  positive  and  negative 
hangers  in  the  supporting  span.  Insulation  in  the  hanger  is 
usually  a  moulded  insulation  of  high  dielectric  strength 


Fig.  4 — Segment  construction  on  curves. 


232 


April,  1942    THE  ENGINEERING  JOURNAL 


and  has  sufficient  resistivity  to  heat,  moisture  and  mechanical 
injury  to  permit  of  long  life.  Recently,  several  installations 
have  been  made  with  a  wood  stick  hanger.  This  type  of 
hanger  provides  a  longer  leakage  path  than  is  possible  with 
the  moulded  insulation  hanger.  Hangers  are  built  with  ad- 
justability in  order  to  properly  align  the  trolley  clamps  to 
prevent  interference  with  the  collecting  shoes. 

Curve  Segment 

The  usual  conventional  curve  designed  for  street  railway 
work  requires  the  frequent  installation  of  pullovers  in  order 
to  align  the  trolley  ware  of  the  street  car  with  the  curvature 
of  the  track.  This  is  necessary  because  of  the  type  of  rigid 
collection  equipment  normally  used  on  street  cars.  In  the 
case  of  the  trolley  coach,  it  is  not  necessary  that  the  vehicle 
follow  beneath  the  line  of  trolley  wires  since  the  swivelling 
action  of  both  the  trolley  base  and  the  harp  permit  off- 
centre  touring.  With  this  equipment  it  is  not  imperative 
that  a  trolley  wire  follow  any  particular  curve  except  that 
it  must  be  within  reach  of  the  collection  equipment. 

The  conventional  curve  employing  numerous  pullovers 
has  been  almost  entirely  replaced  by  segment  construction 
where  the  trolley  coach  does  not  operate  jointly  beneath 
the  same  trolley  wire  as  the  street  car.  The  segment  is  a 
large  pullover  built  to  provide  an  easy  means  of  aligning 
trolley  wires  over  the  path  of  the  coach  and  at  the  same 
time  eliminate  many  fittings  and  cables  formerly  used  on 
the  conventional  street  railway  curve.  The  segment  is  built 
with  a  comparatively  large  radius  and,  of  course,  connects 
the  several  chords  on  the  curve  (Fig.  4).  An  adjustable 
feature  reduces  the  total  number  of  segments  for  a  given 
job  to  a  few.  This  device  does  not  restrict  speeds  on  curves 
inasmuch  as  it  has  been  designed  to  handle  the  maximum 
speeds  possible  for  the  various  curves.  It  has  been  respons- 
ible for  the  elimination  of  some  unsightly  pullover  wires 
and  has  contributed  to  considerably  less  labour  cost  during 
installation. 

Feeder  Span 

The  frequency  of  feeder  spans  for  tapping  either  positive 
Dr  negative  contact  wires  to  aerial  feeders  is  dependent 
upon  electrical  loads,  cost  of  annealed  trolley  wire  occa- 
sioned by  a  trolley  wire  break  and  the  total  cost  of  feed 
span  installation.  As  a  general  rule  feed  spans  for  the  same 
polarity  are  located  at  800-ft.  intervals.  This  means  one 
negative  feed  span  and  one  positive  feed  span  in  an  800-ft. 
section.  Since  tapping  of  the  positive  trolley  wire  requires 
good  insulation  in  the  feed  span  because  of  the  closeness 
of  the  negative  contact  wires,  special  equipment  has  been 
designed  for  making  these  taps.  The  most  recent  arrange- 
ment uses  the  copper  feed  span  as  a  supporting  span,  direct 
taps  being  taken  from  the  span  to  the  trolley  ear  as  illus- 
trated in  Fig.  5. 


Special  Work  for  Intersections 

At  locations  where  one  trolley  coach  system  crosses  an- 
other trolley  coach  system,  or  where  a  trolley  coach  system 
crosses  a  street  car  line,  insulated  crossovers  must  be  installed. 
At  locations  where  one  trolley  coach  line  leaves  another  trolley 
coach  line,  special  turnout  equipment  is  required.  In  all 
cases  the  special  equipment  includes  devices  to  which  a 
trolley  wire  is  attached.  These  devices  may  be  for  the  pur- 
pose of  crossing  two  lines  or  for  the  purpose  of  taking  one 
line  off  another  line.  In  any  event,  the  design  of  these 
devices  has  been  made  so  that  the  cross-section  of  the  runner 
pieces,  metallic  or  insulated,  is  approximately  equivalent  to 
that  of  the  trolley  wire.  This  uniform  cross-section  of  trolley 
wire  and  fittings  reduces  bumping  and  scrubbing  and  con- 
sequent arcing  by  the  collector  and  also  prevents  consider- 
able damage  and  wear.  To  the  trolley  coach  rider,  it  is 


Fig.  6 — Typical  crossover  using  standard  insulating  unit 
tips  and  crossover  pan. 


Fig.  5 — Feeder  span  using  copper  feed  span  to  support 
trolley  wire. 


Fig.  7 — Electrically  operated  frog  installed  ahead  of  a 
segment. 

important  because  it  is  responsible  for  very  quiet  collection 
operation.  Even  the  trolley  wire  splicer  is  attached  to  the 
upper  lobe  of  the  trolley  wire,  itself,  in  such  a  manner  that 
there  is  no  obstruction  to  the  passage  of  the  collector. 

There  are  many  types  of  crossovers  and  turnouts,  most 
of  which  are  constructed  with  standard  parts.  For  instance, 
in  Fig.  6,  similar  crossover  pans  have  been  used  and  the 
same  insulation  unit  occurs  repeatedly.  The  tips  for  con- 
necting the  trolley  wire  to  the  devices  are  the  same  for  the 
same  size  of  wire.  In' the  case  of  the  turnout,  the  standard 
arrangement  shown  in  Fig.  7  is  equivalent  to  that  used  on 
all  turnouts,  the  frog  pan  itself  being  the  only  piece  that 
is  selected  for  some  particular  type  of  operation.  In  these 
illustrations  the  standard  insulating  unit,  standard  tips  and 
crossover  pan  may  be  seen.  Of  course  it  is  understood  the 
degree  of  turnout  may  vary  the  degree  of  the  crossover 
pan  in  either  a  crossover  assembly  or  turnout  assembly. 

Insulating  Unit  for  Turnouts  and  Crossovers 

The  insulating  unit  used  in  all  crossover  and  turnout 
assemblies  must  withstand  the  ultimate  mechanical  loads 
of  the  largest  sizes  of  bronze  trolley  wire.  It  must  provide 
adequate  insulation  during  the  passage  of  a  collection  shoe 
from  positive  to  negative  wires  and  must  withstand  the 
repeated  arcing  caused  by  the  breaking  of  electrical  loads. 


THE  ENGINEERING  JOURNAL     April,  1942 


233 


Structurally,  this  unit  consists  of  two  phenolic  tubes,  a 
tension  member  and  a  compression  member.  The  compres- 
sion member  is  constructed  of  insulation  only,  while  the 
tension  member  is  reinforced  with  a  steel  core,  properly 
insulated  at  the  ends,  that  enables  the  assembled  unit  to 
withstand  all  mechanical  loads  transmitted  by  overhead 
trolley  wires.  The  unit  provides  12  inches  of  clear  insulation 
between  metallic  sections,  this  distance  being  adequate  to 
prevent  the  "carryover"  of  the  600-volt  arcs. 

Types  of  Turnouts 

Again  looking  at  the  standard  turnout,  a  set  of  ordinary 
cast  trailing  frog  pans  will  permit  a  trolley  coach  to  "trail 
through"  this  arrangement  from  either  the  main  line  or 
the  turnout,  no  additional  guiding  of  the  swivelling  shoe 
being  necessary.  If  the  direction  of  operation  is  reversed, 
it  can  be  readily  seen  that  further  guidance  of  the  shoe 
is  imperative  otherwise  the  shoe  may  either  enter  the 
straight  line  or  the  turnout  path.  Where  the  trolley  coach 
enters  a  frog  assembly  of  this  type  the  shoe  must  be  guided. 

One  type  of  turnout  where  the  shoe  is  guided  to  one  path 
only,  is  equipped  with  a  spring  frog  similar  to  a  spring  track 
switch.  If  the  frog  is  set  for  the  turnout  at  all  times,  the 
shoe  will  enter  and  take  the  turnout  at  all  times.  With  the 
spring  arrangement  it  is  possible  to  trail  from  either  the 
main  line  or  the  turnout,  the  same  as  a  rail  car  trails  through 
the  spring  track  switch. 

The  movable  runner  of  this  frog,  as  well  as  all  electrically 
operated  frogs,  is  of  the  "double  tongue"  type.  A  shoe  col- 
lector passing  through  the  frog,  either  over  the  turnout  or 
over  the  main  line,  will  travel  over  one  of  the  runners. 
Smooth  operation  of  the  shoe  is  accomplished  in  this  way. 

There  are  numerous  locations  where  one  trolley  coach 
line  branches  away  from  another  line.  At  these  locations 
it  is  necessary  for  the  operator  to  select  either  the  main 
line  route  or  the  turnout  route.  At  these  locations  electric- 
ally-operated frogs  are  usually  installed  although  in  some 
minor  cases,  frogs  operated  with  pull  ropes  have  been  used. 

The  electrically-operated  frog  is  of  two  types,  the  "power- 
on-power-off"  and  the  Selectric  type.  In  the  former  type 
the  path  at  the  point  of  turnout  is  selected  by  the  operator 
of  the  coach  by  either  coasting  through  the  device  (power- 
off)  or  by  taking  power  (power-on)  to  actuate  the  solenoid- 
operated  frog.  In  this  assembly  the  frog  pan  is  insulated 
from  the  trolley  wire.  It  is,  however,  electrically  connected 
to  the  trolley  wire  through  a  solenoid  which  operates  the 
frog  runners  (Fig.  8).  If  a  coach  passes  through  this  section 
with  the  "power  off,"  the  runner  remains  in  the  main  line 
position.  If,  however,  the  coach  passes  through  this  section 
with  the  "power  on,"  current  passing  through  the  solenoid 
actuates  the  frog  runner  and  sets  it  to  the  turnout  position. 
Many  modifications  of  this  type  of  frog  are  in  use,  however 
in  principle  they  are  similar  to  this  one. 

The  other  type  of  electric  frog  depends  upon  the  angu- 
larity of  the  trolley  coach  body  with  the  trolley  coach  wires. 
The  electrically-operated  frog  used  with  this  combination 


Jumper 


Joaper 


Lirrel  Ion  of   In. vol 
? 


Fig.  8 — Wiring  diagram  of  "power-on-power-off" 
electric  frog. 


Fig.  9 — Location  of  contactors  on  trolley  wires  in  front  of 
Selectric  frog. 

is  also  equipped  with  only  one  solenoid,  however,  it  is  also 
equipped  with  a  mechanical  reset.  The  solenoid  actuates 
the  frog  runner  and  after  a  collector  passes  through  the 
frog  it  strikes  a  trigger  and  resets  the  frog  to  its  original 
position. 

Two  contactors,  one  on  each  trolley  wire,  are  located 
ahead  of  the  frog.  If  the  two  contactors  are  placed  abreast 
and  a  trolley  coach  is  continuing  over  the  main  line,  the 
collector  shoes  will  be  abreast  and  will  strike  the  two  con- 
tactors simultaneously.  Since  these  contactors  are  a  part 
of  a  circuit  to  the  coil,  the  frog  runner  is  actuated  as  the 
shoes  pass  beneath  them.  After  the  collection  shoe  has 
passed  through  the  frog  it  strikes  a  mechanical  resetting 
device  and  throws  the  frog  runner  back  to  its  initial  position 
which  in  this  case  would  be  for  the  turnout.  If  the  coach  is 
to  take  the  turnout,  one  trolley  shoe  will  lead  the  other, 
therefore  the  shoes  cannot  strike  the  two  contactors  simul- 
taneously and  complete  a  circuit  to  the  solenoid.  If  the 
trolley  coach  is  taking  a  turnout  there  will  be  no  move- 
ment of  the  frog  runner  and  since  the  reset  position  of  the 
runner  is  for  the  turnout,  the  action  is  positive.  See  Fig.  9. 

Other  variations  of  this  type  of  electric  frog  are  in  use, 
the  variations  being  due  chiefly  to  the  locations  of  contactors. 
In  addition  to  these  variations  frequent  installations  of 
one-half  of  an  electric  frog  are  used  where  a  street  car  line 
either  enters  or  leaves  the  trolley  coach  overhead  system. 

At  the  present  time,  an  intersection  assembly,  turnout  or 
crossover,  is  ordered  and  shipped  as  a  unit.  Previously,  the 
transportation  company  selected  and  erected  a  multitude 
of  small  devices,  but  the  confusion  caused  by  this  procedure 
resulted  in  an  effort  by  all  manufacturers  to  simplify  the 
selection  of  the  proper  assemblies  for  an  installation.  Unit 
assemblies  are  easily  identified. 

Research,  an  Important  Factor 

The  design  and  development  of  trolley  coach  overhead 
required  many  laboratory  and  field  tests  of  materials  and 
assemblies.  Impregnated  wood  beams  were  first  used  in 
crossover  assemblies  to  furnish  both  mechanical  strength 
and  insulation  between  positive  and  negative  wires.  Par- 
tially because  of  bulkiness  and  weight,  but  chiefly  because 
of  occasional  mechanical  failures,  the  wood  beam  was  re- 
placed with  a  fibre  beam.  Fibre  furnished  sufficient  insula- 
tion for  the  600-volt  system  and  provided  ample  strength 
but  fibre  has  one  inherent  feature  that  was  responsible  for 
the  discontinuance  of  its  use.  Fibre  beams  warp.  As  a  con- 
sequence a  straight,  smooth  underrun  was  difficult  to  secure. 
Variations  in  moisture  even  produced  warping  in  stock  bins 
before  the  devices  were  shipped.  The  present  tubular, 
phenolic  members  of  an  insulating  unit  do  not  warp,  have 
good  mechanical  strength  and  furnish  excellent  insulating 
qualities  over  a  period  of  years.  Many  service  tests  were 
necessary  during  the  development  of  this  insulation.  The 
unit  is  illustrated  in  Fig.  10. 


234 


April,  1942    THE  ENGINEERING  JOURNAL 


Life  tests  on  the  insulation  included  repeated  collector 
assages  over  the  runners  to  determine  the  deteriorating 
ffect  of  the  arc.  An  insulating  unit  is  tested  with  a  shoe 
assing  under  it  at  speeds  corresponding  to  the  speeds  of 
:olley  coach  operation  in  the  street.  The  life  of  the  unit 
i  determined  for  various  values  of  current  at  600  volts. 
Tiese  tests  are  responsible  for  the  selection  of  the  general 
esign,  as  well  as  the  selection  of  materials  that  will  with- 
Dand  constant  arcing.  It  is  to  be  remembered  that  the 
uxiliary  load  of  a  trolley  coach  for  lights,  heaters  and 
ompressor  will  reach  70  amperes,  and  this  load  must  be 
roken  at  an  insulator  even  when  the  traction  load  is  cut  off. 


Fig.  10 — Phenolic  insulating  unit  used  in  crossover  and 
frog  assemblies. 

The  development  of  the  current  collection  equipment  has 
mtinued  for  many  years.  The  first  carbon  inserts  used  in 
îe  present  shoe  wore  out  in  less  than  10  miles,  the  next 
irbon  inserts  in  less  than  30  miles  and  the  inserts  finally 
ccepted  and  offered  for  general  use  would  not  last  more 
lan  500  miles.  The  average  mileage  today  for  summer  and 
inter,  dry  weather  and  wet  weather,  is  considerably  over 
,000  miles,  and  it  required  four  years  to  secure  this  mileage, 
iecause  of  the  research  conducted  by  the  London  Passenger 
'ransport,  the  present  development  of  the  carbon  insert 
jllector  was  no  doubt  hastened.  Similar  experiments  were 
irried  out  in  London  and  in  this  country.  The  exchange 
f  data  was  very  helpful  in  expediting  the  production  of  a 
itisfactory  collector. 

The  usual  problems  with  lightning  and  radio  interference 
'ere  encountered  and  satisfactory  modifications  and  im- 
rovements  were  developed  to  provide  the  degree  of  reli- 


ability demanded  for  city  transportation  service.  Today, 
radio  complaints  are  few  and  there  is  no  record  of  damage 
to  the  traction  motors  due  to  lightning. 

Reduction  in  Weight 

The  weight  of  the  overhead  system  has  always  been  a 
problem.  A  one-pound  weight  in  the  overhead  system  pro- 
duces from  five  to  eight  pounds  side  load  in  the  supporting 
structure,  either  pole  or  building.  The  reduction  of  weight 
in  the  overhead  system  reduces  the  side  loads  on  the  struc- 
tures and  as  a  consequence,  the  cost  of  the  system.  Substi- 
tuting 2/0  grooved  trolley  wire  for  3/0  grooved  has  reduced 
the  weight  20  per  cent.  The  weight  of  overhead  fitting  has 
been  reduced  35  per  cent  since  1934.  This  weight  reduction 
has  permitted  the  use  of  many  street  car  poles  that  formerly 
supported  two  trolley  wires.  Now  they  support  four  trolley 
wires. 

The  Picture  of  Trolley  Coach  Operation  To-day 

In  addition  to  the  study  and  development  of  fittings  for 
overhead  design,  each  new  trolley  coach  installation  has 
required  a  field  study,  a  study  of  the  application  of  the 
materials.  To-day,  trolley  coaches  are  operating  in  every 
climate,  almost  in  every  country.  They  operate  at  speeds 
up  to  45  m.p.h.,  accelerate  at  4  m.p.h.  per  sec,  collect 
currents  as  high  as  400  amperes,  climb  13  per  cent  grades, 
run  through  subways,  through  congested  streets  and  over 
country  highways.  They  do  this  quietly,  swiftly,  efficiently, 
under  the  overhead  distribution  system  just  described. 

There  are  3,300  trolley  coaches  now  operating  in  Canada 
and  the  United  States,  95  per  cent  of  which  have  been 
installed  within  the  last  ten  years.  These  coaches  operating 
over  1,100  miles  of  route  totalled  100  million  coach-miles 
during  1940,  and  each  coach  averaged  over  1,000  miles 
for  each  trolley  pole  dewirement. 

This  is  equivalent  to  saying  the  trolley  coach  can  run 
at  least  five  days  without  a  dewirement,  a  performance 
that  is  a  measure  of  the  reliability  of  modern  trolley  coach 
overhead. 


CHARCOAL  HAS  WAR-TIME  USE 


The  use  of  charcoal  in  making  light-weight  alloys  for 
ircraft  construction  has  resulted  in  a  substantial  increase 
l  the  production  of  charcoal  in  Canada,  reports  the  Forest 
'roducts  Laboratories  of  the  Department  of  Mines  and 
Resources. 

Before  the  war  charcoal  was  used  in  Canada  principally 
Dr  kindling  fires  and  as  a  fuel  for  charcoal  cookers.  On 
lis  continent  charcoal  was  at  one  time  employed  in  the 
îanufacture  of  steel  but  has  been  largely  replaced  in  that 
ldustry  by  metallurgical  coke.  In  several  parts  of  Europe, 
i  Australia,  and  in  other  countries  where  the  price  of 
asoline  is  high,  charcoal  has  been  used  extensively  in 
scent  years  as  a  source  of  producer  gas  to  replace  gaso- 
ne  in  the  operation  of  internal  combustion  engines  for 
uses,    tractors,    trucks    and    motor    cars.     With    further 


reduction  of  supplies  of  gasoline  such  use  may  assume 
importance  in  Canada. 

Charcoal  may  be  made  from  any  species  of  wood  but 
in  Canada  it  is  generally  made  from  the  heavy  hardwoods 
— maple,  beech,  and  yellow  birch.  Two  methods  of  manu- 
facture are  employed:  charcoal  kilns  and  in  steel  retorts 
from  which,  in  addition  to  charcoal,  acetate  of  lime,  meth- 
anol, and  other  by-products  are  recovered.  One  cord  of 
air-dry  hardwood  will  produce  about  650  pounds  of  kiln 
charcoal  or  about  1,000  pounds  of  retort  charcoal. 

The  earliest  known  method  of  making  charcoal  was  to 
stack  wood  in  beehive-shaped  piles  and  to  cover  almost 
completely  with  earth.  By  kindling  a  fire  and  regulating 
the  air  supply  part  of  the  wood  is  burned,  producing  suffi- 
cient heat  to  convert  the  remainder  to  charcoal. 


HE  ENGINEERING  JOURNAL     April,  1942 


235 


THE   MANAGEMENT-EMPLOYEE    PROBLEM   FOR   ENGINEERS 

JAMES  W.  PARKER 

Vice-President  and  Chief  Engineer,  Detroit  Edison  Company,  Detroit,  Mich.,  U.S.A. 
President,  The  American  Society  of  Mechanical  Engineers. 

A  luncheon  address  delivered  at  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  on  February  6th,  1942. 


It  is  an  honour  to  speak  before  this  meeting  of  The 
Engineering  Institute  of  Canada,  and  a  great  pleasure  to 
bring  you  the  cordial  good  wishes  of  the  American  Society 
of  Mechanical  Engineers.  Speaking  informally  may  I  say 
that  the  views  expressed  are  my  own  personal  views,  for 
my  subject  is  a  somewhat  controversial  one. 

Contemplating  the  world  war  now  in  progress,  it  seems 
evident  that  changes  in  economic  conditions  after  its 
termination  will  be  momentous,  and  that  the  social  organ- 
ization of  the  nations  will  differ  from  that  prevailing 
before  this  catastrophe. 

Many  of  us  feel  that  the  whole  issue  of  the  war  boils 
down  to  a  question  whether  the  reorganization  of  the  life 
of  any  nation  will  come  from  within  under  leaders  of  its 
people's  own  choosing,  or  be  imposed  from  without  at 
the  hands  of  a  victorious  enemy.  In  either  event,  the 
changes  will  be  profound. 

When  the  wave  of  republicanism  swept  Europe  and 
America  a  century  and  a  half  ago,  and  Great  Britain 
eventually  emerged  successful  from  the  struggle  with  the 
French  Empire,  she  found  herself  free  to  work  out  her 
own  scheme  of  social  reform  without  dictation  from  the 
Continent.  Reforms  took  place  at  last,  decades  after- 
ward, but  in  typical  British  fashion  and  with  the  result 
which  you  all  know.  The  story  would  have  been  a  far 
different  one  if  Napoleon's  programme  of  a  new  European 
order  had  prevailed. 

In  the  United  States,  changes  in  the  industrial  philoso- 
phy of  the  people  have  been  in  the  making  for  more  than 
a  generation.  There  are  few  here  who  will  not  remember 
the  time  when  the  purposes  of  many  great  corporations 
were  predatory,  aimed  at  the  exploitation  of  both  the 
public  and  the  wage  earners. 

Those  were  the  days  when  Theodore  Roosevelt  used  to 
talk  of  "  malefactors  of  great  wealth."  People's  con- 
sciences were  stirred  but  the  way  of  reform  looked  long 
and  very  nearly  hopeless.  Yet,  since  then,  the  attitude 
of  employers  has  changed  radically.  We  shall  never  again 
see  conditions  such  as  prevailed  in  the  days  of  early 
steel  making  in  the  Ohio  Valley.  In  many  ways  things 
have  changed  for  the  better.  Reasonable  hours  of  work 
are  the  rule,  good  working  conditions  are  general,  and 
the  contrast  is  vast  between  the  conditions  under  which 
men  work  in  the  great  River  Rouge  plant  of  the  Ford 
Motor  Company,  for  instance,  and  those  of  the  steel 
plants  at  South  Chicago  and  Pittsburgh  in  those  old  un- 
happy days.  The  employer  has  come  to  have  a  new 
concept  of  the  corporation  as  a  great  social  device  and 
to  have  a  new  sense  of  his  three-fold  responsibility  to 
the  public  and  to  employees,  as  well  as  to  his  shareholders. 

It  is  significant  indeed  that  when  the  Automobile 
Labour  Relations  Board,  appointed  by  President  Roose- 
velt, made  its  report  in  1936,  very  little  had  to  be  said 
about  poor  conditions  under  which  men  had  to  work. 
Indeed,  in  all  the  interminable  negotiations  between  unions 
and  manufacturers  in  recent  years,  there  have  been  re- 
markably few  complaints  about  working  conditions,  and 
the  argument  for  increased  pay  has  been  almost  a 
secondary  matter.  The  issues  which  arose  concerned  such 
matters  as  membership  in  unions,  representation  by  col- 
lective bargaining  agents,  and,  unhappily,  jurisdictional 
conflict  between  two  types  of  union  organization. 


Whether  employers  or  not,  there  are  few  thoughtful 
men  who  do  not  believe  that  in  principle,  at  least,  the 
labour  union  movement  is  just,  however  badly  led. 

There  has,  as  a  matter  of  fact,  been  very  little  of  states- 
manship in  the  policies  and  programme  of  professional 
labour  leaders.  There  has,  without  doubt,  been  in  that 
leadership  an  element  seeking  to  inject  into  the  relation- 
ship between  employer  and  employee  a  foreign  ideal.  It 
has  attempted  to  arouse  class  hostility,  and  has  employed 
the  tactics  of  the  European  revolutionist;  there  have  been 
sit-down  strikes,  and  slow-downs,  and,  I  regret  to  say, 
much  lawlessness. 

I  do  not  believe,  however,  that  these  alien  concepts  will 
take  permanent  root  in  America,  providing  the  thoughtful 
people  of  the  country  give  constructive  attention  to  this 
problem.  Some  industrialists  of  my  acquaintance  fear 
that  the  labour  movement  seeks  to  take  over  the  manage- 
ment and  direction  of  the  industrial  machine,  but  it  is 
my  own  belief  that  this  will  never  come  to  pass.  My  own 
observation  is  that  wage  earners  are  concerned  more  with 
the  circumstances  which  affect  their  own  lives,  such  as 
their  pay,  their  conditions  of  work,  or  their  treatment  by 
the  supervisory  force,  and  that  they  are  content  to  leave 
to  management,  as  they  always  have  in  the  past,  admin- 
istrative decisions  affecting  the  conduct  of  the  business. 

But  the  mistakes  of  management  have  been  many,  both 
in  very  large  manufacturing  organizations  and  in  the 
small  200-man  plants.  Production  men  in  the  automobile 
companies  have  repeatedly  acknowledged  that  the  unions 
had  chosen  stewards  from  the  companies'  own  employees, 
who  possessed  qualities  of  leadership  which  management 
had  not  discovered. 

One  hears  many  stories  bearing  on  this  point.  A  certain 
manufacturer  having  a  contract  with  the  C.I.O.  in  his 
Detroit  plant,  established  a  new  non-union  manufacturing 
unit  at  a  small  city  in  the  northern  part  of  the  state.  To 
this  arrangement  there  was  immediate  objection  from  the 
union,  and  especially  from  one  of  his  own  employees 
representing  his  local  shop  group  in  Detroit. 

My  informant,  a  man  of  long  manufacturing  experience 
who  is  attempting  to  establish  himself  as  an  industrial 
relations  counsel,  talked  first  to  the  labour  representative 
and  then  to  the  manufacturer,  and  concluded  that  the 
principal  cause  of  disagreement  was  sheer  misunderstand- 
ing, rather  than  a  dispute  over  union  membership. 

For  a  time  the  manufacturer  refused  to  let  the  shop 
steward  visit  the  out-of-town  plant,  and  when  he  finally 
did  consent  insisted  that  the  superintendent  of  the  shop 
accompany  the  party.  Further  persuasion  was  needed 
before  that  shop  superintendent  would  permit  the  shop 
steward  to  go  freely  through  that  shop.  At  dinner  on  the 
way  down  from  Detroit  the  shop  steward  and  the  shop 
superintendent  sat  across  the  table  from  each  other.  Mj' 
friend  hoped  they  would  get  talking,  but  they  did  not. 

When  they  returned,  however,  the  shop  steward  had  a 
friendly  talk  with  my  informant,  and  explained  that  he 
was  pre-occupied  because  bad  management  was  permitting 
some  work  to  be  done  in  Detroit  which  should  have  been 
done  in  the  out-of-town  plant,  and  was  sending  some  other 
operations  to  the  other  plant  that  might  better  have  been 
carried  on  in  Detroit. 

This  man  had  been  a  trouble-maker  in  his  own  shop,  but 


236 


April,  1942     THE  ENGINEERING  JOURNAL 


in  regard  to  what  he  had  seen,  his  whole  attitude  was 
that  of  an  intelligent  critic,  rather  than  that  of  the  par- 
tisan labour  leader  that  he  was  supposed  to  be.  I  think 
the  incident  illustrates  a  too  prevalent  inclination  on  the 
part  of  management  to  withhold  confidence  from  its  own 
employees. 

After  making  allowance  for  all  the  pressure  to  which  a 
man  is  subjected  by  union  organizers  and  fellow  em- 
ployees, and  for  the  actual  physical  coercion  which  has 
undoubtedly  driven  many  men  into  joining  a  union,  there 
is  still  another  reason  which  influences  men  to  join  unions 
and  to  pay  dues.  They  have  resented  the  fact  that  wage 
earners  have  in  times  past  had  to  deal  as  individuals  with 
their  employers  and  so  have  been  at  a  disadvantage.  This 
was  not  negotiation  between  equals  but  rather  a  suit  for 
relief  from  conditions  objected  to,  and  a  decision  by  a  not 
impartial  judge,  the  employer.  The  change  from  this  kind 
of  relationship  between  employee  is  welcome  to  almost 
any  man  employed. 

But,  granting  the  principle,  it  would  be  a  mistake  to 
conclude  that  the  mere  making  of  a  contract  with  a  union 
will  establish  a  proper  relationship  with  the  workers,  and 
between  the  workers  and  the  employers.  Unionized  or 
not  unionized,  that  relationship  must  be  based  upon 
mutual  confidence  and  upon  co-operation  in  meeting  prob- 
lems peculiar  to  each  group — employers  and  employees 
alike.  It  is  a  result  to  be  studied  and  worked  for  unre- 
mittingly, as  a  condition  of  successful  operation,  just  as 
merchandisers  work  for  the  confidence  and  good  will  of 
the  public  they  serve. 

Now,  as  it  happens,  engineers  play  a  prominent  part 
in  the  industrial  scene.  They  and  their  works  are  at  once 
the  prime  cause  and  product  of  present  day  industry,  or 
so  we  are  led  to  believe.  If  it  is  properly  in  their  province 
to  apply  the  findings  of  scientific  research  to  the  utiliza- 
tion of  materials  and  forces,  it  is  equally  their 
responsibility  to  deal  with  the  human  agencies  involved. 
In  the  nature  of  things  they  gravitate  into  supervision 
and  administration.  Their  position  is  unique,  because  in 
their  early  years  of  training  and  experience  they  have 
opportunities  of  forming  lasting  friendships  with  the  men 
and  the  foremen  with  whom  they  learn  to  work. 

One  of  the  first  questions  I  have  always  asked  of  a 
junior  engineer  during  his  first  years  in  a  plant  or  in  a 
shop  is  with  regard  to  the  workmen — whether  or  not  he 
has  made  friends  with  them  and  whether  or  not  he  likes 
them.  It  is  a  good  indication  of  the  boy's  worth  if  he  does. 
One  need  not  ask  the  workmen  whether  they  like  him. 
If  he  likes  them  and  admires  them  it  can  be  taken  for 
granted  they  have  accepted  him.  Are  not  such  friendships 
valuable  ?    Out  of  them   come  understanding  and  trust 


and  they  make  for  success  between  management  and 
labour  in  the  years  ahead. 

Men  in  the  ranks  look  for  leadership  to  the  trained, 
thoughtful  men  of  high  purpose  with  whom  they  are 
brought  naturally  in  contact,  and  if  they  cannot  find  it 
there,  they  will  turn  to  less  worthy  sources.  The  job  of 
management  is  to  maintain  a  sustained  effort  to  under- 
stand and  keep  the  confidence  of  employees.  And  it  is  a 
job  we  have  too  often  shirked  in  the  past.  Grievances  have 
gone  unsatisfied.  Men  have  been  offended  in  ways  not 
even  noticed  by  the  supervisory  force.  I  know  by  experi- 
ence how  dissatisfactions  will  accumulate  in  unexpected 
places,  and  all  under  working  conditions  we  had  believed 
as  good  as  it  was  possible  to  make  them.  I  believe  many 
an  organized  demand  for  wage  increases  that  seemed  at 
the  time  unreasonable,  has  been  principally  the  tangible 
result  of  neglect  on  the  part  of  management  to  treat  men 
with  consideration  and  tact. 

I  am  aware  of  the  uncompromising  bearing  of  some  of 
the  labour  representatives.  But  unreasonableness  should 
not  be  met  with  unreasonableness,  even  with  the  advice 
of  counsel.  I  have  seen  too  much  of  that,  and,  still  with 
advice  of  counsel,  have  seen  the  employer  fighting  a  long- 
drawn,  losing  rear-guard  action.  And,  in  contrast,  I  have 
seen  the  feeling  of  the  men  and  even  of  their  organization 
leaders  for  such  a  man  as  William  Knudsen.  The  job  is 
not  one  that  can  safely  be  delegated  to  professional  labour 
relations  counsel,  and  then  forgotten.  That  course  has  been 
and  is  still  being  tried,  and  the  results  are  not  good. 

But  if  the  man  with  engineering  training  is  to  prove 
himself  useful  in  improving  these  conditions,  one  may  ask 
what  of  the  unionization  of  engineers  themselves?  We 
hear  much  about  this  of  late  years.  I  would  be  the  last 
to  deal  with  the  difficult  choice  often  confronting  young 
engineers,  in  other  than  realistic  fashion.  They  need  the 
help  and  advice  of  older  members  of  the  profession,  many 
of  them  themselves  managers  and  employers  of  labour. 
And  there  are  many  misconceptions  to  be  removed  from 
people's  minds  regarding  the  application  of  recent  labour 
statutes. 

When  an  engineer  makes  something  of  his  opportunity 
to  assist  in  finding  solutions  for  these  labour  problems, 
considering  it  his  duty  to  take  that  course,  rather  than 
one  of  mere  partisanship,  the  question  of  unionization 
within  his  own  profession  seems  to  solve  itself.  Unioniza- 
tion within  a  profession  is,  at  best,  a  contradiction  in 
terms.  If  a  calling  is  worthy  of  the  name  "  profession  ", 
there  must  be  in  it  the  element  of  devotion,  not  for  the 
selfish  advantage  of  some  employer  or  of  some  self-seeking 
pressure  group,  but  rather  devotion  to  the  interest  of  the 
public,  in  whose  service  engineers  have  always  done  their 
best  work. 


THE  ENGINEERING  JOURNAL     April,  1942 


237 


SOME  OF  THE  ENGINEERING  IMPLICATIONS  OF 

CIVILIAN  DEFENCE 

WALTER  D.  BINGER 

Commissioner  of  Borough  Works,  City  of  New  York,  and  Chairman,  National  Technological  Civil  Protection  Commuée  of  the  United  States 

An  address  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  on  February  6th,  1942. 


(Abridged) 


It  is  indeed  a  privilege  to  bring  news  of  the  engineers 
of  England  to  those  of  the  greatest  Dominion. 

My  one-man  expedition  to  England  started  from  Mont- 
real last  September,  from  whose  air-field  the  bomber  flew 
in  a  beautiful  trip  to  Scotland  with  but  two  hours'  stop 
at  Newfoundland. 

I  have  never  publicly  told  of  the  return  trip  but  it  seems 
fitting  to  do  so  here.  Montreal  was  again  in  our  minds  on 
the  return  journey,  which  brought  us  in  another  very  long 
hop  from  Scotland  to  within  one  hundred  miles  of  Mont- 
real, on  what  had  been  a  beautiful  clear  night.  About  two 
a.m.  some  thirty  minutes  away  from  Montreal,  the  plane, 
without  any  warning,  in  view  of  the  fact  that  the  aurora 
borealis  had  stilled  the  radio,  suddenly  ran  into  a  zone  of 
twelve  degrees  below  zero  temperature.  Just  at  the  time 
that  the  metal  of  the  plane  had  been  cooled  to  zero,  which 
was  about  the  temperature  inside  the  plane,  we  encounter- 
ed a  terrific  rainstorm,  and  a  phenomenon  known  as  com- 
pletely frozen  rain  ensued  in  which  the  drops  froze  so 
fast  that  hemispheres  of  ice  built  up  on  the  metal.  It  was 
estimated  that  we  took  on  about  four  tons  of  ice  in  a  few 
minutes.  There  were  several  inches  over  the  rain-shield. 

We  still  had  some  distance  to  go  when  our  altitude 
dropped  to  four  thousand  feet,  and  kept  on  dropping  at 
an  alarming  rate;  I  understand  your  hills  around  here 
are  about  twelve  hundred  feet  high.  Anyway  we  were 
told  to  put  our  parachutes  on  in  order  to  be  prepared  to 
bale  out.  It  was  dark.  It  was  soon  decided  to  turn  around 
and  run  away  from  that  ice  condition,  on  the  theory  that 
we  could  always  put  down  on  the  Atlantic. 

We  had  three  rubber  boats  with  us.  For  three  hours 
we  maintained  a  dead  reckoning  course  back  to  the  east, 
when  suddenly  the  moon  appeared  and  the  navigator 
found  that  the  storm  had  been  racing  toward  the  North 
pole,  and  we  were  several  hundred  miles  up  in  Labrador. 

We  then  started  south  again  which  was  splendid,  be- 
cause we  were  not  only  avoiding  the  danger  but  we  were 
flying  towards  the  sunlight,  and  it  was  a  great  sight  to 
see  the  sun  try  to  get  through  the  ice  on  the  windshield. 
We  worked  our  way  south  with  a  failing  gasoline  supply, 
and  after  eighteen  hours  and  seven  minutes  put  down  at 
the  Newfoundland  airport,  still  covered  with  ice  and  nine 
hours  after  we  had  passed  that  same  meridian  in  the  other 
direction.  So  I  missed  my  trip  to  Montreal  altogether, 
because  by  that  time  we  were  so  late  we  hopped  right 
down  to  Washington. 

I  think  I  should  give  you  some  explanation  of  what 
took  me  abroad.  About  a  year  and  a  half  ago  the  Ameri- 
can Society  of  Civil  Engineers  decided  to  study  the  prob- 
lem of  civilian  defence.  We  felt,  however,  that  it  was  not 
a  task  any  one  institution  should  undertake  by  itself,  and 
we  suggested  to  the  Secretary  of  War  that  he  appoint  a 
committee  with  a  member  from  each  of  the  great  Amer- 
ican engineering  societies — the  American  Railway  Engin- 
eering Association,  the  Institute  of  Electrical  Engineers, 
the  Institute  of  Heating  and  Ventilating  Engineers,  the 
Chemical  Engineers,  the  Public  Health  Association,  and 
so  on.  We  took  twelve  of  our  outstanding  societies  and 
formed  a  consulting  committee,  which  was  empowered  to 
advise  the  Secretary  of  War  in  all  things  that  we  thought 
he  ought  to  know  on  this  subject,  and  to  interpret  for  him 


information  which  was  brought  back  by  military 
observers  from  abroad. 

Not  long  after  that,  Sir  Leopold  Savile,  president  of  the 
Institution  of  Civil  Engineers,  wrote  to  the  American 
Society  of  Civil  Engineers,  suggesting  that  a  member  be 
sent  over  there,  for,  he  said,  it  was  impossible  to  learn 
this  story  from  reports. 

As  soon  as  we  felt  that  we  had  used  all  the  information 
we  had,  we  suggested  to  the  Secretary  of  War  that  this 
invitation  be  accepted,  and  I  was  asked  to  go. 

I  was  sworn  in  as  an  expert  consultant  to  the  Secretary 
of  War,  and  attached  to  the  office  of  the  Military  Attaché 
of  the  Embassy  in  London. 

But  the  real  source  of  the  information  I  needed  was  the 
British  Institution  of  Civil  Engineers.  They  knew  what 
I  ought  to  ask  for. 

An  old  professor  at  the  Massachusetts  Institute  of 
Technology  used  to  say  that  in  the  order  of  their  import- 
ance the  engineer  should  be  judged,  first,  by  character; 
second,  by  judgment;  and  third,  by  technical  proficiency. 
And  I  assure  you  that  the  character  of  the  British  en- 
gineers has  a  standing  fully  equal  to  that  of  all  the  other 
British  people. 

A  striking  evidence  of  this  was  in  the  vital  decision  as 
to  whether  or  not  the  repairs  made  on  the  public  services, 
such  as  water  supply,  gas,  and  telephone  should  be  of  a 
permanent  or  temporary  nature.  With  bomb  damage  oc- 
curring many  times  every  night,  you  can  imagine  the 
great  temptation,  to  make  temporary  repairs.  But  it  was 
decided  that  if  they  did  that,  then  when  the  bombing  was 
over  they  would  have  to  tear  up  their  city  and  do  it  all 
over  again. 

So,  in  the  face  of  the  most  terrific  air  blitz,  they  made 
permanent  repairs,  and  when  I  was  in  London,  some 
seventy  days  after  the  last  great  air-raid,  ninety-five  per 
cent  of  all  the  water-mains  in  London,  had  been  perma- 
nently repaired  and  the  streets  repaved. 

I  am  in  charge  of  the  streets  of  Manhattan,  and  when 
I  was  over  there,  the  streets  of  London  looked  better  than 
the  streets  of  Manhattan.  In  New  York  our  streets  are 
cut  up,  owing  to  a  very  large  amount  of  new  construction 
going  on,  whereas  at  the  moment,  as  you  can  well  realize, 
there  is  little  new  construction  in  London. 

The  sewers  and  the  other  service  lines  have  also  been 
repaired  permanently,  but  perhaps  not  to  quite  as  large 
an  extent. 

Before  I  say  a  few  words  about  water  supply,  I  should 
tell  you  that  my  report  was  sent  back  as  a  sealed  docu- 
ment. I  was  appointed  a  courier  of  the  State  Department, 
and  not  allowed  to  look  at  it  again.  The  English  and  the 
Scotch  were  not  permitted  to  break  the  seal  under  the 
treaties,  and  my  report  was  handed  in  to  the  Chief  of 
the  Intelligence  Division  of  the  United  States  Army. 
Until  that  report  is  finally  released  as  a  public  document, 
I  am  not  permitted  to  divulge  any  of  its  contents,  nor 
am  I  allowed  to  quote  from  it.  He  has,  however,  already 
issued  one  hundred  copies  of  the  report,  but  restricted,  so 
that  they  are  not  (under  the  Espionage  Act)  permitted 
to  be  mentioned  in  the  press,  nor  passed  around  without 
using  the  greatest  discretion. 


238 


April  1942    THE  ENGINEERING  JOURNAL 


It  is  believed  that  the  report  will  finally  be  published, 
but  not  until  the  British  again  have  had  an  opportunity 
of  seeing  that  there  is  nothing  in  it  which  could  possibly 
injure  them. 

I  carried  over  with  me  two  hundred  questions,  pre- 
sared  by  our  twelve  constituent  societies,  and  brought 
Dack  the  answers  to  most  of  them.  As  I  had  been  working 
an  this  subject  in  all  its  phases  for  a  year  and  a  half,  1 
vas  able  to  discuss  it  with  the  British  engineers  and 
■dentists  and  officials  whom  I  met,  so  as  to  write  the 
report  in  a  give-and-take  manner. 

The  water  supply  system  of  London  apparently  was 
saved  by  the  fact  that  it  was  almost  the  oldest  in  the 
world.  According  to  the  chief  engineer  of  the  Metropolitan 
Water  Board,  the  first  pipes  had  been  laid  in  Queen 
Elizabeth's  reign.  Of  course,  they  have  been  renewed 
uany  times  since,  but  as  the  city  grew  up  these  water- 
uains  led  to  street  intersections  by  several  different  paths, 
fhcy  were  not  entirely  on  a  rectangular  basis,  so  that  in 
spite  of  devastating  bomb  craters  which  cut  many  prin- 
cipal mains,  there  was  no  district  in  London  he  was  not 
ible  to  reach  with  some  line  that  went  another  way  around 

His  message  to  all  American  engineers,  which  I  wrote 
lown  and  I  think  I  may  quote,  was:  Cross-connect,  cross- 
connect,  and  cross-connect  again.  Wherever  one  main 
neets  another,  put  in  a  cross-connecting  valve,  because 
:he  time  will  come  when  you  will  need  it. 

That,  of  course,  does  not  mean  that  we  in  the  United 
states  should  rebuild  our  water  systems,  but  it  means 
;hat  those  who  are  designing  a  water  system,  which  would 
)e  good  in  bombing,  would  have  to  bear  this  in  mind. 

At  this  point  I  should  like  to  say  that  the  Federal  and 
>tate  officials  in  charge  in  the  United  States  believe  that 
;he  time  for  the  expenditure  of  large  sums  of  money  on 
general  protective  construction  and  blackout  and  air-raid 
shelters  has  not  yet  come,  and  I  agree  with  this.  If  we 
start  digging  up  parks  to  put  in  air-raid  shelters,  or  build- 
ng  them  in  all  houses  and  in  streets,  and  realize  that 
*rhat  is  done  in  one  city  must  also  be  done  for  others, 
he  expenditure  of  labour  and  material  would  be  so 
mormous  that  it  would  really  stop  first  line  defence.  Ob- 
viously, it  would  be  a  great  error  to  fall  into  that  frame 
)f  mind. 

This  however,  should  be  the  time  for  intensive  planning, 
lot  only  in  general,  but  in  specific  cases.  A  man  in 
control  of  a  big  public  building  should  know  how  he  is 
;oing  to  black  out  that  building  and  which  are  the  safest 
places  in  it.  It  is  not  intuition  that  will  tell  him.  It  is 
consulting  with  qualified  engineers  who  have  read  the 
iterature  of  the  subject,  thought  about  it,  and  added 
vhat  they  can  themselves. 

I  think  another  great  mistake  would  be  for  us  to 
iccept  everything  that  the  British  have  done,  because 
:hey  did  not  do  everything  because  they  wanted  to  do  it. 
rhey  did  a  great  many  things  because  they  had  to 
io  them. 

For  example,  take  the  air-raid  shelters  in  the  English 
nties.  Those  provided  in  the  streets  for  pedestrians,  are 
argely  built  of  reinforced  brickwork,  a  horrible  kind  of 
construction  in  which  brick  is  used  for  what  it  can  give 
and  reinforcing  bars  are  used  in  such  a  way  that  they 
lo  not  always  do  the  most  good. 

Statements  were  made  in  the  United  States  that  the 
fact  that  the  British  were  using  so  much  brick  was  a  sign 
:hat  brick  was  the  best  form  of  protection  against  blast 
and  splinters.  This  is  not  the  case.  The  fact  is  that  when 
:he  lumber  supplies  of  Scandinavia  were  no  longer  avail- 
able, the  British  had  not  enough  foreign  lumber  to  build 
forms  for  concrete  air-raid  shelters.  Obviously,  since 
:he  air-raid  shelter  is  supposed  to  be  a  monolithic,  homo- 
geneous structure,  lying  on  the  pavement,  not  founded 
in  it,  so  that  in  case  of  a  blast  the  whole  structure  moves 


without    collapsing,    a    reinforced    concrete    structure    is 
the  best. 

Another  thing  that  required  the  most  intensive  examin- 
ation and  questions  was  the  statement  made  a  year  ago 
in  the  United  States,  that  no  municipal  gas  holder  con- 
taining ordinary  gas  had  ever  exploded,  and  therefore  that 
all  kinds  of  gas  containers  were  equally  safe,  namely,  the 
water-sealed  and  the  waterless  type.  We  did  not  know 
whether  that  was  true  or  not.   I  was  supposed  to  find  out. 

There  had  been  a  case  before  the  war,  where  a  waterless 
gas  container  had  exploded  in  Germany  and  therefore  the 
British,  rightly  or  wrongly,  were  afraid  that  the  waterless 
gas  container  was  a  hazard.  They  therefore  withdrew  all 
gas  containers  of  the  waterless  type  from  use,  so  that' 
only  water-sealed  containers  are  in  use  in  Britain,  with 
the  exception  of  five  individual  ones,  for  which  there  is  no 
substitute  and  which  are  secret.  I  do  not  know  where 
they  are  but  they  never  were  hit. 

Thus,  the  answer  is  that  a  water-sealed  gas  container  is 
absolutely  safe  in  any  kind  of  an  air-raid,  whether  in- 
cendiary bombs  or  high  explosives,  and  that  is  all  we  can 
say.  We  do  not  know  about  the  others  because  they  have 
not  been  exposed. 

I  mention  these  tilings  because  of  the  need  for  going- 
through  and  beyond  statements  which  are  in  themselves 
accurate,  but  not  sufficiently  inclusive. 

When  I  decided  to  look  into  railways,  I  went  to  Mr.  E. 
Graham  Clark,  the  secretary  of  the  Institution  "of  Civil 
Engineers,  and  asked  him  for  suggestions.  He  said  that 
the  best  man  to  talk  to  would  be  the  chief  engineer  of  the 
most  bombed  railway.  Well,  the  most  bombed  railway 
is  one  whose  name  must  not  be  given,  but  which,  while 
it  has  only  ten  per  cent  of  the  trackage,  has  received 
forty-five  per  cent  of  all  the  bombs.  They  counted  the 
bombs.  Seven  thousand  five  hundred  high  explosive  bombs 
fell  on  the  right  of  way  of  that  railway,  and  tens  of 
thousands  of  incendiaries.  They  stopped  counting  those 
a  long  time  ago.  So  you  may  rest  assured  the  chief 
engineer  of  that  railway  knew  all  about  bombs. 

The  English  use  a  great  amount  of  brickwork,  and 
are  past  masters  at  its  use.  Their  temporary  brickwork 
seems  to  be  better  even  than  our  permanent  brickwork 
in  New  York.  They  have  excellent  workmen,  which  has 
been  a  great  help  to  them  at  a  time  like  this,  in  repairing 
the  many  brick  barrel  highway  bridges  which  span  the 
two-track  railways.  One  of  the  railways  has  a  thousand 
of  them.  You  can  repair  them  simply  by  bringing  down 
a  gang  of  bricklayers  and  a  few  mortar  mixers.  No  plant 
or  complex  forms  are  needed.  The  result  is  that  they  are 
able  to  get  their  lines  into  use  again  with  remarkable 
promptness. 

Many  of  the  main  lines  are  carried  on  viaducts  of 
that  type.  I  saw  a  four-line  road  on  a  brick  barrel  arch 
system.  Large  quantities  of  whiskey  were  stored  under 
those  arches  at  a  point  hit  by  incendiaries.  The  resulting 
fire  was  so  hot  that  the  brick  actually  fused,  and  ran 
down,  but  they  had  one  line  in  operation  in  twenty-four 
hours.  They  used  a  very  fine  system  of  Royal  Engineers' 
scaffolding,  made  of  steel,  very  much  like  our  boys' 
meccano  method.  You  can  build  it  up  with  any  length 
you  want.  In  a  week  or  so  they  got  the  second  line 
running. 

It  is  astonishing  to  see  the  way  they  conserve  material. 
If  a  barrel  arch  is  destroyed  they  use  every  good  brick 
that  is  left.  The  result  looks  like  an  ancient  Tudor  con- 
struction with  new  brick  fitted  in  with  the  old,  and  con- 
crete put  in  where  they  cannot  do  it  any  other  way. 

They  have  very  cleverly  built  their  concrete  arches 
by  shovelling  concrete  into  the  forms  from  both  sides 
until  they  came  to  a  strip  eight  feet  wide  in  the  centre 
which  being  immediately  overhead  could  not  be  shovelled 
into,  and  that  they  repaired  with  a  cement  gun. 


fHE  ENGINEERING  JOURNAL     April,  1942 


239 


1  had  an  opportunity  of  investigating  camouflage.  That 
part  of  my  report  is  marked  "  secret,"  at  the  request  of  the 
British,  and  has  been  sent  to  the  Army  Engineer  Board. 
The  British  have  made  great  progress  in  camouflaging 
things  like  gas  tanks.  I  am  not  allowed  to  say  how.  It  is 
a  clever  method  and  is  already  available  to  the  American 
technical  people  to  a  considerable  extent. 

In  regard  to  bombing  the  British  have  become  fatalists. 
They  know  that  for  practical  purposes  there  is  no  sure 
protection  against  a  direct  hit.  That  is  not  true  in  case 
some  government  department  or  installation  has  been 
buried  under  many  feet  of  concrete,  which  might  secretly 
be  done.    In  all  other  cases  a  direct  hit  gets  you. 

I  asked  everybody  I  met  in  England,  taxi  drivers  and 
everybody  else,  where  they  slept.  Practically  all  of  them 
sleep  in  their  own  beds.  They  have  various  places  they 
go  to  when  things  get  pretty  hot,  but  do  not  imagine 
that  any  large  percentage  of  the  population  use  public 
air-raid  shelters  as  a  place  to  sleep  in.  At  the  height  of 
the  blitz,  and  we  got  the  authentic  information,  only 
thirty  thousand  people  in  London  were  sleeping  in  public 
air-raid  shelters.  When  I  was  over  there  there  was  still  a 
considerable  number  using  the  underground  railway  or 
tube  stations.  These  tube  stations,  by  the  way,  are  a 
hundred  and  fifty  feet  underground.  They  are  real  air- 
raid shelters.  They  are  not  like  our  subways  in  New  York, 
where  if  you  did  not  get  killed  you  would  get  drowned 
or  asphyxiated  because  all  the  gas-lines  are  directly  over 
your  head,  supported  by  a  fairly  strong  roof,  but  probably 
protected  by  only  about  seven  or  eight  feet  of  earth. 

I  found  that  a  thousand  people  were  still  sleeping  in 
one  of  these  big  stations  which  had  a  maximum  capacity 
of  2,500  and  they  had  not  had  an  air-raid  in  two  months 
or  more. 

But  if  you  face  the  fact  that  it  is  relatively  simple  to 
protect  against  splinters  and  glass,  and  relatively  impos- 
sible to  protect  against  a  direct  hit,  you  have  accom- 
plished a  good  deal,  both  for  your  own  peace  of  mind  and 
in  knowing  what  to  do. 

On  the  other  hand,  we  shall  have  to  restudy  the  subject 
again  in  the  United  States,  because  of  the  height  of  the 
buildings  such  as  we  have  in  our  Wall  Street  area  and 
Radio  City. 

In  such  circumstances  basement  shelters  are  relatively 
less  useful. 

In  fact,  it  seems  to  be  indicated  that  in  streets  of  high 
buildings,  with  frames  of  steel  or  reinforced  concrete,  an 
air-raid  shelter  would  do  better  on  the  third  floor,  where 
it  would  be  above  the  direct  blast,  and  above  the  action 
of  the  massed  splinter  effect.  That  would  have  to  be, 
however,  a  real  air-raid  shelter.  It  would  have  to  be 
built  by  bricking  up  the  windows,  or  making  some  kind 
of  box  inside  the  room. 

Ten  per  cent  of  all  casualties  come  from  glass  splinters 
and  less  than  two  per  cent  of  the  casualties  are  caused 
by  the  splinters  of  the  bombs  themselves.  Of  course  a 
large  number  of  the  remaining  casualties  are  caused  by 
collapsing  of  and  debris  from  buildings. 

In  the  case  of  power  stations,  protecting  the  generators 
from  splinters  does  the  greatest  amount  of  good,  because 
the  power  houses  are  very  big  and  a  direct  hit  on  the 
generators  is  unlikely.  But  splinters  can  put  them  out 
of  business.  They  have  developed  an  excellent  system  of 
putting  a  couple  of  inches  of  cork  over  the  casing  of  the 
generator  and  then  building  a  beautiful  concrete  structure 
around  it,  with  ring  bolts,  so  the  whole  thing  can  be  lifted  off. 

I  was  shown  around  the  principal  power  stations  by  Sir 
Leonard  Pearce,  the  head  of  the  London  Power  Company. 
I  said,  "  There  is  something  delightfully  British  about 
building  this  protection  so  you  can  take  it  off  and  put  it 
away  for  another  war.''  He  did  not  answer  me,  but  he 
showed  me  where  he  was  going  to  store  it. 


You  not  only  get  the  glass  and  splinter  effect  of  the 
explosion,  but  a  remarkable  vacuum  is  created.  We  have 
a  photograph  in  New  York,  in  which  the  whole  front  of 
a  six-storey  wall-bearing  building  was  sucked  out  into  the 
vacuum  of  a  bomb  that  never  struck  it  at  all.  That  gives 
you  some  idea  of  what  these  blows  and  repercussions  are. 

In  regard  to  the  blackout,  which  is  general  throughout 
England  and  Scotland,  its  intensity  is  unbelievable.  I 
lived  in  Claridge's  Hotel,  which  was  near  the  Embassy, 
and  every  late  afternoon  the  chambermaid  came  and  drew 
the  curtains  which  were  deeply  over-lapping,  and  battened 
down  on  the  side.  Then,  when  I  was  ready  to  step  into 
bed  and  the  lights  were  out  I  would  pull  the  curtains 
apart,  and  on  a  moonless  night  you  could  hardly  see  the 
buildings  across  the  street. 

I  also  travelled  by  train  across  the  whole  of  England, 
starting  around  seven  o'clock,  and  getting  in  in  the  very 
early  hours  of  the  morning,  and  could  see  no  light  any- 
where. Every  locomotive  has  a  hood  between  the  tender 
and  the  cab,  of  the  kind  they  used  to  have  in  the  old 
American  covered  wagons.  All  the  stoking  is  done  under 
this  and  the  fireman  has  a  hard  time  with  heat  and  gas. 
There  are  curtains  on  the  car  windows  and  the  lights 
inside  are  not  enough  to  read  by.  You  do  not  dare  to 
open  the  doors  from  both  sides  of  the  English  carriages — 
you  do  not  know  whether  you  are  going  to  step  into  a 
ditch  or  a  bridge  or  where  you  are.  You  do  not  know 
which  side  of  the  station  you  are  on.  Men  come  along  with 
megaphones  and  call  out  where  you  are,  and  which  side 
you  should  open  up. 

The  intensity  of  the  lighting  in  the  principal  streets  is 
stated  to  be  the  intensity  of  starlight.  On  a  moonlicht 
night  London  seems  comparatively  bright,  but  ordinarily 
when  you  come  out  of  a  restaurant  at  night  you  have  to 
stand  still  for  about  thirty  seconds  before  you  dare  to  take 
a  single  step.  You  carry  a  little  flash-light.  I  carried  an 
American  flash-light  of  the  fountain  pen  type  that  I  kept 
in  my  pocket.  It  had  a  minute  lens,  the  size  of  a  match  - 
head  in  the  glass.  The  first  night  I  was  there  I  was  stop- 
ped by  two  policemen  who  told  me  my  flash-light  was  cast- 
ing a  disk  of  light  on  the  pavement.  This  might  be  seen 
from  an  aeroplane,  so  I  had  to  paste  paper  over  the  whole 
end  to  get  a  diffusion  of  light. 

The  Americans  have  been  making  some  experiments  of 
late  from  aeroplanes  and  it  has  been  found  that  blue  light 
is  not  the  least  easily  seen.  A  public  document  will  be 
released  within  two  weeks,  giving  the  concensus  of  opinion 
of  all  the  best  authorities  in  the  United  States,  having 
studied  blackouts  from  all  over  the  world,  as  to  how  it 
can  best  be  achieved.  A  deep  red  light  is  said  to  be  less 
visible  than  a  blue  one. 

Those  who  served  in  the  last  war  will  recall  that  those 
blue  lights  were  used  in  French  cities  a  great  deal  to 
protect  against  air  raids.  It  seems  that  the  principal 
reason  we  have  all  used  them  since  is  because  the  French 
used  them  first. 

The  English  extinguish  all  their  street  lights  on  any 
but  main  arteries.  On  the  main  arteries  they  have  a  min- 
ute light,  very  high,  covered  with  a  big  hood,  so  that  all 
the  light  falls  downward. 

All  the  railway  signal  lights  are  hooded  with  eighteen- 
inch  cylinders  which  are  apparently  perfectly  adequate. 

The  whole  theory  of  blackout,  as  they  have  developed 
it,  and  it  has  been  proved  to  be  right,  is  that  although 
it  is  absolutely  impossible  to  hide  a  city  or  even  part  of 
a  city,  you  can  hide  a  target,  and  from  the  number  of 
bombs  that  have  peppered  the  neighbourhood  of  some 
of  those  power  houses  in  relation  to  the  relatively  few 
bombs  that  have  hit  them,  they  must  be  right. 

The  British  have  always  believed  that  the  first  string 
of  bombers  are  generally  the  best  navigators  and  you 
should  hide  your  target  from  them. 


240 


April,  1942    THE  ENGINEERING  JOURNAL 


CONTROL  OF  TECHNICAL  MAN  POWER 

THE  FIRST  STEPS  TOWARDS  EVEN  DISTRIBUTION  OF  TECHNICAL 

PERSONNEL  IN  CANADA 


The  following  regulations  became  effective  on  Monday,  March 
3rd,  1942,  and  were  announced  in  the  House  of  Commons  the 
>llowing  day  by  the  Prime  Minister.  They  are  intended  to  aid 
l  the  distribution  of  those  classes  of  persons  in  which  scar- 
ries have  been  experienced. 

Order  in  Council 

P.C.  638 

Whereas  the  Minister  of  Labour  reports, — 

That  having  regard  to  the  needs  of  the  armed  forces  and 
ssential  industries  there  may  be  a  maldistribution  of 
rofessional  engineers,  chemists,  research  scientists,  physi- 
ists,  architects  and  other  technically  trained  persons  in 
ndertakings  engaged  on  essential  work; 

That  the  Wartime  Bureau  of  Technical  Personnel,  which 
i  responsible  to  the  Minister  of  Labour,  was  established  by 
>rder  in  Council  to  organize  the  placement  of  technical 
ersonnel  in  the  war  industries  and  to  co-operate  with  the 
Jivil  Service  Commission  in  arranging  for  the  placement  of 
echnical  personnel  in  the  Government  service;  that  the 
bureau  has  considerable  information  concerning  such 
arsons,  including  their  qualifications,  occupations,  the 
ames  of  their  employers  and  other  particulars  and  that 
;  is  desirable  that  such  information  be  extended  and  kept 
p  to  date; 

That  there  are  such  persons  employed  in  undertakings 
ot  engaged  or  only  partially  engaged  on  essential  work 
nd  in  some  undertakings  the  number  employed  appears  to 
ie  in  excess  of  the  number  required,  having  regard  to  their 
[ualifications,  the  work  on  which  they  are  engaged  and  to 
he  national  interest  at  this  time; 

That  after  the  war,  undertakings  now  engaged  on  essen- 
ial  work  are  likely  to  suffer  such  a  diminution  in  operations 
hat  the  number  of  such  persons  required  in  these  under- 
akings  will  be  much  smaller; 

That  there  is  reason  to  believe  that  where  such  persons 
,re  not  employed  on  essential  work  they  would  willingly 
indertake  to  perform  the  more  arduous  duties  on  essential 
iork  if  they  were  so  requested  by  the  Minister  of  Labour 
nd  if  they  were  assured  that  they  would  be  reinstated  in 
heir  former  employment;  and 

That  it  is  desirable  that  there  should  be  similarity  of 
reatment  in  the  matter  of  reinstatement  in  employment  of 
hose  who  volunteer  for  service  in  His  Majesty's  forces  and 
hose  who  consent  to  perform  services  in  an  undertaking 
ngaged  on  essential  work. 

And  Whereas  the  War  Measures  (Civil  Employment 
leinstatement)  Regulations,  1941  (P.C.  4758),  require  an 
employer  by  whom  any  person  accepted  for  service  in  His 
vlajesty's  forces  was  employed  when  accepted  for  such 
ervice  to  reinstate  him  in  employment  at  the  termination 
»f  that  service  under  conditions  not  less  favourable  to  him 
han  Would  have  been  applicable  to  him  had  he  not  enlisted. 

Now,  therefore,  His  Excellency  the  Governor  General 
n  Council,  on  the  recommendation  of  the  Minister  of 
labour,  and  under  the  authority  of  the  War  Measures 
^.ct,  Chapter  206,  Revised  Statutes  of  Canada,  1927,  is 
leased  to  make  the  following  regulations  and  they  are 
îereby  made  and  established  accordingly: 

Regulations 

1.  These  Regulations  may  be  cited  as  the  Essential  Work 
^Scientific  and  Technical  Personnel)  Regulations,  1942. 

2.  In  these  Regulations, 


(a)  "Director"  means  the  Director  of  the  Wartime 
Bureau  of  Technical  Personnel; 

(b)  "employer"  includes  the  Crown  in  the  right  of  the 
Dominion  and  in  the  right  of  any  province; 

(c)  "essential  work"  means  work  appearing  to  the 
Minister  of  Labour  to  be  essential  for  the  defence  of 
Canada  or  the  efficient  prosecution  of  the  war  or 
essential  to  the  life  of  the  community; 

(d)  "Minister"  means  the  Minister  of  Labour; 

(e)  "undertaking"  includes  any  branch  or  department  of 
an  undertaking. 

3.  These  Regulations  apply  to  the  classes  of  persons 
described  in  the  Schedule  hereto. 

4.  Any  request  made  by  the  Minister,  any  direction 
given  by  him  or  any  notice  required  to  be  received  or  sent 
by  him  under  these  Regulations  may  be  made,  given, 
received  or  sent,  as  the  case  may  be,  on  his  behalf  by  the 
Director. 

5.  (a)  Any  person  to  whom  these  Regulations  apply  may 
be  requested  by  the  Minister  to  perform,  in  an  undertaking- 
engaged  on  essential  work,  such  services  as  that  person  is, 
in  the  opinion  of  the  Minister,  capable  of  performing,  being 
services  in  the  performance  of  which  he  should,  by  reason 
of  his  qualifications,  in  the  Minister's  opinion,  be  able  to 
contribute  most  effectively  to  the  carrying  on  of  essential 
work. 

(b)  Notwithstanding  any  provision  in  the  contract  of 
employment  between  an  employer  and  any  person  who  is 
requested  by  the  Minister  to  perform  such  services  as 
aforesaid  and  who  consents  so  to  do,  it  shall  be  the  duty  of 
the  employer  to  release  the  employee  from  his  contract  of 
employment  within  thirty  days  after  written  notice  of  the 
proposed  change  has  been  received  from  the  Minister  by 
the  employer:  provided  that  during  the  said  period  of  thirty 
days  the  Minister  shall  consider  any  written  objections 
made  to  the  proposed  change  by  the  employer.  The  Min- 
ister's decision  in  the  matter  shall  be  final. 

(c)  Notice  of  the  proposed  change  shall  be  sent  by  the 
Minister  to  the  employer  or  his  agent  by  post  and  it  shall 
be  deemed  to  have  been  received  at  the  time  when  a  letter 
containing  the  notice  would  be  delivered  in  the  ordinary 
course  of  post  and  in  proving  such  sending  it  shall  be 
sufficient  to  prove  that  it  was  properly  addressed  to  the 
employer's  place  of  business  and  mailed. 

6.  It  shall  be  the  duty  of  any  employer,  who  employed  a 
person  to  whom  these  Regulations  apply  immediately 
before  that  person  at  the  request  of  the  Minister  entered 
into  a  contract  with  another  employer  to  perform  services 
in  an  undertaking  engaged  on  essential  work,  to  reinstate 
him  at  the  termination  of  his  contract  for  such  services  in  a 
position  and  under  conditions  not  less  favourable  than 
would  have  been  applicable  to  him  had  he  not  consented  to 
perform  such  services.  The  provisions  of  this  section  shall 
not  apply  to  the  Civil  Service  of  Canada  or  to  the  Civil 
Service  of  any  province  of  Canada. 

7.  (a)  Where  the  contract  of  employment  of  any  person 
to  whom  these  Regulations  apply  is  to  be  terminated,  or  is 
terminated,  it  shall  be  t';r  duty  of  that  person  and  of  his 
employer  each  to  notify  the  Director  of  the  proposed  or 
actual  termination  of  the  contract. 

(b)  The  notices  required  by  this  section  shall  be 
given  immediately  after  the  party  giving  notice  of  his 
intention  to  terminate  the  contract  of  employment  has 
notified  the  other  of  his  intention. 


fHE  ENGINEERING  JOURNAL     April,  1942 


241 


8.  (a)  Any  employer  who  desires  to  engage  a  person  to 
whom  these  Regulations  apply  must  notify  the  Director  of 
the  post  to  be  filled. 

(b)  Any  person  to  whom  these  Regulations  apply  who 
desires  to  enter  into  a  contract  of  employment  must  notify 
the  Director  that  his  services  are  available. 

9.  The  notices  required  by  sections  7  and  8  shall  give 
the  names  of  the  parties  and  particulars  of  the  business  of 
the  employer,  the  work  on  which  the  employee  was,  or  is, 
to  be  engaged,  his  salary,  qualifications,  and  any  other 
particulars  considered  by  the  parties  likely  to  facilitate  the 
proper  carrying  out  of  these  Regulations.  The  Minister 
shall  have  power  to  require  such  further  particulars  as  he 
may  consider  necessary  for  the  proper  carrying  out  of  these 
Regulations. 

10.  After  the  date  on  which  these  Regulations  become 
effective,  no  contract  of  employment  or  arrangement  for  the 
services  of  a  person  to  whom  these  Regulations  apply  shall 
be  made  until  it  has  been  approved  by  the  Minister.  Any 
agreement  or  arrangement  for  such  services  which  is  made 
without  such  approval  shall  be  null  and  void  and  where 
such  an  agreement  or  arrangement  purports  to  be  for 
services  in  an  undertaking  engaged  on  essential  work,  the 
provisions  of  section  6  of  these  Regulations  shall  not 
apply. 

11.  Where  a  person  to  whom  these  Regulations  apply 
enters  into  a  contract  to  perform  services  in  an  undertaking 
engaged  on  essential  work  and  the  contract  is  approved  by 
the  Minister,  such  person  shall  be  deemed  to  have  under- 
taken to  perform  such  services  at  the  request  of  the  Minister 
and  the  provisions  of  section  6  shall  apply  to  such  person. 

12.  In  any  proceedings  for  the  violation  of  section  6  of 
these  Regulations,  it  shall  be  a  defence  for  the  employer 
who  employed  a  person  to  whom  these  Regulations  apply 
before  that  person  agreed,  at  the  request  of  the  Minister, 
to  perform  services  in  an  undertaking  engaged  on  essential 
work,  to  prove, — 

(1)  that  the  person  formerly  employed  by  him  did  not, 
within  two  weeks  after  the  termination  of  his  contract  for 
employment  on  essential  work,  apply  to  him  for  reinstate- 
ment; or 

(2)  that,  subject  to  the  provisions  of  sub-section  (1), 
he  failed  without  reasonable  excuse  to  present  himself  for 
employment  at  the  time  and  place  notified  to  him  by  the 
employer;  or 

(3)  that,  by  reason  of  a  change  of  circumstances,  other 
than  the  engagement  of  some  other  person  to  replace 
him,  it  was  not  reasonably  practicable  to  reinstate  him 
or  that  his  reinstatement,  in  a  position  and  under  con- 
ditions not  less  favourable  to  him  than  those  which 
would  have  been  applicable  to  him  had  he  not  undertaken 
essential  work,  was  impracticable  and  that  the  employer 
had  offered  to  reinstate  him  in  the  most  favourable 
position  and  under  the  most  favourable  conditions 
reasonably  practicable;  or 

(4)  that  he  was  physically  or  mentally  incapable  of 
performing  work  available  in  the  employer's  service;  or 

(5)  that  he  was  employed  to  take  the  place  of  an 
employee  who  had  been  previously  accepted  for  service 
in  His  Majesty's  forces  or  of  an  employee,  being  a  person 
to  whom  these  Regulations  apply,  who,  after  the  date  on 
which  they  became  effective,  undertook,  at  the  request 
of  the  Minister,  to  perform  ^services  in  an  undertaking 
engaged  on  essential  work.    "v? 

13.  Where  an  employer  has  reinstated  a  former  em- 
ployee in  accordance  with  section  6  of  these  Regulations, 
he  shall  not,  without  reasonable  cause,  terminate  the 
employment  of  that  employee  and,  in  any  proceedings  for 
violation  of  this  section  in  any  case  where  the  employment 
was  terminated  within  six  months  of  the  reinstatement,  the 


onus  shall  be  on  the  employer  to  prove  that  he  had  reason- 
able cause  for  terminating  the  employment. 

14.  An  employer  shall  not  terminate  the  employment  of 
any  employee  to  whom  these  Regulations  apply  in  the 
expectancy  that  the  employee,  at  the  request  of  the  Min- 
ister, will  agree  to  perform  services  under  another  em- 
ployer. In  any  proceedings  for  violation  of  this  section,  if 
the  court  is  of  the  opinion  that  there  are  reasonable  grounds 
for  believing  that  the  employment  was  terminated  in 
violation  of  this  section,  the  employment  shall  be  deemed 
to  have  been  so  terminated  unless  the  employer  proves  that 
the  termination  was  for  a  reason  unconnected  with  such 
expectancy. 

15.  Nothing  in  these  Regulations  shall  confer  on  any 
employer  authority  to  make  any  contract  or  arrangement 
with  reference  to  the  period  of  employment,  in  any  under- 
taking engaged  on  essential  work,  of  any  of  his  employees 
to  whom  these  Regulations  apply,  and  who,  at  the  request 
of  the  Minister,  consent  to  perform  services  in  such  an 
undertaking,  which  he  is  not  authorized  to  make  under 
any  power  already  possessed  by  him;  but  where  any 
employer  has  entered  into  an  agreement  with  his  employees, 
being  persons  to  whom  these  Regulations  apply,  to  restore 
to  their  positions  employees  who  undertake  to  perform 
services  in  undertakings  engaged  on  essential  work,  such 
agreement  shall  continue  in  force  to  the  extent  that  it  is  not 
less  advantageous  to  an  employee  than  the  provisions  of 
these  Regulations,  subject  to  such  interpretation  as  may  be 
mutually  agreed  to  by  the  contracting  parties. 

16.  The  Minister  may  make  all  such  orders  as  he  may 
deem  necessary  or  desirable  to  carry  out  the  purpose  of 
these  Regulations  and  such  orders  shall  have  the  force  of 
law. 

17.  Any  person  to  whom  these  Regulations  apply  who 
fails  to  comply  with  the  provisions  of  section  7  or  8  of  these 
Regulations,  or  of  any  order  made  under  the  authority  of 
these  Regulations,  shall  be  guilty  of  an  offence  and  liable  on 
summary  conviction  to  a  fine  not  exceeding  one  hundred 
dollars. 

18.  Any  employer  or  official  who  contravenes  or  fails  to 
comply  with  the  provisions  of  section  5,  6,  7,  8,  13  or  14  of 
these  Regulations,  or  of  any  order  made  under  the  authority 
of  these  Regulations,  shall  be  guilty  of  an  offence  and  liable 
on  summary  conviction  to  a  fine  not  exceeding  five  hundred 
dollars,  and,  where  the  offence  is  under  section  6,  13  or  14, 
the  court  shall,  in  addition,  order  him  to  pay  to  the  person 
whom  he  has  failed  to  reinstate,  or  whose  employment  he 
has  terminated,  a  sum  not  exceeding  an  amount  equal  to 
three  months'  remuneration  at  the  rate  at  which  he  was 
being  remunerated  by  that  employer  when  he  undertook, 
at  the  request  of  the  Minister,  to  perform  services  in  an 
undertaking  engaged  on  essential  work. 

Schedule 

1.  A  person  who  is  normally  engaged  in  the  engineering 
profession  in  a  consulting,  technical  or  supervisory  capacity 
in  design,  construction,  manufacture,  operation  or  main- 
tenance and  who  has  had  a  regular  professional  training  in 
practice  and  in  theory  as  an  engineer  in  any  of  the  follow- 
ing branches  of  engineering:  civil,  mechanical,  electrical, 
chemical,  metallurgical  and  mining. 

2.  A  production,  industrial  or  other  engineer  or  chemist 
who  normally  holds  in  any  engineering  works  or  manufac- 
turing establishment  a  position  of  authority  involving 
responsibility  for  any  phase  of  executive  management  or 
control  of  any  technical  function. 

3.  A  person  who  has  obtained  a  degree  at  any  Canadian 
or  other  recognized  university  and  who  is  normally  engaged 
as  a  teacher  of  engineering  science  or  of  any  branch  of 
science  at  a  university  or  technical  college. 


242 


April,  1942     THE  ENGINEERING  JOURNAL 


4.  A  person  who  has  been  trained,  or  who  is  or  has  been 
îormally  engaged,  in  the  practice  of  any  branch  of  the 
cienee  of  chemistry  but  not  including  a  registered 
)harmacist. 

5.  A  research  scientist,  that  is,  a  person  who,  by  training 
>r  practice,  is  skilled  in  the  independent  search  for  new 
knowledge  of  the  properties  of  matter  or  energy. 

6.  A  person,  other  than  a  teacher,  who  has  obtained  a 
legree  at  any  Canadian  or  other  recognized  university  in 
engineering,  Chemistry,   Physics,   Geology,   Mathematics, 


Architecture  or  in  any  natural  science,  or  who  is  a  technic- 
ally qualified  member  of  the  Engineering  Institute  of 
Canada,  the  Canadian  Institute  of  Chemistry,  the  Canadian 
Institute  of  Mining  and  Metallurgy,  the  Royal  Architect- 
ural Institute  of  Canada  or  of  any  provincial  association  of 
professional  Engineers,  Chemists  or  Architects. 

7.  A  person,  not  in  the  classes  described  above,  who,  in 
the  opinion  of  the  Minister,  possesses  technical  qualifica- 
tions and  skill  which  are  needed  in  undertakings  engaged  on 
essential  work. 


\bstracts  of  Current  Literature 


IEMODELLING  THE  PLANT  OF  AN  AUSTRALIAN 
DAILY  NEWSPAPER 

Extracts  from  The  Sydney  Morning  Herald,  October  20,  1941 

From  to-day  the  Herald  will  be  printed  on  a  sheet  of  a 
mailer  and  handier  size.  The  decision  to  alter  the  shape 
»f  the  paper,  which  was  made  more  than  two  years  ago, 
las  necessitated  a  large-scale  remodelling  of  the  Herald 
milding,  costing  £56,000,  and  the  installation  of  new 
tresses  costing  £322,000. 

Though  the  outbreak  of  war  caused  anxieties  and  com- 
)lications  that  accounted  for  the  loss  at  sea  of  much  valu- 
ible  equipment,  the  actual  work  of  installation  was  com- 
peted in  three  months. 

Before  these  changes  the  Herald  was  equipped  with 
otary  multi-web  presses  set  up  in  1922.  These  have  had 
o  be  discarded,  giving  place  to  a  new  set  of  presses  able 
o  print  the  paper  on  a  sheet  of  a  smaller  size. 

The  problem  was  to  install  the  new  machinery  while 
he  old  presses  were  still  in  operation,  so  that  on  one  night 
he  paper  could  be  produced  on  the  old  presses,  and  not 
nore  than  two  nights  later  the  new  machinery  could  be 
n  full  production. 

The  presses  now  in  operation,  plus  six  more  units  which 
ire  in  process  of  being  delivered,  will  enable  the  Herald 
o  produce  400,000  48-page  papers  a  night.  In  the  chamber 
inderneath  the  original  machine-room  there  is  now  space 
or  24  additional  units  which  would  enable  the  Herald  to 
>roducc  one  million  48-page  papers  a  day. 

Work  On  The  Building 

There  was  no  space  in  the  machine-rooms  as  they  exist- 
(1  two  years  ago  for  more  than  a  few  new  printing  units; 
,t  the  same  time  the  Herald  was  determined  not  to  trans- 
er  its  plant  to  a  building  elsewhere  in  the  city.  It  was 
lecided  to  excavate  beneath  the  existing  machines,  to 
inderpin  them,  and  to  install  the  new  presses  below  street 
evel.  It  was  therefore  necessary  to  provide  for  a  huge 
■avern-like  sub-basement  in  hard  rock,  and  at  the  same 
âme  arrange  for  the  plant  above  to  function  uninter- 
uptedly. 

The  overall  dimensions  for  which  the  builders  had  to 
)rovide  were  for  a  chamber  176  ft.  long,  27  ft.  wide  and 
14  ft.  deep.  The  chamber  was  to  lie  directly  under  the 
hen  existing  press-room,  and  beneath  the  Scott  presses, 
«sting  on  solid  rock  24  ft.  below  O'Connell  Street  (These 
presses  weighed  about  1,200  tons). 

Naturally,  at  first,  the  character  of  the  sandstone  to  be 
ixcavated  was  unknown.  What  the  builders  did  know, 
îowever,  was  that  the  proposed  chamber  would  be  well 
)elow  the  level  of  the  Tank  Stream  in  Hamilton  Street, 
md  also  below  the  highwater  level  of  Sydney  Harbor. 

The  project  called  for  the  underpinning  of  a  number 
)f  structural  columns,  the  extension  of  the  then  existing 
;oods  lifts,  and,  as  has  been  explained,  the  normal  opera- 


Abstracts    of   articles    appearing    in 
the   current   technical   periodicals 


tion  of  the  printing  machinery  during  the  progress  of  the 
operations.  The  builders  were  advised  that  any  deflection 
in  the  bearings  of  the  presses  would  be  calamitous.  A 
deflection  of  more  than  2/1, 000th  of  an  inch  would,  for 
instance,  seize  the  bearings  and  stop  the  presses! 

Another  difficulty  was  the  provision  of  a  means  of  the 
ingress  and  egress  of  all  materials,  including  spoil.  In  the 
event  this  procedure  had  to  be  confined  to  a  single  open- 
ing, only  11  ft.  wide,  in  Pitt  Street. 

The  total  amount  of  rock  removed  was  150,000  cu.  ft. 
The  structural  steel  used  weighed  140  tons. 

Ultimately  the  scheme  adopted  was  the  sinking  of  a 
shaft  10  ft.  deep  by  27  ft.  in  width  at  the  Pitt  Street  end, 
then  excavating  a  tunnel  of  these  dimensions — a  tunnel 
somewhat  like  an  underground  railway  tube.  As  this 
tunnel  progressed,  the  machine  columns  carrying  the  Scott 
presses  were  supported  in  succession. 

Vertical  chases  were  cut  in  the  face  of  the  rock  and 
structural  steel  columns  were  inserted  under  the  supports 
of  press  No.  4  in  the  width  of  27  ft.  Then  three-ton  struc- 
tural steel  girders,  30  ft.  long,  were  placed  under  the 
machine  columns. 

Great  care  was  necessary  to  allow  for  the  deflection 
due  to  the  weight  of  the  presses,  1,200  tons.  Each  30-ft. 
main  girder,  after  being  placed  in  position,  was  pre-de- 
flected  by  means  of  turn  buckles  and  cables  anchored  to 
the  bottom  of  the  tunnel.  This  deflection  was  checked 
by  a  dial  gauge  with  an  accuracy  of  1 /1,000th  of  an  inch. 
Many  of  the  beams,  it  was  found,  required  half  an  inch 
deflection.  When  the  necessary  deflection  had  been  ob- 
tained, specially  prepared  steel  wedges  were  driven  in,  and 
the  spaces  were  filled  with  rapid-hardening  cement. 

This  supporting  column  operation  had  to  be  repeated 
no  fewer  than  96  times.  By  then,  the  whole  length  and 
weight  of  the  press-room  above,  from  Pitt  Street  to  O'Con- 
nell Street,  had  been  supported  on  girders,  with  the  new 
chamber  opening  below. 

The  work  was  successful  as  no  movement  could  be  de- 
tected in  the  press  bearings.  In  short,  despite  the  intricate 
work  going  on  underneath,  the  production  of  the  paper 
continued  quite  normally. 

Where  defective  layers  of  stone  were  removed,  strong 
concrete  was  inserted  under  pressure.  This  was  particu- 
larly necessary  along  the  northern  wall,  for  the  founda- 
tions of  the  heavy  building,  190  ft.  high,  were  involved. 

The  principal  structural  difficulties  were  those  as- 
sociated with  the  underpinning  and  lengthening  of  certain 
columns.  Some  had  to  be  lengthened  by  36  ft.,  the  extend- 
ed sections  each  weighing  11  tons.  Actually  the  weight 
carried  by  one  such  column  was  calculated  to  be  not  less 
than  1,030  tons. 


rHE  ENGINEERING  JOURNAL     April,  1942 


243 


In  detail,  the  procedure  adopted  was  to  weld  lV-j-inch 
steel  plates  8  by  5  ft.  on  each  side  of  the  existing  column, 
to  which  in  turn  were  welded  inclined  steel  stanchions  on 
concrete  foundations. 

The  bases  of  the  existing  columns  were  then  removed 
and  a  shaft  36  ft.  deep  was  carried  down  to  the  new 
foundation.  The  steel  extension  was  thereupon  inserted 
and  jacked  up. 

Extreme  care  was  taken  in  packing  under  the  new  ex- 
tension columns  before  the  temporary  supports  were  re- 
moved. As  it  turned  out,  the  total  compression  of  each 
extension  did  not  exceed  ^/l,000th  of  an  inch,  and  no 
settlement  of  the  building  occurred. 

Naturally,  working  conditions  were  such  as  to  require 
special  ventilation  and  air-conditioning.  Equipment  for 
this  purpose  was  provided  as  were  pumping  facilities  as 
the  depth  of  the  excavations  increased. 

Operations  were  maintained  at  speed,  and  during  some 
periods  work  was  continuous  for  24  hours.  No  serious 
hitch  or  accident  occurred,  in  spite  of  the  unusual  hazards 
that  had  to  be  faced. 

The  excavation  and  underpinning  took  approximately 
two  years  to  complete,  with  the  men  working  two  shifts, 
from  7:30  in  fhe  morning  to  5  o'clock  in  the  afternoon  and 
from  10  o'clock  at  night  to  7:30  a.m. 

The  work  was  designed  and  executed  by  Stuart  Bros., 
Pty.,  Ltd.,  builders  of  the  Herald  office.  They  were  ably 
assisted  by  the  advice  of  Mr.  H.  R.  Smith,  of  Morris  and 
Smith,  their  consulting  engineers,  and  had  the  co-opera- 
tion of  Mr.  W.  W.  F.  Denne,  the  mechanical  superinten- 
dent of  the  Herald.  Under  them  were  a  large  number  of 
skilled  workmen,  upon  whose  proficiency  and  patience  a 
great  deal  depended.  The  excavation  called  for  arduous 
manual  labour,  because,  although  the  rock  was  solid  sand- 
stone, no  blasting  operations  could  be  risked. 

The  Printing  Equipment 

Though  the  essentials  of  printing  have  not  changed  in 
principle  since  Gutenberg,  nearly  five  centuries  ago,  de- 
vised a  wooden  machine  modelled  on  the  ancient  cheese 
press  (he  could  print  only  20  sheets  an  hour) ,  the  process 
was  revolutionized  by  the  invention  of  the  rotary  machine, 
which  made  large  newspaper  circulation  possible. 

William  Nicholson,  an  English  author,  school  teacher 
and  editor,  had,  as  early  as  1790,  worked  on  the  idea  of 
printing  from  type  affixed  to  revolving  cylinders,  but  the 
problem  of  attaching  the  type  proved  insoluble,  and  virtu- 
ally remained  so  until  Robert  Hoe,  founder  of  the  firm 
which  bears  his  name,  evolved  his  famous  press  in  1846. 

However,  the  first  machine  to  print  from  a  continuous 
reel  of  paper  (instead  of  sheet  paper)  was  made  in  1865 
by  the  American,  William  Bullock.  There  were  four 
cylinders — two  impression  and  two  plate  cylinders — but 
difficulties  arose  because  the  paper  had  to  be  cut  before 
printing.  Three  years  later,  however,  this  handicap  was 
overcome  in  the  Walter  rotary  press  used  by  The  Times, 
London,  until  1895.  From  that  model  the  present-day 
newspaper  rotaries  undoubtedly  developed.  It  printed  reel 
paper  on  both  sides  from  curved  stereotype  plates. 

The  introduction  of  electric  power,  which  displaced 
steam,  simplified  printing  enormously  and  resulted  in  a 
great  saving  of  floor-space.  Thus  when  the  Herald  set  up 
its  Scott  multi-unit  rotary  web  presses  in  1922,  the  press- 
room was  no  longer  cluttered  up  with  double  and  treble 
decked  frameworks,  with  their  mazes  of  paper,  webs  and 
type  and  impression  cylinders.  Each  of  the  sixteen  units 
had  its  own  motor  and  was  entirely  independent  of  any 
other  unit.  Yet  the  units  could  be  used  in  varying  com- 
binations. If,  for  instance,  one  was  thrown  out  of  order, 
a  combination  excluding  it  could  be  quickly  substituted. 

These  presses,  on  which  until  to-day  the  paper  has  been 
printed,  could  produce  240,000  sixteen-page  papers  an 
hour,  or  half  that  number  of  32-page  papers. 


Because,  however,  they  did  not  represent  the  last  word  | 
in  printing,  the   proprietors   decided  in   favour  of  more 
efficient  equipment.    Although  the  war  made  the  change 
more  difficult  than  had  been  expected,  it  has  been  made 
successfully  and  to  schedule. 

The  machinery  ordered  from  R.  Hoe  and  Company, 
Ltd.,  London,  comprised  one  12-unit  super-speed  line  type 
rotary  web  newspaper  press  and  one  six-unit  super-speed 
line  type  press. 

The  double  folders  and  units  are  so  arranged  that  the 
following  combinations  can  be  speedily  selected  to  meet 
the  varying  requirements  of  the  paper: 

Six  sextyple  presses,  each  consisting  of  three  double- 
width  units  and  one  double  folder,  to  give  a  total  maxi- 
mum output  of  300,000  copies  an  hour  of  any  size  papers 
from  four  to  24  pages; 

Four  octuple  presses,  four  units  and  one  double  folder,  i 
to  give  a  total  maximum  output  of  200,000  copies  an  hour  J 
of  any  size  papers  from  26  to  32  pages; 

Three  presses,  of  five  or  six  rolls,  to  give  a  total  maxi- 
mum output  of  150,000  copies  an  hour  of  any  size  papers, 
from  34  to  48  pages. 

Each  of  the  printing  units  is  chain  driven  by  one  60  hp. 
commutator  type  motor,  and  the  electrical  connections 
are  such  as  to  enable  any  motor  to  be  brought  in  or  put 
out  of  circuit  to  suit  the  various  press  combinations. 

The  electrical  driving  equipment  includes  a  pedestal 
control  station  for  each  sextuple  press.  These  stations  are 
conveniently  placed  away  from  the  printing  machinery, 
so  as  to  give  the  operator  a  clear  view  over  the  whole  of 
the  presses  under  his  control.  To  the  inexpert  eye  each 
station  resembles  a  complicated  high-power  wireless  set 
complete  with  knobs,  lights,  and  handles. 

From  the  station  the  alignment  of  the  paper  as  it  moves 
at  high  speed  through  the  presses,  and  the  automatic  ten- 
sion of  each  ribbon  of  paper  can  be  controlled.  From  it, 
too,  the  press  is  started  and  stopped. 

The  presses  are  equipped  with  sheet  break  detectors, 
consisting  of  balanced  "  fingers  "  supported  by  the  paper 
web  (or  ribbon)  as  it  comes  from  the  reel.  Should  the 
paper  break,  these  fingers  fall  and  complete  an  electric 
circuit  which  cuts  out  the  motors  and  applies  electro- 
magnetic brakes  to  each  printing  cylinder,  thus  bringing 
the  machinery  to  a  stand-still.  In  other  words,  the  presses 
are  automatically  stopped. 

At  the  same  time  a  knife,  operated  electrically,  cuts  the 
broken  ribbon  in  front  of  the  printing  cylinder  and  in  this 
way  prevents  the  paper  from  being  wound  on  to  the 
blanket  cylinders  and  causing  damage.  (The  blanket 
cylinders,  it  should  perhaps  be  explained,  are  those  which 
take  the  impression  from  the  print.) 

The  paper  reels  are  carried  in  magazine  arms  which 
rotate  and,  whenever  necessary,  offer  a  fresh  reel.  So  that 
there  will  be  no  delay  in  printing,  when  the  paper  from 
one  reel  is  exhausted  an  automatic  paster  cuts  the  expiring 
ribbon  of  paper  and  joins  it  to  a  new  reel  while  the  press 
runs  at  full  speed. 

All  the  driving  mechanism,  the  automatic  pasters,  and 
the  press  control  equipment  were  designed  and  manufac- 
tured by  Witton-.Iames  Ltd.  of  Hendon,  England. 

Actual  printing  docs  not,  of  course,  complete  the  opera- 
tion, because  each  paper  has  to  be  cut,  folded,  anil  deliver- 
ed to  the  publishing-room,  high  above. 

Here  we  have  another  instance  of  what  can  be  done  by 
mechanical  handling. 

Each  sextuple  press  is  fitted  with  an  extended  delivery, 
which  carries  the  stream  of  papers  from  each  folder  up 
through  the  ceiling  of  the  new  machine-room,  up  again  to 
the  ceiling  of  the  old  machine-room,  over  the  old  rotary 
presses,  and  through  the  floor  to  the  delivery  stations  in 
the  publishing-room,  where  an  expert  staff  is  waiting  to 
receive  them. 


244 


April,  1912    THE  ENGINEERING  JOl  KNAL 


One  of  these  deliveries,  when  filled,  carries  more  than 
1.200  copies  of  the  Herald. 

These  masses  of  papers  are  automatically  counted  for 
distribution. 

Every  25th  or  50th  copy  is  "  kicked  "  out  of  the  stream 
in  the  extended  delivery  by  mechanism  in  each  folder, 
thus  giving  a  quire  count  of  all  copies  received  in  the  pub- 
lishing-room. The  paper  can  thus  be  collated  in  lots  of 
50. 

Moreover,  special  totalisator  counters  operate  electric- 
ally with  each  extended  delivery  to  give  the  publisher  the 
number  of  copies  from  each  or  all  of  the  deliveries  at  any 
given  time. 

All  this  time  and  labour  saving  equipment  was  designed 
and  supplied  by  the  Igranic  Electric  Co.,  Ltd.,  of  Bedford. 

The  new  presses  are  served  by  a  new  foundry  for  the 
casting  of  stereo,  plates.  Stereotyping,  it  should  be  ex- 
plained, is  the  process  by  which  duplicate  plates  of  pages 
of  type  and  relief  printing  blocks  are  obtained.  The  type 
and  illustrations  having  been  set  in  the  forme,  a  matrix 
or  mould  of  the  forme  is  taken  in  papier  mache.  The 
actual  printing  is  done  by  type-metal  castings  made  from 
this  matrix. 

The  need  for  speed  and  accuracy  in  newspaper  produc- 
tion has  brought  into  general  use  an  ingenious  machine 
called  the  "  autoplate,"  an  American  invention,  capable 
of  producing  such  castings  very  quickly. 

The  papier  mache  matrix  (on  which  type  and  illustra- 
tions have  been  impressed)  is  fixed  into  clips  and  placed 
in  the  casting  box,  which,  when  closed,  is  flooded  with 
molten  metal,  pumped  from  a  large  metal  pot.  The  casting 
box  is  then  opened  and  the  plate  is  removed  from  the 
matrix  and  cooled  by  a  system  of  water  circulation.  The 
plate  is  afterwards  bored,  routed  and  finished  by  auto- 
matically controlled  mechanism.  It  is  then  ready  for  the 
printing  press. 

The  Herald's  new  foundry  consists  of  three  autoplates, 
three  auto-shaving  machines,  and  three  routing  machines. 

This  equipment  supplies  the  presses  with  semi-circular 
stereo,  plates,  which  are  clamped  to  the  printing  cylin- 
ders, and,  when  inked  by  a  series  of  rubber  rollers,  print 
on  the  ribbon  of  paper  as  it  passes  through.  Plates  are 
cast  at  the  rate  of  four  per  minute  per  machine. 

The  7^-ton  pots  on  each  of  the  machines  are  fitted 
with  electric  heating  elements,  and  the  heating  is  thermo- 
statically controlled  to  maintain  any  predetermined  cast- 
ing or  stand-by  temperature  of  the  stereo,  metal.  The  cast- 
ing temperature,  it  should  be  mentioned,  is  580  degrees  F., 
and  stand-by  temperature — the  temperature  when  the  pot 
is  not  being  used — is  400  degrees. 

Directly  the  stereo,  plates  are  finished  they  are  fed  down 
to  the  lower  machine-room  by  twin  service  lifts. 

Since  the  new  machine-room  is  situated,  as  it  were,  in 
the  bowels  of  the  earth,  and  is  packed  with  machinery 
generating  heat,  adequate  ventilation  is  a  necessity. 

To  ensure  satisfactory  working  conditions  an  air-con- 
ditioning plant  was  installed.  Clean,  fresh  air  is  fed 
through  anemostats  in  the  false  ceiling  and  down  vertical 
trunks  to  the  reel  basement.  For  the  benefit  of  those  who 
may  be  mystified  by  the  term  "  anemostats  "  it  should  be 
explained  that  these  are  merely  circular  orifices  in  the 
ceiling  which  give  an  even  spread  of  fresh  air  without 
causing  a  direct  draught. 

It  will  be  seen,  therefore,  that  even  in  this  detail  the 
"  modern  touch  "  has  been  applied. 

IT  WAVES  THE  HAIR 
And  Also  Gives  Aircraft  Parts  to  Britain 

From  Robert  Williamson* 

A  process  used  in  woman's  hair-waving  is  helping  to 
build  aircraft  for  Britain. 

'London  Correspondent  of  The  Engineering  Journal. 


It  is  a  form  of  powder  metallurgy,  perhaps  the  greatest 
innovation  in  metal-working  for  thousands  of  years,  in 
which,  instead  of  using  molten  metal,  articles  are  made 
from  fine  metallic  powders  and  pressed  into  solid  and 
durable  shape. 

For  ladies'  "  perms  "  a  metal  powder  is  packed  in  little 
sachets  of  absorbent  paper.  When  moistened,  a  reaction 
between  the  metal  and  certain  chemicals  generates  the 
precise  amount  of  heat  required,  so  setting  the  hair  in 
waves. 

In  making  parts  for  aeroplanes,  guns,  ships,  tanks 
and  other  equipment,  powder  metallurgy  has  two  great 
advantages:  it  is  very  light  and  it  is  self-oiling — that  is 
to  say,  the  metal  has  fine  pores  which  can  absorb  oil  and 
retain  it  almost  indefinitely. 

The  pioneer  of  powder  metallurgy  was  an  Englishman, 
Mr.  W.  H.  Wollaston,  who  in  1829  worked  out  a  powder 
process  for  platinum  because  the  melting  point  of  this 
metal  was  too  high  for  the  furnaces  then  in  use.  It  is 
being  used  in  Great  Britain  to-day  not  only  for  making 
metal  parts  but  also  for  paints,  printing  inks,  metal 
spraying,  soldering  and  brazing,  hardening  concrete, 
dental  alloys,  fireworks,  explosives  and  diamond  tools. 

In  the  near  future  it  may  be  possible  to  use  it  for  a 
ribbonless  typewriter  in  which  porous  type  faces  soak  up 
the  ink  and  stamp  it  on  paper. 

INDUSTRY  AND  INVENTION 

From  The  Bearna  Journal  (London),  December,  1941 

The  proverb  telling  us  that  "  Necessity  is  the  mother 
of  invention  "  is  a  very  broad  generalization,  and  by  no 
means  always  true.  Quite  often  an  invention  is  the  result 
of  observation  acting  upon  an  acute,  alert,  and  inquisitive 
mind,  eager  to  learn,  but,  having  learned,  content  to  leave 
development,  application,  and  financial  profit  to  others. 
James  Watt's  first  efforts  at  improving  the  steam  engine 
were  due  much  more  to  his  awakened  interest  as  he  dis- 
mantled and  examined  the  Newcomen  model  that  refused 
to  work  than  to  the  need  of  the  mining  industry  for  more 
efficient  pumping  machinery.  Faraday,  it  is  true,  had 
visions  of  the  future  of  electricity,  but  no  demand  for  a 
new  motive  power  directed  his  brain  towards  his  great 
discoveries  and  inventions.  Sir  J.  J.  Thomson  said  that 
"  new  ideas  on  a  subject  come  when  one  is  not  thinking 
about  it." 

On  the  other  hand,  emergencies  encourage  invention 
and  provide  evidence  of  a  basis  of  truth  in  the  proverb. 
War  brings  shoals  of  fantastic  and  impracticable  ideas 
to  those  whose  duty  it  is  to  sift  the  wheat  from  the  chaff; 
but  it  also  spurs  on  the  genuine  inventor  to  effort  directed 
at  a  definite  purpose.  Such  efforts,  however  sincerely  we 
may  deplore  the  fact  that  their  ingenuity  is  generally 
destructive,  are  often  turned  to  the  aid  of  industry,  trans- 
port, and  commerce  when  hostilities  cease. 

Why  are  students  of  science  urged  to  acquire  an 
adequate  knowledge  of  physics,  applied  mechanics  and 
mathematics,  drawing — the  tools  of  their  profession? 
Primarily,  that  they  may  be  equipped  to  earn  a  living. 
But  it  is  from  their  ranks,  in  these  days  of  specialist 
education,  that  now  and  then  one  man  steps  out  and  sur- 
prises the  world;  some  moment  of  close  reasoning  and 
logical  thinking  has  acted  as  a  catalyst  and  precipitated 
a  result  that  may  live  in  history.  Or,  it  may  be,  with  that 
same  equipment  he  will  produce,  at  the  call  of  war,  a 
machine,  a  device,  a  process,  that  will  influence  an  entire 
industry  in  the  direction  of  speed,  of  quality,  of  efficiency. 
Unknowingly,  he  may  be  the  leader  of  that  modern 
phenomenon,  so  alien  to  the  age  of  craftsmanship — mass 
production. 

It  has  been  more  than  once  seriously  suggested  that 
scientific   research   should   "  take   a   holidav."  That  idea 


THE  ENGINEERING  JOURNAL     April,  1942 


245 


will  not  work.  Sir  William  Bragg,  commenting  upon  it 
in  the  presidential  address  to  the  British  Association  in 
1928,  demolished  it.  "  You  cannot  prevent  interested  men 
from  making  inquiry,"  he  said.  "  You  cannot  prevent  the 
growth  of  knowledge;  you  cannot  even  make  a  selection 
of  those  points  of  advance  which  will  lead  to  certain 
classes  of  results.  No  one  knows  what  is  over  the  hill.  .  .  . 
New  applications  of  scientific  knowledge,  new  ideas,  new 
processes,  new  machines,  must  always  be  in  prepara- 
tion. .  .  .Nothing  in  the  progress  of  science,  and  more  par- 
ticularly of  modern  science,  is  so  impressive  as  the  grow- 
ing appreciation  of  the  immensity  of  what  awaits  discov- 
ery." Here  are  encouraging  words  for  all  workers  in  the 
field  of  industrial  invention;  and  whether  their  inventive- 
ness is  excited  by  the  immediate  necessities  of  war,  or  is 
inspired  by  the  mysterious  force  of  unresting  thought 
within  them,  they  will  be  in  the  great  tradition  and 
acquire  merit  in  that  their  gifts  are  for  the  service  of 
mankind. 

FLEXIBLE  PIPE  RESEARCH  REPORTED 

Flexible-pipe  culverts  made  of  corrugated  metal  are 
able  to  support  the  weight  of  high  earth  embankments 
chiefly  because  of  the  lateral  support  of  the  pipes  by  the 
soil  in  which  they  are  embedded.  Such  is  the  report  of 
M.  G.  Spangler,  research  engineer  of  the  Iowa  Engineer- 
ing Experiment  Station,  presented  in  Bulletin  153  of  the 
Station,  which  has  been  issued  recently. 

Design  data  for  calculating  the  supporting  strength  of 
flexible  pipe  are  developed  in  the  bulletin  from  both 
theoretical  analysis  and  field  experimentation.  The  de- 
sign analysis  is  a  result  of  an  extensive  research  study, 
conducted  in  co-operation  with  the  U.S.  Public  Roads 
Administration,  which  included  full-scale  field  experi- 
ments on  pipes  as  large  as  60  inches  in  diameter  under 
earth  embankments  15  and  16  ft.  high.  One  of  the  ex- 
periments has  been  in  progress  for  more  than  13  years, 
and  thus  furnishes  data  on  long-time  increases  in  pipe 
deflection. 

In  addition  the  study  included  laboratory  tests  on  full- 
sized  pipes.  The  bulletin  also  reports  the  performance  of 
a  flexible-pipe  culvert  15  ft.  in  diameter,  installed  under 
a  42-ft.  fill  in  accordance  with  the  design  principles 
presented  by  Mr.  Spangler. 

Professor  Spangler's  study  reveals  that  the  thin-ring 
elastic  analysis  is  valid  for  calculation  of  deflections  of 
corrugated-metal  pipe.  This  analysis  is  used  as  a  basis 
for  deriving  a  design  formula  for  pipe  deflection  which 
evaluates  the  effect  of  fill  load,  pipe  size,  bedding,  proper- 
ties of  the  soil,  moment  of  inertia  of  the  pipe  wall, 
modulus  of  elasticity  of  the  metal,  and  time  of  service. 
Techniques  for  determining  these  design  factors  are 
presented  in  the  bulletin. 

The  field  experiments  show  that  a  corrugated-metal 
pipe  will  deflect  an  additional  25  to  50  per  cent  after 
the  earth  fill  over  it  is  completed,  although  several  years 
may  elapse  before  the  maximum  deflection  occurs.  Pre- 
deformation  of  large  pipes  by  vertical  strutts  increases 
the  load  they  will  carry  without  excessive  deformation. 

The  bulletin  does  not  discuss  the  durability  of  the 
various  metals  used  to  make  corrugated-metal-pipe  cul- 
verts, nor  is  the  design  theory  verified  experimentally  for 
low  heights  of  fill  and  large  vehicle  wheel  loads.  How- 
ever, the  theory  is  general  and  should  apply  regardless  of 
the  load  source,  Mr.  Spangler  believes. 

The  complete  research  studv  is  reported  in  Bulletin  153, 
"The  Structural  Design  of  Flexible-Pipe  Culverts." 
Single  copies  of  this  80-page  bulletin  may  be  obtained 
without  charge  from  the  Iowa  Engineering  Experiment 
Station,  Ames,  Iowa,  U.S.A. 


STEAM  RAISING  WITH  VEGETABLE  REFUSE 

From  Overseas  Daily  Mail  Engineering  Supplement, 
(London),  February,  1942 

The  generation  of  steam  with  low-grade  vegetable 
refuse  fuels  has  probably  progressed  further  in  the  case 
of  sugar  factories  burning  bagasse  (cane  refuse)  than 
with  most  other  fuels  of  this  kind.  This  is  probably  due 
to  the  very  large  quantities  of  bagasse  made  each  day 
and  requiring  disposal,  the  correspondingly  large  demand 
for  process  steam  in  the  sugar  refinery,  and  the  fact  that 
sugar  factories  are  economically  of  relatively  large  size 
and  therefore  justify  the  installation  of  special  equipment 
and  furnaces  for  handling  the  refuse. 

Apart  from  bagasse,  a  considerable  economy  can  be 
effected  in  many  establishments,  especially  overseas,  by 
the  efficient  utilization  for  steam  generation  of  any  low- 
grade  vegetable  refuse  that  may  be  available.  This  in- 
cludes, for  example,  spent  tan  and  a  wide  range  of  pro- 
ducts such  as  nutshells,  fruit  stones,  seeds,  husks,  and 
skins  and  cores  of  soft  fruit,  as  well  as  materials  such  as 
sawdust,  shavings,  bark,  ends  and  pieces,  and  similar  pro- 
ducts from  the  timber  and  wood-working  industries. 

Residue  Fuels 

Another  type  of  low-grade  vegetable  refuse  fuel  is  the 
residue  after  extracting  vegetable  products  of  all  kinds  for 
tannins,  dyestuffs,  perfumes,  spices,  and  alkaloids. 

During  the  past  twenty  years  great  progress  has  been 
made  in  the  design  and  manufacture  of  furnace  equip- 
ment for  burning  material  of  this  kind,  particularly  for 
steam  generation.  In  spite  of  this,  however,  in  very  many 
cases  such  refuse  material  is  either  not  used  at  all  or  is 
burnt  more  or  less  with  the  object  of  getting  rid  of  a 
nuisance,  even  when  this  applies  to  the  operation  of  steam 
boilers.  In  fact  in  many  cases  the  methods  adopted  are 
so  unscientific  that  not  only  is  no  real  benefit  being  ob- 
tained from  the  heating  value  of  the  refuse,  but  it  is  actu- 
ally reducing  that  of  the  coal,  coke,  or  other  fuel  that 
may  be  used  at  the  same  time. 

General  Methods 

Three  general  methods  can  be  adopted  for  burning  such 
refuse  fuel.  The  first  is  to  use  handfired  forced-draught 
furnaces,  with  either  steam  jets  or  fans,  for  the  operation 
of  "  Lancashire  "  and  other  cylindrical  boilers. 

Another  general  method  is  to  use  water-tube  boilers, 
which  may  be  very  small  in  size  if  necessary,  in  conjunc- 
tion with  either  inclined  step  grates,  hand  or  mechanically 
fed,  or  travelling  grate  mechanical  stokers,  preferably 
with  fan-forced  draught  and  preheated  air. 

The  third  method  for  utilizing  low-grade  vegetable  re- 
fuse fuels  is  to  install  a  small  destructor  supplying  hot 
water  either  for  process  and  general  heating  work  or  for 
steam  boilers. 

Most  vegetable  refuse  fuel  of  this  description  has,  say, 
40  to  50  per  cent  moisture,  with  a  very  low  ash  contint, 
and  a  heating  value  as  fired  of  about  2,000-3,500  B.t.u. 
per  lb.  With  modern  plant  it  can  either  be  burnt  alone 
or  mixed  with  low-grade  small  coal  or  coke  breeze. 

Typical  Installation 

An  interesting  installation  at  a  London  works  by  Inter- 
national Combustion  Ltd.,  consists  of  a  small,  inclined 
tube,  water-tube  boiler  with  upper  steam  and  water  drum, 
together  with  an  additional  steam  drying  cylinder  and  a 
lower  water  drum.  This  burns  up  to  15,000  lb.  per  hour 
of  equal  parts  of  coal  and  of  mixed  vegetable  refuse, 
which  includes  wood  chippings,  sawdust,  straw  and  veget- 
able refuse  from  the  treatment  of  cloves  and  nutmegs. 

For  this  purpose  a  travelling  grate  stoker  is  used,  with 
fan-forced   draught,   superheaters,   air   heaters   and  econ- 


246 


April,  1942     THE  ENGINEERING  JOURNAL 


tmizers  on  the  most  scientific  lines,  the  thermal  efficiency 
ibtained  being  stated  to  average  87  per  cent  based  on 
he  net  or  lower  calorific  value  of  the  mixed  fuel. 

The  boiler  operates  at  450  lb.  per  sq.  in.  pressure  (725 
b.  per  sq.  in.  test  pressure),  and  the  normal  evaporation 
s  15,000  lb.  of  water  per  hour,  with  20,000  lb.  maximum, 
he  feed-water  being  delivered  to  the  boiler  at  176  deg.  F., 
rhile  the  temperature  in  the  combustion  gases  at  the 
uperheater  outlet  is  slightly  over  700  deg.  F. 

This  is  a  good  indication  of  the  fact  that  the  burning 
if  refuse  fuels  has  long  since  ceased  to  be  a  crude  and 
unscientific  performance,  and  that  when  large  amounts  of 
naterials  are  concerned  it  is  just  as  essential  as  in  the 
ase  of  coal  or  other  fuel  to  have  a  boiler  plant  operated 
in  the  most  efficient  lines,  with  high  pressures  and 
emperatures  if  necessary. 

Ground-Nut  Residue 

More  and  more  use  is  being  made  of  refuse  fuels 
hroughout  the  world,  and  a  typical  example  of  the  use 
f  low-grade  vegetable  refuse  fuels  is  that  of  ground  nuts, 
^hese  ground  nuts  are  subjected  to  compression  for  the 
iroduction  of  oil,  and  the  solid  residue  is  made  into 
iriquettes  and  utilized  for  steam  boilers,  including  those 
n  locomotives. 

Before  the  war  this  ground-nut  residue  cake  resulting 
rom  the  compression  was  used  as  cattle  food,  being 
hipped  to  France,  Finland,  Denmark,  and  Hungary, 
slow,  instead,  the  residue  is  briquetted.  The  heating  value 
f  the  briquette  is  8,000-9,000  B.t.u.  per  lb.  (4,500-5.000 
;.  cal.  per  kilo) ,  much  higher  than  the  coal  hitherto  im- 
•orted,  in  the  ratio  of  100:160  by  weight. 

It  is  stated,  for  example,  that  the  Dakar-Niger  Rail- 
way, which  used  to  burn  5,000  tons  of  coal  per  month, 
.all  shortly  be  using  3,000-4,000  tons  of  these  ground  nut 
efuse  briquettes  per  month,  the  cost  of  which  is  less 
ban  imported  coal. 

In  addition,  even  the  husks  obtained  after  shelling  the 
;round  nuts  are  being  used  for  fuel,  especially  in  steam 
loilers  for  generating  steam  for  driving  the  machines  at 
he  ground  nut  factories,  the  heating  value  of  the  husks 
ieing  6,600  B.t.u.  per  lb.  (3,700-3,900  k.  cal.  per  kilo). 

Burning  of  Wood  Waste 

Both  wet  and  dry  wood  wastes  form  a  suitable  fuel  for 
team  generation.  In  up-to-date  wood-working  establish- 
iients  the  sawdust  and  chippings  from  the  machines  are 
ontinuously  removed  by  suction  equipment  and  taken  to 
,  central  boiler  plant,  where  they  are  burned  either  alone 
>r  in  conjunction  with  supplementary  coal  or  other  fuel. 

Dry  wood  can  be  satisfactorily  binned  in  many  forms 
if  furnace,  and  refuse  of  uniform  and  small  particle  size 
an  be  burned  in  suspension  in  conjunction  with  pulver- 
zed  coal  if  necessary. 

Wet  wood  waste  is  a  more  difficult  matter,  depending 
ipon  the  moisture  content;  the  combustion  of  all  woods 
nust  be  arranged  on  the  consideration  that  up  to  80  per 
ent  of  the   (drv)   weight  of  the  wood  is  volatile  matter, 


and  that  complete  combustion  of  the  resulting  gases  is  of 
great  importance. 

For  wet  wood  waste,  the  only  practicable  method  is  to 
adopt  some  form  of  grate  set  in  an  extension  or  supple- 
mentary furnace  or  "  Dutch  oven,"  similar  to  that  used 
in  bagasse  burning.  This  arrangement  provides  sufficient 
radiant  heat  to  dry  the  wood  waste  and  then  to  distil 
the  volatile  matter,  which  is  then  burned  in  the  main 
combustion  chamber  with  an  ample  supply  of  secondary 
air.  It  is  general  also  to  arrange  for  an  excess  of  primary 
air  through  the  extension  furnace  or  grate  to  evaporate 
the  moisture  and  to  cool  the  grate. 

The  inclined  grates  in  the  extension  furnaces  of  ad- 
vanced designs  of  furnace  are  of  steel  tubes  running  into 
headers,  forming  a  water-cooled  type  of,  grate. 

PROSPECTS  OF  GREATER  SHIP  PRODUCTION 
IN  SCOTLAND 

From  Trade  and  Ewg'neervng  (London),  February,  1942 

Although  production  in  shipbuilding  and  engineering 
reached  very  high  levels  in  1941  there  are  good  prospects 
that  new  records  of  output  will  be  established  at  the  Scot- 
tish centres  in  the  present  year.  The  urgent  need  for  still 
greater  production  is  fully  appreciated  by  employers  and 
workers  alike  throughout  all  the  essential  war  industries, 
more  especially  since  the  extension  of  hostilities  to  the 
Far  East.  Shipbuilders  and  ship-repairers  have  begun  the 
year  with  a  heavy  programme  of  work  on  hand,  and  there 
will  be  practically  little  to  limit  production  except  the 
building  capacity  of  the  yards  and  perhaps  also  the  sup- 
ply of  skilled  labour.  In  the  case  of  new  tonnage  con- 
struction the  measure  of  standardization  of  design  which 
has  been  introduced,  coupled  with  the  policy  of  placing 
repeat  orders  with  individual  firms,  are  aids  to  the  accel- 
eration of  work  in  the  yards.  Another  factor  which  helps 
in  the  same  direction  is  the  adequate  supplies  of  steel  and 
other  shipbuilding  materials  available,  notwithstanding 
the  heavy  pressure  on  the  steel  trade  from  the  munition, 
tank,  and  aeroplane  factories. 

An  interesting  development  under  war  conditions  is  the 
return  to  the  use  of  timber  in  the  construction  of  vessels 
of  moderate  tonnage.  This  is  a  branch  of  shipbuilding 
which  is  necessarily  limited  in  extent,  but  it  is  understood 
that  a  number  of  useful  craft  are  being  turned  out,  while, 
so  far  as  labour  is  concerned,  the  work  makes  little  de- 
mand on  those  classes  of  workmen  that  are  skilled  in  steel 
shipbuilding.  The  timber  used  is  to  a  large  extent  home- 
grown. The  available  plantations  are  inspected  by  experts 
who  mark  out  oak  trees  suitable  for  the  "  knees  "  and 
"  heels  "  for  the  support  of  keels  and  decks,  but  instead 
of  the  timber  being  laboriously  shaped  by  hand  as  in 
former  times  it  is  ripped  up  at  high  speed  by  the  latest 
types  of  band  saws  electrically  driven.  When  completed 
the  wooden  vessels  bear  little  resemblance  to  those  of  the 
sailing-ship  days,  but  at  a  distance  are  almost  indis- 
tinguishable from  craft  built  of  steel.  In  most  cases  the 
propelling  machinery  consists  of  Diesel  engines. 


rHE  ENGINEERING  JOURNAL     April  1942 


247 


From  Month  to  Month 


NATIONAL  SELECTIVE  SERVICE 

The  long  awaited  plan  for  man  power  mobilization  was 
announced  by  the  Prime  Minister  in  the  House  of  Com- 
mons on  March  24th.  The  proposal  is  of  interest  to  all 
<  'anadian  citizens,  and  particularly  to  engineers.  The  se- 
lection of  Elliott  M.  Little  as  Director  of  National  Se- 
lective Service  places  an  engineer  in  one  of  the  most  re- 
sponsible positions  in  Canada.  It  is  his  duty  to  implement 
the  legislation  already  announced  and  any  subsequent 
Acts  which  may  be  promulgated.  This  appointment  is  a 
further  demonstration  of  the  oft  repeated  statement  that 
"  this  is  an  engineer's  war." 

This  development  is 
of  additional  interest 
to  members  of  the  In- 
stitute in  view  of  the 
fact  that  the  General 
Secretary  —  L.  Austin 
Wright — has  been  ap- 
pointed Assistant  to 
the  Director.  Mr.  Lit- 
tle and  Mr.  Wright 
were  responsible  for 
the  organization  and 
operation  of  the  War- 
time Bureau  of  Tech- 
nical Personnel,  and 
the  experience  gained 
thereby  will  be  of  great 
assistance  to  them  in 
dealing  with  the  larger 
E.  M.  Little  field  of  man  power. 

The  Council  of  the 
Institute  has  given  Mr.  Wright  leave  of  absence  to  carry 
out  this  important  work,  but  he  will  be  able  to  retain 
contact  with  Institute  affairs  by  attending  Council  meet- 
ings. He  will  also  be  available  for  consultation  with 
Headquarters  whenever  required. 

It  has  been  arranged 
that  the  Assistant  Sec- 
retary, the  Secretary 
Emeritus,  and  the 
headquarters  staff  will 
undert  a  k  e  additional 
duties  so  as  to  make  up 
as  far  as  possible  for 
the  loss  of  Mr.  Wright's 
services  resulting  from 
his  new  responsibilities. 

Members  may  rest 
assured  that  while 
every  effort  will  be 
made  to  maintain  the 
regular  Institute  activ- 
ities, occasional  delay 
or  inconvenience  may 
prove  to  be  unavoid- 
able. In  such  case  their 
indulgence  will  be  ap- 
preciated, for  they  will  realize  that  such  occurrences 
result  from  the  assistance  given  by  their  Institute  to  the 
country's  war  effort. 

— R.J.D. 


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


L.  Austin  Wright,  M.E.I.C. 


APRIL  TWENTY-FIFTH 

On  this  date  Dean  C.  R.  Young  is  to  be  the  guest  of 
honour  at  a  dinner  jointly  sponsored  by  the  Toronto 
Branch  of  the  Institute  and  the  Association  of  Profes- 
sional Engineers  of  Ontario,  to  celebrate  his  appointment 
as  dean  of  the  Faculty  of  Applied  Science  and  Engineer- 
ing of  the  University  of  Toronto  and  his  recent  election 
to  the  presidency  of  the  Institute.  At  the  same  time  it  is 
intended  to  impress  upon  the  public  the  great  contribu- 
tion that  engineers  are  making  in  the  present  conflict. 

The  committee  in  charge  of  the  arrangements,  under 
the  chairmanship  of  S.  R.  Frost,  announces  that  the  din- 
ner is  open  to  all  engineers.  It  is  expected  that  represent- 
atives from  all  branches  of  the  Institute,  in  the  provinces 
of  Ontario  and  Quebec,  will  be  present. 

The  dinner  will  take  place  at  Hart  House,  University 
of  Toronto.  In  the  afternoon  the  House  will  be  open  to  all 
engineers  who  may  care  to  go  and  use  the  facilities  before 
proceeding  to  dinner  at  6.30  p.m.  Visitors  may  use  the 
swimming  pool,  play  squash,  billiards  and  have  afternoon 
tea.  After  dinner,  there  will  be  special  entertainment  and 
music. 

The  Council  of  the  Institute  will  be  holding  a  regional 
meeting  in  the  morning,  at  the  Royal  York  Hotel,  while 
the  Council  of  the  Association  of  Professional  Engineers 
will  meet  in  their  own  rooms  at  Bay  Street.  The  two  coun- 
cils will  join  for  lunch  at  the  hotel. 

All  members  are  urged  to  come  to  this  important  gath- 
ering and  pay  honour  to  one  of  the  great  men  in  our  pro- 
fession. 

THE  JOURNAL  TRIES  ANOTHER  INNOVATION 

The  leading  paper  in  this  number  of  the  Journal  has 
earned  the  Gzowski  Medal  for  1941.  It  is  entitled  "The 
Lions'  Gate  Bridge  "  and  the  author  is  S.  R.  Banks, 
m.k.i. a,  of  Montreal.  The  work  is  a  very  complete  de- 
scription of  all  phases  of  design,  fabrication  and  erection 
and  runs  to  a  length  much  greater  than  is  normally  print- 
ed in  the  Journal. 

The  Publication  Committee  believes  that  in  the  ab- 
sence of  Transactions,  the  Journal  should  be  available 
as  the  repository  of  the  records  of  engineering  achievement 
in  Canada.  Consequently,  Mr.  Banks'  paper  will  be  print- 
ed in  full,  but  it  will  be  broken  down  into  sections  and 
spread  out  through  four  numbers  of  the  Journal.  Mem- 
bers who  desire  to  preserve  the  complete  work  may  put 
the  four  sections  together  afterward,  or  may  keep  the 
four  complete  Journals  together. 

The  paper  is  one  of  the  best  that  has  been  presented 
to  the  Institute  in  many  years,  and  the  Journal  is  pleased 
to  be  the  medium  of  bringing  it  before  the  profession. 

E.C.P.D.  GUIDANCE  BOOKLET 

Following  closely  on  the  heels  of  the  Institute's  booklet 
"  The  Profession  of  Engineering  in  Canada,"  comes  a 
similar  booklet  from  the  Engineers'  Council  for  Profes- 
sional Development.  This  latter  is  somewhat  more  com- 
prehensive and  general  in  nature,  but  can  be  used  to  ad- 
vantage with  the  Institute's  publication.  Its  distribution 
is  in  the  hands  of  the  chairman  of  the  Institute's  Commit- 
tee on  the  Training  and  Welfare  of  the  Young  Engineer. 

This  booklet  entitled  "  Engineering  as  a  Career  "  is 
planned  to  help  students  decide  whether  they  are  fitted 
to  be  engineers,  by  giving  them  a  general  picture  of  the 


248 


April,  1942     THE  ENGINEERING  JOURNAL 


îharacteristics  and  requirements  common  to  all  branches 
ii  the  profession  and  discussing  the  qualities  and  apti- 
tudes needed  by  engineers. 

In  the  first  section,  "  The  Scope  of  Engineering,"  are 
ncluded  discussions  of  what  engineering  is  and  what  en- 
gineers do,  the  functions  of  engineering,  the  "  engineering 
method,"  as  well  as  answers  to  the  question  "  who  should 
study  engineering?  ",  an  outline  of  the  necessary  prepara- 
tion for  such  a  career,  and  a  survey  of  probable  oppor- 
tunities and  earnings.  The  second  section  presents  more 
detailed  accounts  of  the  activities  of  engineers  in  the 
various  branches  of  the  profession.  The  interrelationships 
imong  various  types  of  engineering  are  stressed,  and  con- 
sideration given  to  the  use  of  engineering  training  in  other 
Fields  of  activity. 

"  Engineering  as  a  Career  "  is  intended  to  give  the  high- 
school  student,  in  language  that  he  can  understand,  the 
facts  he  needs  to  help  him  choose  his  career.  A  list  of  vo- 
cational-guidance books  and  pamphlets,  also  primarily 
concerned  with  engineering  and  related  vocations,  is  in- 
cluded. Copies  of  the  booklet  may  be  obtained  from 
Headquarters  at  ten  cents  each. 

EMPLOYERS  HELP  THE  UNIVERSITIES 

So  great  have  been  the  demands  for  technically-trained 
personnel  in  recent  months  that  difficulty  has  been  experi- 
enced in  finding  junior  instructors  in  the  universities  to 
:arry  on  effectively  the  regular  work  of  the  engineering 
:ourses.  These  difficulties  of  providing  instruction  have  been 
'nhanced  by  the  increased  registration  of  engineering 
students. 

The  University  of  Toronto  was  unable  to  secure  a  sufficient 
lumber  of  full-time  demonstrators  to  meet  its  requirements, 
ind,  in  the  emergency,  has  been  assisted  by  the  employers 
)f  technical  personnel  in  the  city  from  whom  twenty-one 
nen  have  been  made  available  for  periods  averaging  about 
;wo  half-days  each  per  week.  While  assistance  of  this  type 
s  perhaps  not  so  satisfactory  in  all  respects  as  full-time 
issistance  would  be,  there  is,  on  the  other  hand,  the  advan- 
age  that  the  men  who  are  giving  their  services  in  this 
nanner  are  in  nearly  every  instance  more  mature  and  more 
experienced  than  the  junior  instructors  generally  engaged 
or  this  work  by  the  university.  Furthermore,  the  contacts 
so  formed  between  industry  and  the  university  may  be 
'xpected  to  work  to  the  advantage  of  both  the  university 
md  the  organizations  assisting  in  this  manner. 

The  university  is  indebted  in  this  connection  to  the 
Hydro-Electric  Power  Commission  of  Ontario,  which  has 
supplied  eleven  part-time  demonstrators,  to  the  Bell  Tele- 
phone Company  of  Canada,  The  Canadian  General  Electric 
TJompany,  Limited,  the  Canadian  and  General  Finance 
""ompany,  Limited,  the  Canadian  National  Railways,  the 
Dominion  Bridge  Company,  Limited,  and  Mr.  E.  A.  Cross, 
consulting  engineer. 

A  LANDMARK  DISAPPEARS 

Following  the  last  great  war,  the  Federal  Government 
announced  that  captured  German  guns  were  available  for 
distribution  to  municipalities  and  certain  organizations 
upon  application.  The  Institute  had  in  the  last  war  over 
~>ne  thousand  members,  mostly  officers,  and  when  the  piece 
allocated  to  the  Institute  arrived  in  the  form  of  a  bat- 
tered machine  gun,  minus  most  of  its  parts,  the  general 
secretary  of  that  day,  Mr.  Fraser  Keith,  considered  that 
this  was  hardly  appropriate,  and  an  immediate  search  was 
made  for  something  that  would  more  adequately  repre- 
sent the  contribution  which  the  Institute's  members  had 
made. 

A  heavy  German  field  gun,  which  apparently  had  no 
nwner,  was  located  by  Mr.  Keith  on  a  vacant  lot  on 
the  corner  of  Cypress  and  Stanley  streets,  embedded  in 
mud  to  the  hubs.  The  Officer  Commanding  Military  Dis- 
trict No.  4  was  Brig. -Gen.  Charles  J.  Armstrong,  C.M.G., 


C.B.,  an  active  member  and  a  warm  friend  of  the  In- 
stitute. He  undertook  to  find  out  who  owned  this  gun  and 
see  if  it  could  be  made  available  to  the  Institute.  Later 
he  telephoned  that  it  had  been  given  to  the  199th  Irish 
Rangers,  under  the  command  of  the  Late  Lieut. -Colonel 
Lord  Shaughnessy,  who  graciously  agreed  to  forgo  any 
further  claim  to  it  in  favour  of  the  Institute. 

As  soon  as  this  information  was  received  a  telephone 
call  went  to  the  late  Mr.  Archie  Byers,  of  A.  F.  Byers 
&  Company,  with  instructions  to  have  the  gun  brought  to 
the  vacant  space  to  the  south  of  the  Institute  as  quickly 
as  possible.  This  was  done  and  very  shortly  afterwards  a 


The  gun  is  taken  away  by  salvage  workers. 

concrete  bed  was  put  in  place  and  the  field  piece  bolted 
down  securely  so  that  the  temptation  which  would  other- 
wise always  have  been  present  to  McGill  students  was 
removed.  Thus  we  received  the  familiar  field  piece  which 
has  guarded  the  Headquarters  building  for  over  twenty 
years.  At  that  time  it  was  complete  in  every  detail,  but 
during  the  years  a  large  part  of  the  mechanism  was 
removed.  The  mutilation  at  the  muzzle  was  said  to  be  due 
to  the  fact  that  the  Germans  had  a  habit  of  inserting  a 
shell  at  the  end  of  the  barrel  and  afterwards  firing  by 
means  of  a  long  cord,  thus  rendering  it  unfit  for 
further  use. 

The  gun  is  no  longer  there — but  has  come  to  a  not  in- 
glorious fate,  for  it  has  just  been  presented  to  the 
National  Salvage  Committee,  and  it  is  anticipated  that 
it  will  return  to  Germany  in  a  form  quite  different  from 
that  in  which  it  left. 

WARTIME  BUREAU  OF  TECHNICAL 
PERSONNEL 

Monthly  Bulletin 

By  far  the  most  important  development  that  has 
taken  place  in  the  history  of  the  Bureau  is  the  inaugur- 
ation of  the  Regulations  that  were  announced  by  the 
Prime  Minister  in  the  House  of  Commons,  on  March  24th, 
1942,  as  part  of  the  national  man  power  proposal.  These 
Regulations  are  known  officially  as  the  Essential  Work 
I  Scientific  and  Technical  Personnel)  Regulations — 1942 
and  are  covered  by  Order-in-Council  No.  638. 

In  essence  the  Regulations  require  an  employer  to 
secure  a  permit  from  the  Minister  of  Labour  before  engag- 
ing technical  personnel,  and  to  report  the  cessation  of 
employment  of  all  such  persons.  Under  certain  conditions 
he  is  also  required  to  release  such  persons  from  his  employ 
and  to  retain  their  seniority  in  the  organization. 

The  complete  Regulations  are  printed  on  p.  241  in 
this  number  of  the  Journal  and  employees  and  employers 
alike  are  urged  to  study  them.  It  is  to  be  noted  that  a 


fHE  ENGINEERING  JOURNAL     April,  1942 


249 


fine  of  one  hundred  dollars  may  be  imposed  for  each  fail- 
ure to  comply  with  the  law. 

The  purposes  of  the  Regulations  are  several.  The  in- 
creased demand  for  engineers  in  civilian  and  combatant 
occupations,  and  the  decreased  supply  of  competent  per- 
sons have  made  necessary  a  more  rigid  system  of  main- 
taining contact.  It  becomes  necessary  to  know  where  every 
person  is;  what  he  is  doing  and  why  he  proposes  changing 
employment,  also  why  a  prospective  employer  needs  a 
technical  person;  is  the  particular  person  suited  to  the 
opening  or  would  he  be  more  useful  to  the  war  effort 
in    another   occupation? 

This  information  and  more  is  necessary  if  there  is 
to  be  any  intelligent  control  over  the  scarce  commodity 
of  technical  skill.  It  is  well  known  to  the  Bureau  that 
many  engineers,  though  on  engineering  work,  are  not 
being  used  to  the  maximum  of  their  abilities,  and  others 
are  in  tasks  that  have  practically  no  relationship  to  en- 
gineering. It  will  be  difficult  to  fully  correct  the  present 
situation — although  a  great  improvement  is  hoped  for — 
but  surely  something  can  be  done  to  prevent  further  waste 
of  this  same  kind.  The  necessity  of  obtaining  a  permit 
before  engaging  a  technically  trained  person  will  make 
this  possible. 

A  better  distribution  of  this  type  of  man  power  will 
be  possible  under  the  Regulations.  Non-essential  indus- 
tries and  other  industries  that  have  a  reserve — and  several 
have — will  be  encouraged  to  aid  essential  industries  that 
are  now  suffering  from  a  shortage.  An  employer  is  re- 
quired to  release  an  employee  if  the  Bureau  so  requests 
and  the  employee  is  agreeable  to  it,  and  at  the  same  time 
preserve  his  seniority.  Every  attempt  will  be  made  to 
check  the  relative  importance  of  the  work  he  is  doing, 
with  the  work  which  he  might  do,  before  any  transfer- 
are  proposed.  It  is  expected  that,  when  properly  informed, 
employers  will  release  men  without  the  necessity  of  in- 
voking the  Regulations.  It  is  much  better  that  men  be 
given  leave  of  absence  with  the  blessing  of  their  employ- 
ers than  that  they  should  be  taken  away  by  force  of  law. 

This  legislation  is  unique  in  Canadian  history.  It  is 
the  first  attempt  to  apply  compulsion  to  civilian  occupa- 
tion. It  is  a  modified  form  of  conscription  that  applies 
to  industry  and  not  to  the  army,  and  to  the  employer 
rather  than  the  employee.  Its  enactment  is  based  largely 
on  the  fact  that  seventy-five  per  cent  of  all  persons  com- 
pleting the  Bureau  questionnaire,  stated  that  they  were 
prepared  to  transfer  to  war  work  if  they  were  so  request- 
ed by  the  proper  authority.  In  other  words,  they  were 
asking  to  be  told.  It  is  to  the  credit  of  this  profession, 
that  such  a  large  majority  puts  the  needs  of  the  country 
ahead  of  their  own  particular  interests. 

Such  controls  are  not  going  to  be  easy  to  administer. 
To  avoid  complicated  and  expensive  administration,  it 
will  be  necessary  to  have  the  support  of  employer  as  well 
as  employee.  With  such  support,  everything  will  be  read- 
ily possible;  without  it,  the  operations  will  become  diffi- 
cult, expensive  and  doubtless  less  satisfactory  to  every- 
one concerned.  The  Bureau  is  interested  only  in  the  suc- 
cessful prosecution  of  the  war.  Any  attempt  to  control 
technical  man  power  has  only  this  objective  in  view. 

The  sympathetic  support  of  all  parties  is  sincerely 
solicited. 

PIONEER  IN  THE  PROFESSION 

The  following  brief  notes  were  taken  from  a  question- 
naire of  the  Wartime  Bureau  of  Technical  Personnel 
which  was  submitted  by  Mr.  C.  A.  E.  Shaw.  They  go 
back  into  the  history  of  western  Canada  and  touch  on 
many  important  developments  of  those  days.  With  Mr. 
Shaw's  permission,  they  arc  being  printed  herewith,  for 
the  benefit  of  other  members  of  the  profession.  It  is  par- 
ticularly interesting  to  see  that  Mr.  Shaw  took  over  com- 


mand of  the  training  camp  of  the  R.C.E.  in  1915  when  he 
was  sixty-two  years  of  age.   He  took  the  officers'  training 
course  at  the  age  of  sixty-three  and  retired  in  1918  with 
the  rank  of  major.   He  is  now  eighty-nine  years  old. 
Herewith  is  his  letter  and. the  notes: 

Mount  Tolmie,  B.C., 
February  6th,   1942. 

L.  A.  Wright,  Esq., 

The  Engineering  Institute  of  Canada, 

2050  Mansfield  Street,  Montreal,  Quebec. 

My  dear  Mr.  Wright, 

Your  letter  of  January  30th  came  to  me  as  a  very 
pleasant  surprise.  I  have  been  engaged  in  trying  to  pre- 
pare a  record  of  my  past  experiences,  quite  a  big  under- 
taking, as  it  covers  about  seventy  years  of  a  very  active 
life,  mostly  pioneering.  However,  even  at  my  age,  I  have 
a  wonderful  memory  and  already  have  a  considerable 
portion  of  it  written  down,  some  of  it  has  already  ap- 
peared in  various  papers.  As  you  are  now  in  Montreal 
you  could  no  doubt  procure  a  copy  of  C.P.R.  Bulletin.  No. 
10,  which  gives  an  account  of  some  of  my  experiences 
while  on  various  C.P.R.  surveys. 

Should  I  ever  get  this  monumental  task  I  am  engaged 
in  completed  and  typewritten,  I  will  be  glad  to  send  you 
a  copy. 

Very  sincerely  yours, 

C.  A.  E.  Shaw. 

Employed  by  the  Government  on  first  survey  of  C.P.R. 
from  Prince  Arthur  Landing  to  Rat  Portage  (now  Ken- 
ora)  from  1871  to  1874. 

Leveller  on  survey  made  by  Senator  A.  B.  Foster  of 
railway  line  from  the  Georgian  Bay  to  Mattawa  on  the 
Ottawa  River,  1875-76. 

Located  and  built  railway  from  Picton  to  Trenton, 
Ontario,  for  Alexander  Manning  of  Toronto  in  1878-79. 

Employed  as  leveller  on  survey  made  by  the  Govern- 
ment of  C.P.R.  from  Selkirk  to  west  boundary  of  province 
of  Manitoba,  1879-81. 

Located  and  built  under  General  Rosser,  in  1881,  fifty 
miles  of  C.P.R.  from  a  point  near  where  Brandon  now  is. 
(  O.P.I».  Bulletin,  No.  10  gives  some  account  of  these 
valions  experiences). 

Took  my  party  with  a  train  of  Red  River  carts  to  the 
south  Saskatchewan — chose  the  crossing  at  Medicine  Hat 
for  the  C.P.R.,  ran  a  trial  line  from  there  to  Calgary,  and 
made  the  final  location  of  the  C.P.R.  from  there  to  Cal- 
gary, 1881-82.  Employed  by  General  Rosser  and  later 
by  Van  Home. 

Made  preliminary  survey  and  final  location  of  C.P.R. 
from  Calgary  to  Great  Divide  in  1883.  Employed  by  Sir 
William  Van  Home. 

1892-94.  Surveying  land  in  south  western  Manitoba  for 
the  Dominion  Government. 

Private  practice  as  surveyor  and  mining  engineer  at 
Greenwood,  British  Columbia,  also  explored  line  from 
Point  Roberts,  B.C.  to  Rosland  for  the  Vancouver.  Vic- 
toria and  Eastern  Railway- — now  the  Kettle  Vallev  Rail- 
way 1896-1912. 

Emploved  by  British  Columbia  Government  on  land 
surveys    1913-14. 

In  command  of  6th  Field  Company  Royal  Engineers, 
and  instructor  of  engineers  at  Vernon  Training  Cam]), 
1915. 

Took  officers  training  course  and  appointed  to  com- 
mand of  Morrisey  Internment  Camp  1916-18,  with  rank 
of  major. 

Demobilized  1918. 

Private  practice  till  1936. 


250 


April,  1942     THE  ENGINEERING  JOURNAL 


Mr.  Shaw  is  a  member  of  the  Dominion,  Ontario, 
Manitoba  and  British  Columbia  Land  Surveyors  Associa- 
tions— and  is  a  life  member  of  the  Association  of  Pro- 
fessional Engineers  of  British  Columbia. 

MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  March  14th,  1942  at  ten  thirty 
i.m. 

Present:  President  C.  R.  Young  in  the  chair;  Vice- 
President  K.  M.  Cameron;  Councillors  J.  E.  Armstrong, 
1.  H.  Fregeau,  E.  D.  Gray-Donald,  J.  G.  Hall,  W.  G. 
Hunt.  H.  N.  Macpherson,  C.  K.  McLeod,  G.  M.  Pitts, 
ind  J  A.  Vance;  Treasurer  E.  G.  M.  Cape;  Secretary 
Emeritus  R.  J.  Durley,  General  Secretary  L.  Austin  Wright 
ind  Assistant  General  Secretary  Louis  Trudel. 

The  general  secretary  announced  that  in  accordance 
.vith  a  previous  decision  of  Council  the  gun  which  has 
jeen  standing  on  the  Institute  property  since  1919  had 
jeen  handed  over  to  the  National  Salvage  Committee, 
rhe  story  of  the  gun,  together  with  a  photograph  of  it  in 
he  process  of  removal  is  published  in  this  number  of  the 
Journal 

The  general  secretary  read  a  letter  from  Mr.  Pitts  el  ab- 
lating on  the  suggestion  which  he  had  made  at  the  last 
neeting  of  Council,  that  arrangements  might  be  made  with 
he  Founder  Societies  in  the  United  States  for  the  distri- 
bution in  Canada  by  The  Engineering  Institute  of  all  their 
)ublications,  both  to  their  own  members  and  to  members 
)f  the  Institute  who  might  desire  to  receive  them. 

Discussion  followed,  all  members  agreeing  that  such 
in  arrangement  would  have  many  advantages,  although 
t  might  be  difficult  to  work  out  the  details  of  distribution 
ind  finance.  It  was  finally  decided,  on  the  motion  of  Mr. 
Pitts,  seconded  by  Mr.  Macpherson,  that  the  matter  be 
■eferred  to  the  Publication  Committee  for  consideration 
md  report. 

In  the  absence  of  the  chairman,  the  general  secretary 
presented  the  report  of  the  Finance  Committee.  The  fin- 
incial  statement  for  the  first  two  months  of  the  year 
showed  that  the  income  was  substantially  higher  than  at 
;he  same  time  last  year,  and  that  expenditures  were 
slightly  increased. 

The  general  secretary  read  a  letter  from  the  Montreal 
Branch  advising  that  at  a  recent  meeting  of  their  execu- 
tive committee,  a  resolution  had  been  passed  to  the  effect 
;hat  Council  be  asked  to  study  the  advisability  of  abolishi- 
ng the  class  known  as  "  Branch  Affiliate." 

The  branch  found  that  candidates  for  the  class  of 
affiliate  are  inclined  to  apply  for  admission  as  Branch 
Affiliates  rather  than  Institute  Affiliates  on  account  of  the 
Tiuch  lower  cost.  The  former  classification  does  not  en- 
title them  to  true  membership  in  the  Institute;  neverthe- 
ess,  they  may  receive  the  Journal  and  are  able  to  attend 
aranch  functions. 

Mr.  McLeod  pointed  out  that  it  was  entirely  up  to  each 
Dranch  to  decide  whether  or  not  they  had  Branch  Affiliates, 
rf  the  Montreal  Branch  did  not  want  to  have  such  a  classi- 
fication, they  did  not  need  to  do  so.  In  Mr.  McLeod's 
jpinion,  the  qualifications  for  an  Institute  Affiliate  were 
much  higher  than  for  a  Branch  Affiliate.  Mr.  Vance 
aointed  out  that  some  of  the  smaller  branches  had  quite  a 
large  number  of  Branch  Affiliates,  and  he  thought  that  all 
the  branches  should  be  consulted  before  any  action  was 
taken. 

Mr.  Macpherson  drew  attention  to  the  wide  difference 
in  the  definition  of  a  Branch  Affiliate  and  that  of  an  In- 
stitute Affiliate.  The  by-laws  require  that  an  Institute 
Affiliate  shall  be  qualified  to  co-operate  with  engineers  in 
the  advancement  of  professional  knowledge. 

In  Mr.  Pitts'  opinion,  the  higher  entrance  and  annual 


fee  for  an  Institute  Affiliate  may  account  for  the  greater 
number  of  Branch  Affiliates. 

After  further  discussion,  on  the  motion  of  Mr.  Pitts, 
seconded  by  Mr.  Hall,  it  was  unanimously  resolved  that 
this  matter  be  referred  to  the  Institute's  Membership  Com- 
mittee for  consideration  and  report. 

The  general  secretary  presented  a  letter  from  Mr.  Rob- 
son  Black,  vice-president  and  manager  of  the  Canadian 
Forestry  Association,  inviting  the  Institute  to  appoint  a 
delegate  to  their  Board  of  Directors. 

The  president  reported  that  he  had  discussed  this  mat- 
ter with  Mr.  Black  who  had  called  on  him  in  Toronto  the 
previous  day,  and  he  felt  that  the  Institute  would  be  well 
advised  to  be  represented  on  this  Board.  It  would  pro- 
vide another  contact  and  increase  the  influence  of  the  In- 
stitute. It  was  unanimously  resolved  that  such  an  appoint- 
ment be  made,  and  it  was  left  with  the  president  and  the 
general  secretary  to  name  an  appropriate  representative. 

The  general  secretary  announced  that  the  government 
had  offered  the  position  of  Director  of  National  Selective 
Service  to  a  gentleman  who,  in  turn,  had  asked  the  general 
secretary  to  go  with  him  on  the  new  work.  The  secretary 
was  not  at  liberty  to  disclose  the  identity  of  the  person 
selected  as  final  arrangements  had  not  been  completed  and 
only  a  tentative  acceptance  had  been  given  the 
government. 

Mr.  Wright  explained  that  his  purpose  in  bringing  the 
matter  before  Council  now  was  in  order  to  get  some  basis 
upon  which  a  quick  decision  could  be  made  without  call- 
ing Council  together  again  in  the  event  that  the  present 
proposal  went  through  to  completion.  He  pointed  out  that 
to  do  this  important  piece  of  work  it  would  be  necessary 
for  him  to  devote  practically  all  his  time  to  it.  As  his 
time  was  entirely  at  the  disposal  of  Council  he  felt  that 
the  decision  as  to  whether  or  not  he  could  accept  this  ap- 
pointment should  be  made  by  Council. 

Mr.  Armstrong  reported  that  the  matter  had  been  dis- 
cussed at  a  meeting  of  the  Finance  Committee  and  it  was 
the  committee's  opinion  that  in  view  of  the  compulsory 
nature  of  the  legislation  which  is  pending  and  the  national 
importance  of  the  work  involved,  Council  should  not  hesi- 
tate to  make  Mr.  Wright's  services  available.  Several  of 
the  councillors  spoke  on  the  issue,  and  it  was  the  opinion 
of  all  that  the  Institute  should  participate  in  this  effort  to 
organize  the  man  power  of  Canada  by  making  available 
any  services  that  the  government  might  need. 

In  view  of  the  fact  that  a  final  decision  was  not  required 
now,  it  was  moved  by  Mr.  Pitts,  seconded  by  Mr.  Vance, 
and  unanimously  agreed  that  Mr.  Wright's  services  should 
be  made  available  if  required,  and  that  final  details  could 
be  determined  by  the  president  and  the  chairman  of  the 
Finance  Committee. 

The  general  secretary  asked  whether  the  Council  had 
in  mind  any  special  policies  that  might  be  adopted  by  the 
Institute  in  view  of  changing  conditions.  Certain  things 
would  eventually  happen  and  he  wondered  if  there  was 
anything  the  Institute  could  do  about  them  in  advance. 

Mr.  Pitts  thought  the  Institute  should  continue  its 
efforts  to  bind  the  whole  profession  together.  Through  the 
influence  of  Mr.  Wright  the  Institute  had  been  of  great 
assistance  to  the  Government  since  the  war  started.  When 
the  war  is  over  and  conditions  change,  it  is  hoped  that 
the  Institute  may  continue  to  be  of  assistance  in  the  re- 
construction programme. 

The  president  thought  that  if  there  was  anything  the 
Institute  could  do  to  further  its  normal  activities  without 
hampering  the  war  effort,  this  should  be  done,  together 
with  any  possible  planning  for  the  years  following  the  war. 
He  asked  Mr.  Cameron  if  he  had  anything  to  report  on 
the  work  of  Dr.  James'  committee  on  re-construction. 

Mr.  Cameron  thought  the  Canadian  Government  was 


THE  ENGINEERING  JOURNAL     April.  1912 


251 


wise  in  taking  the  stand  that  it  should  plan  for  the  post- 
war period  in  all  its  aspects.  The  engineer  is  more  par- 
ticularly concerned  in  post-war  reconstruction,  which  is 
the  function  of  the  sub-committee  of  Principal  James' 
committee,  of  which  Mr.  Cameron  is  chairman.  This  sub- 
committee proposes  to  make  certain  recommendations  to 
the  main  committee  with  a  view  to  formulating  some  plan 
which  will  line  up  all  the  projects  that  will  give  employ- 
ment in  Canada  after  the  war.  Short  time  works  and 
extended  undertakings  will  be  fitted  into  one  complete 
programme.  Mr.  Cameron  emphasized  the  fact  that  this 
will  not  necessarily  be  a  public  works  programme.  Private 
initiative  and  private  industry  will  take  care  of  such  work 
as  far  as  it  is  able,  after  which  the  Government  will  step 
in.  This  is  as  far  as  the  committee  has  gone  at  the  present 
time.  The  president  thanked  Mr.  Cameron  for  his  state- 
ment. 

Following  up  on  a  suggestion  made  at  the  Annual  Meet- 
ing of  Council  in  Montreal  on  February  4th,  Mr.  Gray- 
Donald  presented  a  request  from  the  Quebec  Branch  that 
The  Engineering  Institute  of  Canada  Prize  of  twenty-five 
dollars  be  offered  each  year  to  undergraduates  at  Laval 
University,  Quebec.  This  suggestion  had  been  approved 
at  the  previous  meeting  of  Council,  and  on  the  motion  of 
Mr.  Gray-Donald,  seconded  by  Colonel  Cape,  it  was  unan- 
imously resolved  that  Laval  University  be  included  in 
the  list  of  Canadian  universities  now  receiving  The  Engin- 
eering Institute  of  Canada  Prize. 

Mr.  Hunt  reported  that  he  had  just  handed  back  to  the 
general  secretary  $300.00  which  the  Annual  Meeting  Com- 
mittee had  received  from  the  Council  as  an  advance  on 
the  expenses  of  the  recent  meeting.  The  splendid  contribu- 
tions which  the  branch  had  received  from  certain  public- 
spirited  firms  in  the  Montreal  district  had  enabled  the 
committee  to  finance  the  meeting  without  the  usual  assist- 
ance from  Headquarters.  This  was  noted  with  much  grati- 
fication and  Mr.  Hunt  was  instructed  to  convey  the  thanks 
of  Council  to  the  Annual  Meeting  Committee.  Mr. 
Hunt  reported  also  that  the  committee  was  compiling  a 
very  complete  and  comprehensive  report  on  the  whole 
meeting,  making  certain  recommendations  and  suggestions 
which  it  was  hoped,  would  be  of  considerable  help  to  future 
Annual   Meeting  Committees. 

Mr.  Gray-Donald  reported  that  the  executive  of  the 
Quebec  Branch  had  given  further  consideration  to  the  pro- 
posal to  have  the  next  annual  meeting  of  the  Institute  at 
Quebec.  The  committee  was  not  yet  clear  on  all  points, 
but  expected  that  a  decision  would  be  reached  in  time  to 
report  to  an  early  meeting  of  Council. 

Mr.  Hall  stated  that  from  discussions  with  members  of 
the  Toronto  Branch  executive,  it  appeared  that  there  is 
some  misunderstanding  regarding  the  last  sentence  of 
Section  7  of  the  by-laws  relating  to  the  waiving  of  exam- 
inations for  admission  to  full  membership  in  the  Institute. 
The  Toronto  executive  seems  to  think  that  Council  should 
take  the  initiative  whereas,  in  Mr.  Hall's  opinion,  if  the 
branches  think  that  the  examinations  should  be  waived 
in  any  particular  case,  they  should  make  that  recommend- 
ation to  Council.  He  wondered  if  all  the  branches  gave 
the  same  interpretation  to  that  by-law.  The  president 
suggested  that  it  might  be  desirable  to  write  a  letter  to  all 
the  branches  regarding  this  point,  but  Mr.  Armstrong 
thought  it  was  a  matter  that  could  very  easily  be  taken 
care  of  by  the  Institute  Membership  Committee. 

It  had  just  come  to  Mr.  Cameron's  attention  that  Mr. 
F.  P.  Vaughan.  a  past-chairman  of  the  Saint  John  Branch, 
a  past  member  of  the  Institute  Council  and  a  past-pres- 
ident of  the  Association  of  Professional  Engineers  of  New 
Brunswick,  was  retiring  from  professional  work  after  fifty 
years  of  service.  On  the  motion  of  Mr.  Cameron,  seconded 
by  Mr.  McLeod,  it  was  unanimously  resolved  that  a  letter 
extending   the   good   wishes   of   Council    be   Sent  to   Mr. 


Vaughan,  and  that  the  event  be  recorded  in  the  Journal. 
The  general  secretary  read  a  letter  from  the  secretary 
of  the  American  Society  of  Civil  Engineers  written  in  re- 
sponse to  greetings  from  the  Institute  transmitting  the 
following  resolution: 

"  Whereas,  the  American  Society  of  Civil  Engineers 
has  received  the  friendly  sentiments  and  offers  of  co- 
operation as  expressed  by  L.  Austin  Wright,  secretary, 
in  letter  dated  December  22,  1941,  from  The  Engineer- 
ing Institute  of  Canada;  and 

"  Whereas,  the  Society  has  always  been  proud  of  the 
genuine  kinship  existing  between  our  sister  organiza- 
tions and  the  members  of  The  Engineering  Institute 
of  Canada  and  the  members  of  this  Society; 
"  Now,  Therefore,  Be  It  Resolved,  that  the  American 
Society  of  Civil  Engineers  expresses  its  sincere  appre- 
ciation of  the  good  will  and  spirit  of  friendliness  ever 
evidenced  between  our  organizations  and  further  as- 
sures The  Engineering  Institute  of  Canada  that  the 
feelings  are  heartily  reciprocated  and  expresses  the 
hope  they  will  always  continue  and  will  grow  in 
strength  and  vigor." 

This  was  noted  with  appreciation,  and  the  suggestion 
that  it  be  published  in  the  Journal  was  approved. 

A  number  of  applications  for  admission  and  for  trans- 
fer were  considered,  and  the  following  elections  and  trans- 
fers were  effected: 

Admission 

Members  17 

Junior 1 

Students 32 

Transfers 

Juniors   to   Members 3 

Students  to  Members 2 

Students  to  Juniors 5 

It  was  noted  that  two  meetings  of  Council  would  be 
held  in  the  month  of  April,  first,  the  regional  meeting  in 
Vancouver  on  Saturday,  April  the  18th,  to  coincide  with 
the  president's  visit,  and,  second,  one  in  Toronto  on  Satur- 
day, April  the  25th,  to  coincide  with  a  joint  dinner  being 
held  that  evening  under  the  auspices  of  the  Toronto  Branch 
of  the  Institute  and  the  Association  of  Professional  Engin- 
eers of  Ontario,  to  honour  Dean  C.  R.  Young  as  president 
of  the  Institute  and  as  dean  of  the  Faculty  of  Applied 
Science  and  Engineering  of  the  University  of  Toronto. 

Mr.  Macpherson  stated  that  the  members  in  Vancouver 
were  looking  forward  with  a  great  deal  of  pleasure  to 
welcoming  the  president,  and  hoped  that  a  number  of 
other  members  of  Council  would  be  able  to  accompany 
him. 


COMING  MEETINGS 

American  Water  Works  Association,  Canadian  Sec- 
tion— Annual  Convention  at  the  General  Brock  Hotel, 
Niagara  Falls,  Ont.,  April  15-17th.  Secretary,  Dr.  A.  E. 
Berry,  Ontario  Department  of  Health,  Parliament  Build- 
ings, Toronto. 

Dinner  in  honour  of  Dean  C.  R.  Young,  April  25th, 
to  be  held  by  Association  of  Professional  Engineers  of 
Ontario  and  the  Toronto  Branch  of  the  Engineering 
Institute  of  Canada,  in  Hart  House,  Toronto. 

American  Water  Works  Association — Sixty-Second 
Annual  Convention  at  Stevens  Hotel,  Chicago,  111.,  June 
21 -25th.  Executive  Secretary-,  Harry  E.  Jordan,  22  East 
40th  Street,  New  York,  N.Y.  ' 


252 


April,  1942     THE  ENGINEERING  JOURNAL  | 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  March  14th,  1942,  the  following 
ections  and  transfers  were  effected: 

Members 

lark,  Andrew  Tudhope,  b.sc.   (Engrg.)    (Glasgow  Univ.),  constrn. 

plant   and   salvage   engr.,    Hydro- Electric    Power   Commission   of 

Ontario,  Toronto,  Ont. 
■ixon,    William,    asst.    to    elec.    engr.,    National    Harbours    Board, 

Montreal,  Que. 
wens,  Frank  Gordon,  b.a.sc,  m.a.sc.   (Univ.  of  Toronto),  heating 

engr.,  Defence  Industries  Limited,  Montreal,  Que. 
rechette,  Joseph-Alexis,  b.a.sc,  ce.   (Ecole  Polytechnique),  chief 

of  technical  bureau,  department  of  colonization,  Quebec,  Que. 
Gibson,  Cedric  Marold,  engineer,  Link-Belt  Ltd.,  Montreal,  Que. 
ahnson,  Howard,  (Durham  Univ.),  general  manager,  Midland  Ship- 
yards, Ltd.,  Midland,  Ont. 
lekeel,  David  Lane,  b.sc,  m.e.  (Haverford  Coll.),  consultant  to  the 

Algoma  Steel  Corp.,  Sault  Ste.  Marie,  Ont. 
radJ,  George,  b.s.  (Mech.),  m.e.  (Cooper  Union),  engr.  in  charge  of 

design,  Canadian  Copper  Refiners  Ltd.,  Montreal,  Que. 
rice,  Malcolm  Mackay,  asst.  bridge  and  building  master,  C.N.R., 

Port  Arthur,  Ont, 
ennie,  Robert,  surveyor  to  Lloyd's  Register  of  Shipping,  Vancouver, 

B.C. 
anders,  Lionel  John  Redvers,  (Cornell  Univ.),  manager,  Quebec  St. 

Lawrence  Divn.,  Wartime  Merchant  Shipping  Ltd.,  Montreal,  Que. 
cott,  Robert  Govenlock,  b.sc.   (Elec.)    (Univ.  of  Alta),  sales  engr., 

Winnipeg  Electric  Company,  Winnipeg,  Man. 
ilk-man,  Morton  S.,  B.Eng.  (McGill  Univ.),  mech.  design,  Dominion 

Bridge  Co.,  Montreal,  Que. 
Gagner,  Herbert  Louis,  b.a.sc.  (Univ.  of  Toronto),  asst.  engr.,  Hydro- 

Electric  Power  Commission  of  Ontario,  Toronto,  Ont. 

Junior 

educ,  Rene,  b.a.sc,  ce.  (Ecole  Polytechnique),  lands  engrg.  dept., 
Consolidated  Paper  Corp.  Ltd.,  Montreal,  Que. 

Transferred  from  the  class  of  Junior  to  that  of  Member 
merson,  Robert  Alton,  B.sc.  (C.E.)  (Univ.  of  Man.),  division  engr., 

Canadian  Pacific  Railway  Co.,  Brandon,  Man. 
oss,   Hugh   Campbell,    b.a.sc.    (Univ.    of   Toronto),   testing  engr., 

Hydro-Electric  Power  Commission  of  Ontario,  Toronto,  Ont. 
ernot,  George  Edward,  b.sc.  (McGill  Univ.),  city  assessor,  City  of 

Montreal,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Member 
[itchell,  William  Reginald,  b.sc.  (C.E.)   (Univ.  of  Man.),  designer 

and  estimator,  Canadian  Bridge  Co.  Ltd.,  Windsor,  Ont. 
''igdor,  Edward  Irving,  B.Eng.  (Elec.)  (McGill  Univ.),  M.Eng.  (Elec.) 

(Renss.  Poly.  Inst.),  resident  technical  officer  for  the  British  Air 

Comm.,  Vuîtee  Aircraft,  Nashville,  Tenn. 

Transferred  from  the  class  of  Student  to  that  of  Junior 
alderson,  Kenneth  Kincade,  b.sc.  (Elec.)  (Univ.  of  Alberta),  asst. 

elec.  engr.,  Trinidad  Leaseholds,   Ltd.,  Pointe-a-Pierre,   Trinidad, 

B.W.I, 
lavey,  Roland  Eric,  b.a.sc.  (Univ.  of  Toronto),  engr.  of  works  and 

bldgs.,  Naval  Service,  Shelburne,  N.S. 
•avidson,  George  Ross,  grad.   (R.M.C.),  HQ.   12th  Can.  Infantry 

Bde.,  Sussex,  N.B. 
ohnston,  William  David,  b.a.sc.   (Univ.  of  Toronto),  sales  engr. 

McGregor-McIntyre  Divn.,  Dominion  Bridge  Co.  Ltd.,  Toronto, 

Ont. 

las  passed  Institute's  examinations. 


Sarchuk,  Leon  A.,  b.sc.  (Mech.)  (Univ.  of  Sask.),  inspr.  of  aircraft, 
A.I.D.,  R.C.A.F.,  St.  James,  Man. 

Students  Admitted 

Allaire,  Lucien,  (Ecole  Polytechnique),  1430  St.  Denis  St.,  Montreal, 

Que. 
Anderson,   Clarence   Arthur,    (Univ.    of   Man.),    618   Mulvey  Ave., 

Winnipeg,  Man.  . 

Anglin,  Thomas  Gill,  (McGill  Univ.),  488  Mount  Pleasant  Ave., 
Westmount,  Que. 

Bennett,  John  Robert  Gordon,  (McGill  Univ.),  155  Westminster 
Ave.,  Montreal  West,  Que. 

Bowie,  Ralph  Allen,  (McGill  Univ.),  228-18th  Ave.,  Lachine,  Que. 

Cann,  John  Alastair  Ross,  (McGill  Univ.),  4277  Western  Ave.,  West- 
mount,  Que. 

Carmichael,  Douglas  Alfred,  (Queen's  Univ.),  194  Stuart  St., 
Kingston,  Ont. 

Caverly,  David  Sundell,    (Univ.  of  Toronto),   R.R.   No.  5,  Aylmer 

(West),  Ont. 
Chenivesse,  Emile,    (Ecole  Polytechnique),   366  E  Sherbrooke  St., 

Montreal,  Que. 
Davis,  Stuart  George,  b.sc.  (Chem.),  m.sc.  (McGill  Univ.),  538-12th 

Street  B,  North,  Lethbridge,  Alta. 
Dudych,   Daniel    (Univ.   of   Man.),  178  Spence  St.,  Winnipeg,  Man. 
Eisenhauer,  Martin  Albert,   (Nova  Scotia  Tech.  Coll.),  226  Spring 

Garden  Road,  Halifax,  N.S. 
Farish,  Frank  J.,  (Univ.  of  Man.),  260  Ashland  Ave.,  Winnipeg,  Man. 
Gabias,  Pierre  Maurice,  (McGill  Univ.),  2407  Coursol  St.,  Montreal, 

Que. 
Garton,  John  McConnell,  (McGill  Univ.),  Boissevain,  Man. 
Hamilton,  John  C,  (Queen's  Univ.),  Westport,  Ont. 
Hopkins,    Herbert   Arthur,    b.s.    (Elec.)    (Detroit    Inst,    of   Tech.), 

426  Park  St.,  Peterborough,  Ont. 
Kerry,   Colin   William,    (McGill   Univ.),    88  Arlington   Ave.,    West- 
mount,  Que. 
Lewis,  George  Donald,  (Nova  Scotia  Tech.  Coll.),  226  Spring  Garden 

Road,  Halifax,  N.S. 
Lindsay,  Colin,  (Univ.  of  Man.),  104  Wellington  Crescent,  Winnipeg, 

Man. 
MacDougall,  Lome  Wells,    (Nova  Scotia  Tech.   Coll.),   331  Spring 

Garden  Road,  Halifax,  N.S. 
McCallum,  John   Francis,    (Queen's   Univ.),   318  University  Ave., 

Kingston,  Ont. 

Nutter,  James  Ryan,  (Nova  Scotia  Tech.  Coll.),  78  King  St.,  Truro, 

N.S. 
Ogilvie,  James  D.  B.,  B.Eng.,  m.sc.   (McGill  Univ.),  1026  Murdock 

Road,  Calgary,  Alta. 
01ynyks    Alexander,   (Ecole  Polytechnique),  423   Congregation   St., 

Montreal,  Que. 
Parsons,  Robert  Lloyd,  (Nova  Scotia  Tech.  Coll.),  331  Spring  Garden 

Road,  Halifax,  N.S. 
Poitevin,  Louis  Merrill,  (McGill  Univ.),  3407  Peel  St.,  Montreal,  Que. 
Porter,    William    Douglas,    (Univ.    of    Man.),    5    McCulloch    Ave., 

Outremont,  Que. 
Pratt,    James    Crawford,    (Univ.    of    Man.),    1216    Wolseley    Ave., 

Winnipeg,  Man. 
Schafheitlin,  Frederick  Blake,   (Mount  Allison  Univ.),   331  Spring 

Garden  Road,  Halifax,  N.S. 
Thompson,  Alvin  Henry,  (Nova  Scotia  Tech.  Coll.),  Pictou,  N.S. 
Tamblyn,  Robert  Teudar,   (Univ.  of  Toronto),  80  St.  George  St., 

Toronto,  Ont. 


MARCH  JOURNALS  REQUIRED 

There  has  been  an  unusual  demand  for  extra  copies  of  the 
March,  1942,  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. 


fHE  ENGINEERING  JOURNAL     April,  1942 


253 


Personals 


Lieutenant-General  A.  G.  L.  McNaughton,  C.B., 
C.M.G.,  d.s.o.,  m. io. i.e.,  has  recently  been  elected  an  honorary 
member  of  the  Institution. of  Electrical  Engineers  of  Great 
Britain,  in  appreciation  of  his  work  on  high-voltage  research 
during  his  presidency  of  the  National  Research  Council 
of  Canada  and  for  his  services  in  promoting  the  practical 
application  of  science  to  industry. 

Air  Vice-Marshal  E.  W.  Stedman,  M.E.I. c,  was  appointed 
last  month  to  the  newly  created  position  of  director-general 
of  air  research  in  the  Royal  Canadian  Air  Force. 

The  duties  of  the  director-general  will  be  entirely  divorced 
from  routine  work  of  the  department  and  the  officer  will 
devote  his  time  entirely  to  the  study  of  research  and  devel- 
opment work  in  close  collaboration  with  the  National 
Research  Council.  This  organization  is  intended  to  make 
possible  introduction  into  service,  with  a  minimum  of  delay, 
of  new  devices  and  new  patterns  of  weapons. 

Air  Commodore  Alan  Ferrier,  m.e.i.c,  has  been  appoint" 
ed  a  member  of  the  Air  Council  in  the  Royal  Canadian  Air 
Force  succeeding  Air  Vice-Marshall  E.  W.  Stedman.  Air 
Commodore  Ferrier  will  be  responsible  for  aeronautical 
engineering.  A  graduate  of  McGill  University  from  the 
class  of  1920,  he  was  employed  with  T.  Pringle  and  Son, 
Montreal,  for  sometime  after  his  graduation.  In  1922  he 
was  appointed  to  the  staff  of  the  technical  branch  of  the 
Royal  Canadian  Air  Force  at  Ottawa  and  has  been  in  the 
service  of  the  Government  ever  since.  Before  his  recent 
appointment  he  was  chief  aeronautical  engineer  in  the 
Department  of  Transport. 

Major  F.  L.  C.  Bond,  m.e.i.c,  vice-president  and  general 
manager  of  the  central  region,  Canadian  National  Railways, 
was  in  Chicago  last  month,  where  he  presided  over  the 
annual  meeting  of  the  American  Railway  Engineering 
Association. 

Colonel  Arthur  L.  Bishop,  m.e.i.c,  has  been  appointed 
by  the  Dominion  Government  to  head  a  new  company  for 
manufacturing  synthetic  rubber.  This  company,  to  be  called 
Polymer  Corporation  Limited,  will  have  its  headquarters  in 
Toronto.  Born  in  Brantford,  Ont.,  Colonel  Bishop  was  edu- 
cated at  Brantford  Public  School  and  Ridley  College,  St. 
Catharines,  Ont.,  and  attended  the  Royal  Military  College, 
Kingston,  from  1912  to  1914.  Colonel  Bishop  is  president 
of  Coniagas  Mines  Limited,  and  Consumers  Gas  Company 
of  Toronto.  He  is  a  member  of  the  board  of  directors  of 
the  Consolidated  Mining  and  Smelting  Company  of 
Canada  Limited. 

A.  P.  Linton,  m.e.i.c,  has  been  elected  chairman  of  the 
Saskatchewan  Branch  of  the  Institute  for  the  year  1942. 
He  was  chairman  of  the  branch  in  1935  and  was  on  the 
Council  of  the  Institute  in  1939.  Born  at  New  Hamburg, 
Ont.,  he  attended  the  Gait  Collegiate  Institute  and  the 
University  of  Toronto,  graduating  from  the  latter  in  1908 
with  the  degree  of  b.a.sc.  After  a  few  years  spent  with  the 
Dominion  Bridge  Company  and  later  with  the  St.  Lawrence 
Bridge  Company,  he  became,  in  1915,  chief  bridge  engineer 
of  the  Department  of  Highways  of  Saskatchewan,  a  position 
which  he  still  holds. 

From  1915  to  1919  Mr.  Linton  was  overseas,  serving 
with  the  1st  Canadian  Pioneers,  9th  Battalion,  Canadian 
Railway  Troops,  in  France,  and  commanded  the  1st  Bridg- 
ing Company,  Canadian  Railway  Troops,  in  Palestine.  He 
was  promoted  to  the  rank  of  major,  was  mentioned  in 
despatches,  and  received  the  O.B.E. 

Robert  F.  Ogilvy,  m.e.i.c,  has  recently  returned  from 
St.  Thomas,  Virgin  Islands  of  the  United  States,  where 
he  has  been  employed  with  the  Aluminum  Company  of 
Canada  since  the  summer  of  1941.  He  is  now  connected 
with  the  same  company  as  resident  engineer  on  construc- 


254 


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


tion  of  the  concrete  storage  dam  on  the  Peribonka  river,  a 
hundred  miles  north  of  Lake  St.  John,  Que. 

L.  M.  Howe,  m.e.i.c,  is  now  with  the  Bolivian  Power 
Company,  La  Paz,  Bolivia.  Since  1930  he  had  been  with 
the  Saskatchewan  Power  Commission,  Regina,  Sask.,  where 
he  had  held  the  position  of  district  superintendent  of  the 
rural  transmission  system,  for  the  past  six  years. 

R.  W.  Willis,  m.e.i.c,  formerly  associated  with  the 
Canadian  Bridge  Company  at  Walkerville,  Ont.,  has 
accepted  a  position  as  designing  engineer  with  the  Standard 
Steel  Construction  Company  at  Welland,  Ont.  He  had  been 
with  his  previous  employers  since  his  graduation  from 
Queen's  University  in  1937. 

J.  E.  Dion,  m.e.i.c,  formerly  with  the  Wartime  Merchant 
Shipping  Limited,,  Montreal,  is  now  with  United  Tool 
Engineering  and  Design  Limited,  in  their  Montreal  office. 

T.  A.  Lindsay,  m.e.i.c,  who  is  with  the  Canadian  Tele- 
phone and  Supplies,  has  been  transferred  from  Winnipeg, 
Man.,  to  their  office  in  Ottawa.  He  has  been  with  the  firm 
since  his  graduation  in  electrical  engineering  from  the 
University  of  Manitoba  in  1933. 

H.  F.  Bennett,  m.e.i.c,  district  engineer  for  the  Depart- 
ment of  Public  Works  of  Canada  at  London,  Ont.,  and 
chairman  of  the  Institute's  Committee  on  the  Training  and 
Welfare  of  the  Young  Engineer,  visited  the  maritime 
branches  of  the  Institute  during  the  month  of  February. 

At  the  regular  dinner  meeting  of  the  Saint  John  Branch 
on  February  24th,  Mr.  Bennett  spoke  on  the  development 
in  the  scheme  on  vocational  guidance  for  prospective  engi- 
neers promoted  by  his  committee  and  its  possibilities  for 
local  high  school  students.  On  February  25th,  he  spoke 
on  the  Great  Lakes  Waterway  System  before  the  Moncton 
branch  of  the  Institute.  Mr.  Bennett  spoke  on  February 
27th  to  the  Halifax  Branch  on  The  Engineer  of  Tomorrow 
and  stressed  the  need  for  increasing  co-operation  between 
engineering  colleges  and  employers.  In  Sydney  on  March 
2nd,  he  met  with  the  executive  of  the  branch  and  discussed 
the  work  of  his  committee  and  the  organization  in  the 
branch  of  a  students'  guidance  committee. 

Mrs.  Bennett  accompanied  her  husband. 

Professor  G.  Ross  Lord,  m.e.i.c,  of  the  Department  of 
Mechanical  Engineering,  University  of  Toronto,  was  elected 
councillor  in  the  mechanical  branch  of  the  Association  of 
Professional  Engineers  of  the  Province  of  Ontario  for  the 
year  1942,  being  one  of  the  youngest  members  to  be  so 
honoured. 

Born  in  Peterborough,  he  graduated  from  the  Faculty 
of  Applied  Science  and  Engineering  of  the  University  of 
Toronto  in  1929  with  the  degree  of  Bachelor  of  Applied 
Science.  In  1932,  he  was  granted  the  Master  of  Science 
degree  from  the  Massachusetts  Institute  of  Technology. 
In  1932-33,  he  was  the  Freeman  Scholar  sent  to  Germany 
by  the  American  Society  of  Mechanical  Engineers,  where 
he  studied  at  engineering  colleges  in  Berlin,  Munich, 
Karlsruhe.  He  was  awarded  the  Ph.D.  degree  from  the 
University  of  Toronto  in  1939  for  his  original  research  on 
cavitation  in  hydraulic  turbines.  Since  1934,  he  has  been 
on  the  mechanical  engineering  staff  of  the  Faculty  of  Applied 
Science,  University  of  Toronto. 

S.  G.  Coultis,  m.e.i.c,  has  been  elected  president  of  the 
Association  of  Professional  Engineers  of  Alberta  at  the 
annual  meeting  held  last  month.  Mr.  Coultis  is  also  a 
councillor  of  the  Institute  representing  the  Calgary  Branch 


April,  1942     THE  ENGINEERING  JOURNAL 


NEW  BRANCH  CHAIRMEN 


H.  J.  McEwen,  M.E.I.C. 
Calgary  Branch 


F.  T.  Julian,  M.E.I.C. 
London  Branch 


A.  S.  G.  Musgrave,  M.E.I.C. 
Victoria  Branch 


[.  J.  McEwen,  m.e.i.c,  is  the  newly  elected  chairman 
:  the  Calgary  Branch  of  the  Institute.  Born  at  Brantford, 
nt.,  he  received  his  early  education  at  Brantford  Collegiate 
id  his  engineering  training  at  the  University  of  Toronto 
here  he  graduated  in  1911  as  Bachelor  of  Applied  Science 
i  electrical  engineering.  Upon  graduation  he  joined  the 
aff  of  the  Canadian  Westinghouse  Company,  Limited, 
id  went  to  Hamilton,  Ont.,  where  during  two  years  he 
illowed  the  shop  engineering  course.  In  1913  he  was  ap- 
sinted  as  sales  engineer  for  the  company  at  Calgary,  Alta. 
\e  later  became  in  charge  of  the  sales  of  the  company  in 
îe  province,  and  in  1919  he  was  appointed  branch  manager 
:  the  company  at  Calgary.  He  is  at  present  the  district 
ianager.  Mr.  McEwen  is  a  member  of  the  Association  of 
rofessional  Engineers  of  Alberta. 

.  B.  Snape,  m.e.i.c,  has  now  returned  to  Jasper,  Alta., 
here  he  is  resident  engineer  of  Jasper  Park.  For  the  past 
ve  months  he  had  been  with  the  Works  and  Buildings 
•epartment  of  the  naval  service  at  Halifax. 

alph  E.  Williams,  m.e.i.c,  has  accepted  a  position  with 
îe  Demerara  Bauxite  Company,  Mackenzie,  British 
uiana.  He  was  previously  assistant  engineer  on  construe- 
on  of  the  cordite  plant  of  Defence  Industries  Limited  at 
Winnipeg,  Man.  Since  his  graduation  from  the  University 
I  Toronto  in  1934,  Mr.  Williams  has  had  extensive  con- 
ruction  experience  both  in  the  United  States  and  in 
anada. 

eorge  N.  Richards,  m.e.i.c,  manager  of  Lee  &  Nash, 
insulting  engineers  and  land  surveyors,  Brantford,  Ont., 
as  been  appointed  city  engineer  of  Brantford.  Born  in 
ngland,  he  was  educated  at  Derby  and  he  served  in  the 
ist  war  with  the  Royal  Canadian  Naval  Volunteer  Reserve. 
[e  served  his  apprenticeship  as  an  engineer  with  the  firm 
î  Lee  and  Nash  of  Brantford.  From  1924  to  1931  he  was 
uployed  with  Warner  and  Warner,  registered  engineers, 
>etroit,  Mich.  Since  1933  he  has  been  manager  of  the 
rm  of  Lee  &  Nash  of  Brantford. 

.  E.  Armand  Dugas,  m.e.i.c,  has  accepted  a  position 
ith  R.C.A.F.  No.  3  Training  Command,  Montreal,  as 
ssistant  electrical  engineer  in  the  Works  and  Buildings 
)ivision.  He  was  formerly  with  the  Montreal  Light,  Heat 
;  Power  Consolidated.  He  is  a  graduate  of  the  Ecole  Poly- 
îchnique  of  Montreal,  from  the  class  of  1932. 

lobert  A.  Kerr,  jr. e. i.e.,  who  resigned  his  position  as 
ssistant  electrical  superintendent  at  the  Montreal  Cottons 
àmited,  Valleyfield,  Que.,  is  now  with  the  Nichols  Chemical 


Company  as  works  engineer  of  the  sulphuric  acid  plant  at 
Valleyfield. 

A.  S.  G.  Musgrave,  m.e.i.c,  municipal  engineer  at  Oak 
Bay,  B.C.,  is  the  newly  appointed  chairman  of  the  Victoria 
Branch.  Born  in  Cork,  Ireland,  he  was  educated  at  Trinity 
College,  Dublin,  where  he  graduated  with  the  degrees  of 
b.a.  and  B.c.E.  From  1914  to  1919  he  was  with  the  Canadian 
Engineers,  4th  Field  Company,  and  later  with  the  Royal 
Engineers  as  a  captain.  From  1919  until  1935  he  carried 
on  a  private  practice  as  civil  engineer  and  land  surveyor 
at  Victoria,  B.C. 

P.  B.  Motley,  m.e.i.c,  has  recently  been  made  a  Life 
Member  of  the  American  Society  of  Civil  Engineers,  as 
well  as  Life  Member  of  the  Engineering  Institute.  In  1937 
Mr.  Motley  retired  as  engineer  of  bridges  for  the  Canadian 
Pacific  Railway  after  forty-five  years  of  service  with  the 
company. 

Born  in  Calcutta,  India,  Mr.  Motley  completed  his  gen- 
eral and  engineering  education  in  England,  and  joined  the 
engineering  department  of  the  Canadian  Pacific  Railway 
Company  at  Montreal  in  1892.  He  occupied  the  positions 
of  draughtsman  and  inspector  of  bridges  both  in  the  shops 
and  during  erection  until  1903  when  he  became  assistant 
engineer  in  the  department.  In  1908  he  was  made  assistant 
engineer  of  bridges  and  on  June  1st,  1911,  received  the 
appointment  from  which  he  has  since  retired.  Among  the 
more  important  bridges  for  which  Mr.  Motley  has  been 
responsible  may  be  mentioned  the  Lethbridge  viaduct,  the 
Edmonton  City  bridge,  the  crossings  of  various  large  rivers 
on  the  prairies  such  as  at  Saskatoon,  Outlook,  Nipawin 
and  Winnipeg,  besides  the  bridge  at  Gait,  Ont.,  and  the 
bridge  over  the  St.  Lawrence  river  near  Montreal,  which 
was  reconstructed  to  allow  for  double  tracks,  and  the  Saint 
John,  N.B.,  cantilever  bridge.  There  were  many  others  of 
lesser  magnitude  though  of  difficult  construction,  particu- 
larly in  the  Rocky  and  Selkirk  Mountains  and  on  the  north 
shore  of  Lake  Superior. 

Frank  P.  Vaughan,  Hon.M.sc,  m.e.i.c,  consulting  elec- 
trical engineer  and  contractor  of  Saint  John,  N.B.,  has 
recently  retired  after  a  professional  career  of  fifty  years. 
Born  at  Liverpool,  England,  he  was  educated  in  primary 
schools  and  Regent  College.  His  education  was  completed 
by  extensive  lecture  courses  at  the  Massachusetts  Institute 
of  Technology,  Boston.  He  began  his  career  in  1891  in 
Vancouver,  B.C.,  where  he  was  engaged  with  the  local 
telephone  corporation,  through  which  he  was  connected  with 
other  British  Columbian  telephone  interests.  In  1895  he 
went  to  Yarmouth,  N.S.,  with  the  Yarmouth  Street  Rail- 
way Company.   In   1896  he  became  connected  with  the 


HE  ENGINEERING  JOURNAL     April,  1942 


255 


Northern  Electric  Works  at  Saint  John,  N.B.  From  1897 
until  1900  he  was  employed  with  three  of  Boston's  largest 
electrical  engineering  firms.  From  1900  to  1902  he  was  in 
the  testing  department  of  the  General  Electric  Company 
at  Schenectady,  N.Y.  In  1902  he  returned  to  Saint  John, 
N.B.,  and  entered  private  practice  as  an  electrical  engineer 
and  contractor.  In  1906  he  founded  the  firm  of  Vaughan 
Electric  Company,  Limited,  electrical  engineers  and  con- 
tractors at  Saint  John,  N.B.,  from  which  he  has  just  retired. 

Besides  his  interest  in  the  electrical  contracting  business, 
Mr.  Vaughan  has  been  a  pioneer  in  experimental  investi- 
gation in  wireless  telegraphy  and  telephony  and  high 
potential  high  frequency  currents.  He  was  granted  the  first 
license  issued  from  Ottawa  for  experimental  wireless  tele- 
graphy in  1904,  and  in  1908  talked  a  distance  of  three  miles 
by  wireless  telephone.  Mr.  Vaughan  has  read  a  number  of 
papers  before  the  Institute  and  other  scientific  societies 
and  has  been  a  contributor  to  magazines.  As  manager  of 
the  Vaughan  Electric  Company  Limited  of  Saint  John,  Mr. 
Vaughan  was  consulting  electrical  engineer  during  con- 
struction of  the  Saint  John  drydock. 

Mr.  Vaughan  has  been  an  active  member  of  the  Institute 
since  he  first  joined  in  1919.  He  was  chairman  of  the  Saint 
John  branch,  as  well  as  a  member  of  the  Council.  He  is  a 
past-president  of  the  Association  of  Professional  Engineers 
of  New  Brunswick. 

D.  H.  Parker,  Affiliate  e.i.c,  has  enlisted  for  active 
service  as  engineer  lieutenant  with  the  R.C.N.V.R.  This  is 
Mr.  Parker's  second  term  of  service  with  the  Navy,  since 
during  the  last  war  he  was  artificer  with  the  Royal  Navy. 
For  the  past  sixteen  years  he  has  been  mechanical  super- 
intendent and  production  manager  with  the  Montreal  Daily 
Star. 

Wm.  P.  Nesbitt,  jr.E.i.c,  formerly  with  the  Consolidated 
Paper  Corporation,  Limited,  at  Grand'Mère,  Que.,  has 
accepted  a  position  with  the  Howard  Smith  Paper  Mills, 
Limited,  Cornwall,  Ont.  Since  his  graduation  from  Queen's 
University  in  1935  he  has  been  in  the  paper  industry  suc- 
cessively with  the  following  firms:  Alliance  Paper  Mills, 
Merritton,  Ont.,  Fraser  Companies,  Edmunston,  N.B., 
Canadian  International  Paper  Company,  Hawkesbury, 
Ont.,  Consolidated  Paper  Corporation,  Limited. 

Charles  S.  Gorowski,  Jr.E.i.c,  who  was  formerly  with 
Canadian  Associated  Aircraft  Limited,  Montreal,  as  engi- 
neer in  the  modifications  department,  is  now  with  the 
National  Steel  Car  Corporation  Limited  in  their  aircraft 
division  at  Malton,  Ont.,  where  he  holds  the  position  of 
electrical  engineer  in  the  production  engineering  depart- 
ment. He  was  graduated  in  electrical  engineering  from  the 
University  of  Manitoba  in  1934. 

Flying  Officer  Pierre  A.  Charest,  Jr.E.i.c,  is  at  present 
stationed  at  No.  9  Bombing  and  Gunnery  School,  R.C.A.F. 
at  Mont-Joli,  Que.  Previous  to  his  enlistment  he  was  with 
Fraser  Companies  Limited  at  Edmundston,  N.B. 

Captain  R.  C.  Lane,  Jr.E.i.c,  who  was  stationed  at 
Camp  Borden  with  the  6th  Armoured  Regiment  (1st 
Hussars)  is  now  overseas.  Previous  to  his  enlistment  he 
was  on  the  staff  of  International  Harvester  Company  at 
Toronto. 

Major  Alexandre  Dugas,  Jr.E.i.c,  who  returned  from 
overseas  a  few  months  ago,  is  at  present  stationed  at  the 
Officers'  Training  Centre  at  Brockville,  Ont.  He  is  a  grad- 
uate of  the  Ecole  Polytechnique  in  the  class  of  1933.  Pre- 
vious to  his  enlistment  for  active  service  at  the  outbreak 
of  war,  he  was  with  the  Quebec  Public  Service  Board  at 
Montreal. 

Fernand  Lecavalier,  s.e.i.c,  is  now  employed  at  the 
National  Research  Council  at  Ottawa.  He  graduated  from 
Ecole  Polytechnique  in  1939. 


A.  I.  Mendelsohn,  s.e.i.c,  is  now  serving  overseas  as  a 
captain  with  the  Royal  Canadian  Ordnance  Corps.  He 
graduated  in  mechanical  engineering  from  McGill  Univer- 
sity in  1929. 

Captain  A.  J.  E.  Smith,  s.e.i.c,  is  now  located  at  Win- 
nipeg, Man.,  with  No.  10  detachment,  Royal  Canadian 
Engineers. 

H.  A.  G.  Kingsmill,  s.e.i.c,  has  left  the  Aluminum 
Company  of  Canada  at  Arvida,  Que.,  and  is  at  present 
with  the  Royal  Canadian  Ordnance  Corps  at  Barriefield, 
Ont, 

Herbert  F.  Coupe,  s.e.i.c,  who  was  formerly  with  the 
Saguenay  Power  Company,  Limited,  Isle  Maligne,  Que., 
is  now  with  Aluminum  Company  of  Canada,  Limited,  on 
construction  of  the  storage  dam  on  the  Peribonka  river, 
north  of  Dolbeau,  Que. 

F.  R.  Park,  s.e.i.c,  has  joined  the  National  Research 
Council  of  Canada,  Radio  Branch,  Ottawa,  as  junior  re- 
search engineer.  He  was  formerly  with  the  Northern  Electric 
Company  at  Calgary,  Alta. 

Roger  Lessard,  s.e.i.c,  who  was  graduated  last  spring 
from  the  Ecole  Polytechnique,  Montreal,  is  now  on  the 
staff  of  Milton  Hersey  Company,  Limited,  on  construction 
of  the  storage  dam  on  the  Peribonka  river,  north  of 
Dolbeau,  Que. 

Paul  A.  Verdier,  s.e.i.c,  who  formerly  was  with  the 
Dominion  Engineering  Works  at  Longueuil,  Que.,  has  taken 
a  position  in  the  engineering  department  of  the  Allied  Brass 
Limited,  Montreal. 

VISITORS  TO  HEADQUARTERS 

F.  G.  Green,  m. e.i.c,  National  Research  Council,  Ottawa, 
Ont.,  on  February  20th. 

G.  A.  Sutherland,  jr.E.i.c,  National  Research  Council, 
Ottawa,  Ont,,  on  March  3rd. 

H.  F.  Bennett,  m. e.i.c,  district  engineer  for  the  Depart- 
ment of'  Public  Works  of  Canada,  London,  Ont.,  on 
March  5th. 

H.  Balmforth,  m. e.i.c,  Vancouver,  B.C.,  on  March  10th. 

Hector  Cimon,  m. e.i.c,  Secretary,  Price  Brothers  and 
Company,  Quebec,  Que.,  on  March  10th. 

J.  P.  Henderson,  m. e.i.c,  Dominion  Observatory,  Ottawa, 
Ont.,  on  March  13th. 

W.  J.  Thomsen,  m. e.i.c,  Arvida,  Que.,  on  March  17th. 

Adolphe  Clairmont,  s.e.i.c,  Singer  Sewing  Machine 
Company,  Thurso,  Que.,  on  March  17th. 

Donald  Ross,  M. e.i.c,  Foundation  Company  of  Canada, 
Limited,  Otter  Creek  Contract,  Mont  Laurier,  Que.,  on 
March  23rd. 

G.  G.  Murdoch,  m. e.i.c,  Saint  John,  N.B.,  on  March  26th. 

W.  A.  Ketchum,  m. e.i.c,  chief  chemist,  Fraser  Companies 
Limited,  Edmundston,  N.B.,  on  March  26th. 

A.  E.  Tyson,  jr.E.i.c,  Rayner  Construction  Company, 
Limited,  Geraldton,  Ont,,  on  March  26th. 

Ernest  F.  Brown,  Jr.E.i.c,  mechanical  engineer,  Royal 
Canadian  Mint,  Ottawa,  Ont,,  on  March  27th. 

D.  P.  Urry,  m. e.i.c,  Dominion  Bridge  Company,  Van- 
couver, B.C,  on  March  28th. 


256 


April,  1942    THE  ENGINEERING  JOURNAL 


Obituaries 


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

William  Gamble  Boyd,  Jr. e. i.e.,  died  at  his  home  in 
Kingston  on  February  5th,  1942.  He  was  born  at  Tedding- 
ton,  England,  on  February  10th,  1897,  and  came  to  Canada 
at  an  early  age.  He  received  his  education  at  St.  Alban's 
School  and  the  Toronto  Technical  School.  In  1915  he  joined 
the  Signal  Section  of  the  74th  Battallion  and  later  followed 
a  course  with  the  Officers'  Training  Corps  at  the  University 
of  Toronto.  He  later  joined  the  Royal  Flying  Corps  and 
was  demobilized  as  a  Flight  Lieutenant.  After  the  war  he 
joined  the  staff  of  the  Canadian  General  Electric  Company 
at  Toronto.  In  1921  he  went  with  the  Northern  Develop- 
ment Branch  of  the  Province  of  Ontario.  In  1931  he  was 
general  engineer  of  the  Canadian  National  Carbon  Com- 
pany, Limited,  at  Toronto.  He  joined  the  staff  of  the 
Aluminum  Company  of  Canada  at  Toronto  as  draftsman 
in  1935.  In  1940,  he  was  transferred  to  the  Kingston  plant 
of  the  company  as  safety  engineer  and  security  officer. 
Mr.  Boyd  joined  the  Institute  as  a  Junior  in  1922. 

Edward  Preston  Johnson,  m.e.i.c,  died  in  Toronto  on 
February  28th,  1942.  Born  in  Ottawa  on  November  13th, 
1873,  the  son  of  Edward  V.  Johnson,  inspector  for  the 
Department  of  Railways  and  Canals,  he  attended  McGill 
University  in  the  Faculty  of  Applied  Science.  From  1901 
to  1903  he  served  as  resident  engineer,  Algoma  Central 
Railway,  and  assistant  engineer  in  charge  of  dam  con- 
struction on  the  Rideau  Canal  at  Smiths  Falls.  From  1904 
to  1916  he  was  assistant  engineer  in  charge  of  Port  Colborne 
harbour  improvements,  and  resident  engineer,  Section  8 
and  9,  Welland  Ship  Canal.  In  1917  he  was  chief  field 
engineer  for  the  Foundation  Company  of  New  York,  on 
construction  of  the  International  Nickel  Company  plant  at 
Port  Colborne,  and  on  construction  of  a  bag  loading  plant 
at  Tullytown,  Pa.,  U.S.A.  In  1919  when  work  was  resumed, 


he  returned  to  the  Welland  Ship  Canal  as  division  engineer, 
Section  1,  then  until  1923  he  was  division  engineer,  Section  5, 
and  in  charge  of  surveys,  Sections  6,  7,  8  and  9.  In  1923  he 
was  transferred  to  Welland  as  divisional  engineer  over 
Sections  5,  6  and  7,  where  he  resided  until  moving  to  Toronto 
in  the  spring  of  1936.  As  resident  engineer  during  that 
period  he  was  responsible  for  all  construction  work  on  the 
canal  from  Allanburg  to  Humberstone,  including  the  siphon 


E.  P.  Johnson,  M.E.I.C. 

culvert  at  Welland,  an  undertaking  of  some  magnitude 
involving  the  carrying  of  the  Welland  river  under  the  canal, 
and  requiring  several  years  to  complete.  He  was  employed 
by  the  Department  of  Railways  and  Canals  for  thirty-five 
years. 

Mr.  Johnson  joined  the  Institute  as  a  Student  in  1900 
and  was  transferred  to  Associate  Member  in  1909.  In  1940 
he  became  a  Life  Member  of  the  Institute.  He  was  chairman 
of  the  Niagara  Peninsula  Branch  and  in  1927  he  represented 
the  branch  on  the  Council  of  the  Institute. 


News  of  the  Branches 


BORDER  CITIES  BRANCH 


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


J.  B.  DOWLER,  M.E.I.C. 

W.  R.  Stickney,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


Mr.  James  Livermore  of  the  Engineering  Department 
of  the  Detroit  Edison  Company  was  the  guest  speaker  at 
the  February  meeting  of  the  Border  Cities  Branch  held  on 
Friday,  February  20  at  the  Prince  Edward  Hotel,  Windsor. 
Mr.  Livermore,  who  was  introduced  by  Mr.  E.  M.  Kreb- 
ser,  is  a  graduate  of  Cornell  University  and  is  a  member 
of  the  American  Society  of  Heating  and  Ventilating  En- 
gineers, Michigan  Chapter.  He  has  previously  given 
papers  on  the  subject  of  Air  Conditioning  and  his  subject 
for  the  evening  was  The  Adaptation  of  Air  Conditioning 
to  an  Existing  Office  Building,  accompanied  by  lantern 
slides:. 

The  speaker  pointed  out  that  to  establish  an  air  con- 
ditioning system  in  an  existing  office  building  involves 
many  problems  which  are  not  met  with  in  a  new  building 
designed  for  air  conditioning.  An  example  of  the  former 
was  the  installation  of  an  air  conditioning  system  in  the 
existing  General  Office  Building  of  the  Detroit  Edison 
Company,  and  of  the  latter  the  completion  of  the  air  con- 
ditioning system  in  their  new  Service  Building.  Both  of 
these  are  located  in  Detroit,  and,  as  the  Detroit  Edison 
Company  maintain  their  own  construction  department,  the 
design,  drawings  and  installation  of  both  systems  were 
carried  out  by  themselves. 


The  new  six-story  Service  Building,  has  brick  walls  and 
glass  bloc  in  place  of  windows,  and  in  which  a  mixture  of 
shop  and  office  work  is  done.  The  first  and  second  floors 
are  devoted  to  appliance  repairs  while  the  remainder  are 
for  clerical  and  drafting  work,  but  the  type  of  air  con- 
ditioning is  essentially  the  same  for  each.  Since  there  are 
no  windows  m  the  building,  it  may  be  compared  to  an 
automobile  exposed  to  the  sun  with  its  windows  closed, 
and  therefore  air  conditioning  is  absolutely  necessary. 

To  design  an  air  conditioning  system  it  is  necessary  to 
estimate  the  capacity  of  the  equipment  required  to  cool 
the  building  in  summer  and  to  heat  it  in  winter.  This  is 
done  by  making  a  balance  sheet  of  the  heat  sources,  in- 
ternal and  external,  which  affect  the  building.  The  external 
sources  are  heat  from  the  sun  on  the  glass  bloc,  and  in 
summer  heat  from  the  outside  air  drawn  in  to  replace  loss 
through  doors  and  openings.  The  internal  sources  are  il- 
lumination and  sensible  heat  of  the  occupants,  and  this 
means  that  regardless  of  the  season  of  the  year,  heat  has 
to  be  removed  from  the  central  portion  of  the  building,  at 
all  times.  Therefore,  the  air  conditioning  equipment  must 
be  flexible  and  able  to  supply  heated  and  cooled  air  at  the 
same  time  to  locations  where  control  is  required.  This  is 
done  by  what  is  called  the  double  duct  system — two  large 


THE  ENGINEERING  JOURNAL     April,  1942 


257 


fans  in  the  room  supply  heated  and  cooled  air  through  hot 
and  cold  air  ducts  as  required  to  maintain  room  tempera- 
ture, regulated  by  a  thermostatic  control  valve.  These 
ducts  are  installed  in  what  might  be  termed  a  false  ceiling 
on  each  floor  of  the  building  and  an  ingenious  arrange- 
ment of  recessed  lights  allows  the  air  to  be  distributed  to 
the  room  below  through  perforated  acoustic  tile  board  in 
the  ceiling  between  the  lights.  This  was  found  to  be  the 
best  method  for  eliminating  drafts.  The  air  is  withdrawn 
through  grills  near  the  floor  and  taken  back  to  the  circu- 
lating fans  in  return  ducts,  being  filtered  each  trip  around 
the  circuit.  Heating  of  the  air,  when  required,  is  done  by 
passing  it  over  steam  coils,  and  cooling  is  done  by  passing 
the  air  over  coils  containing  a  refrigerant. 

The  installation  of  an  air  conditioning  system  in  the 
Main  Office,  an  existing  ten-storey  building,  required  more 
than  two  years  to  complete  since  all  work  had  to  be  done 
at  night,  although  a  cooling  system  had  previously  been 
installed  in  the  basement  and  on  the  first  floor  where  the 
office  cafeteria  is  located. 

In  the  usual  commercial  installations  in  old  buildings  a 
system  of  zoning  is  used,  i.e.  the  temperature  for  certain 
sections  of  similar  exposure  is  controlled  by  one  thermostat 
in  each  section,  but  in  this  case  each  office  was  partitioned 
off  so  a  means  of  controlling  each  one  was  sought. 

For  cold  weather  the  heating  could  be  done  by  existing 
radiators  in  each  office,  but  after  some  experimentation  it 
was  found  that  better  results  could  be  obtained  by  cutting 
down  the  capacity  of  these  radiators  to  about  fifty  per 
cent  of  the  heat  loss  through  windows,  etc.,  and  supplying 
heat  by  warm  air  from  a  duct  system.  Fortunately,  in  this 
building  there  existed  a  means  of  drawing  off  air  from  the 
ends  of  the  corridors  to  the  roof,  so  means  were  available 
for  establishing  a  circulatory  system. 

This  led  to  the  installation  of  a  double-duct  system 
again  so  that  dual  control  of  air  would  be  available  to 
each  enclosed  office.  In  this  case,  however,  it  was  neces- 
sary to  run  the  hot  and  cold  air  ducts  beside  each  other 
along  the  top  of  the  corridors  and  install  mixing  dampers 
at  openings  in  the  ducts  opposite  each  partitioned  office. 
These  mixing  dampers  are  the  heart  of  the  double-duct 
system.  They  are  operated  by  a  small  air  cylinder  which 
is  controlled  from  a  pneumatic  thermostat.  As  the  tem- 
perature in  the  office  changes,  compressed  air  is  fed  into 
or  released  from  the  cylinder  which  operates  the  damper 
regulating  the  supply  of  hot  or  cold  air  as  required.  The 
pressure  in  the  ducts  is  kept  slightly  higher  than  room 
pressure  to  ensure  proper  working  of  the  dampers.  In  this 
way,  the  quantity  of  air  supplied  to  the  room  is  constant 
and  only  the  temperature  of  that  air  varies.  These  Hamper 
boxes  had  to  be  well  made  to  prevent  leakage  of  air  and 
ensure  accurate  control  of  temperature. 

Since  air  was  forced  into  the  offices  or  rooms  from  the 
top,  it  had  to  be  drawn  off  somewhere  and  this  was  not 
done  by  having  open  windows  but  by  putting  openings  or 
outlet  ducts  in  the  doors  leading  to  the  corridors  and  draw- 
ing the  air  back  to  the  circulating  fans  from  the  ends  of 
the  corridors.  After  several  trials  it  was  found  that  the 
best  position  of  the  thermostats  was  in  these  outlet  ducts  in 
the  doors. 

The  problem  of  diffusion  into  each  room  required  some 
experimentation  and  was  finally  solved  by  installing  ducts 
from  the  mixing  dampers  along  the  top  of  each  partition 
and  having  adjustable  openings  in  these  ducts.  To  prevent 
drafts  the  openings  were  made  with  perforations  similar 
to  those  in  the  new  Service  Building. 

As  in  the  Service  Building  the  equipment  consists  of  two 
large  fans  with  hydraulic  couplings.  Thermostats  control 
the  supply  of  water  to  the  cooling  coils  and  also  the  supply 
of  steam  to  the  heating  coils.  These  thermostats  are  in- 
stalled in  a  control  panel  in  the  fan  room  which  enables 


the  operator  to  control  practically  everything  from  there. 
It  is  very  necessary  to  have  well  trained,  competent  oper- 
ators to  keep  the  systems  under  proper  control  and  secure 
best  results.  In  conclusion,  Mr.  Livermore  stated  that  the 
expense  of  these  installations  was  well  justified  by  the  re- 
sultant comfort  afforded  their  employees. 

Some  discussion  took  place  after  Mr.  Livermore's  talk 
and  a  vote  of  thanks  was  proposed  by  Mr.  C.  M.  Goodrich. 
Mr.  H.  L.  Johnston,  Branch  Chairman,  presided  and  there 
were  thirty-six  members  in  attendance. 

CALGARY  BRANCH 


K.  W.  Mitchell,  m.e.i.c. 
F.  A.  Brownie,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


Mr.  Max  W.  Ball,  petroleum  engineer,  addressed  a 
meeting  of  the  Calgary  Branch  on  Anglo-American 
Responsibilities.  Since  the  topic  was  non-technicial  and 
many  visitors  were  present,  the  chairman,  Mr.  J.  B. 
deHart,  introduced  the  speaker,  postponing  any  business 
until  the  next  meeting. 

Mr.  Ball,  who  is  a  graduate  of  the  Colorado  School  of 
Mines  in  engineering,  and  of  the  National  University  of 
Washington  in  law,  has  served  ten  years  with  the  United 
States'  Geological  Survey  and  has  spent  a  number  of  years 
in  exploration  work.  More  recently  he  came  to  Alberta, 
where  in  1930  he  started  the  Abasand  Oils  Ltd.,  develop- 
ing Alberta  tar  sands.  Consulting  practice,  however,  fre- 
quently takes  Mr.  Ball  across  the  border,  giving  him  an 
excellent  opportunity  to  observe  public  opinion  and  inter- 
national developments. 

With  a  strong  conviction  that  the  Allies  will  emerge 
victorious  from  the  struggle  in  which  they  are  now  en- 
gaged, Mr.  Ball  outlined  American  and  British  responsi- 
bilities if  world  peace  and  order  were  to  be  maintained. 

Referring  to  the  attitude  of  the  American  people,  the 
speaker  said. 

"  'Remember  Pearl  Harbor'  is  not  a  slogan,  it  is  a 
promise  and  a  resolve." 

Mr.  Ball  analyzed  our  attitude  towards  war  during  the 
period  from  the  last  Armistice  until  the  recent  invasion  of 
Poland,  pointing  out  that  the  minds  of  the  Democratic 
Nations  were  permeated  with  pacifism,  cynicism,  and  senti- 
mentality, making  this  period  between  the  wars  more 
tragic  than  the  wars  themselves.  In  conclusion,  the  speaker 
pointed  out  that  our  early  mistakes  must  not  be  repeated, 
and  the  English  speaking  "  United  Nations  "  must,  united 
in  one  spirit,  shoulder  the  responsibility  of  preserving 
honest  peace  in  the  world  after  the  present  conflict. 

An  interesting  paper  by  a  young  civil  engineer,  Mr.  B. 
A.  Monkman,  jr.E.i.c,  was  presented  before  the  Calgary 
Branch  on  January  29th,  1942,  entitled  Cascade  Project. 
Projections  of  sketches  and  photographs  were  used  to  il- 
lustrate the  progress  of  construction  in  its  various  stages. 

An  earth  filled  dam  across  the  Cascade  River  Canyon 
will  raise  the  level  of  Lake  Minnewanka  65  ft.  providing 
some  200,000  acre  feet  of  storage  in  the  30  ft.  lake  regula- 
tion. Water  will  be  conducted  along  the  2l/2  mile  side  hill 
canal  into  a  200  ft.  length  of  wood  stave  pipe,  terminating 
in  a  surge  tank  and  a  steel  penstock.  The  power  plant 
situated  at  Anthracite,  just  below  the  surge  tank,  will  con- 
sist of  a  20,000  kva.  vertical  generator  driven  by  a  23,000 
horse  power  reaction  turbine,  operating  under  a  325  ft. 
head.  The  plant  will  be  operated  on  base  load  during 
winter  months  and  at  other  times  as  standby.  Large  addi- 
tional amounts  of  power  required  by  war  industries  and 
particularly  the  Ammonia  Plant  near  Calgary,  have  neces- 
sitated this  development,  which  has  the  advantages  of 
speed  and  economy. 

Towards  the  close  of  the  meeting  the  Ford  Motor  Co., 
showed  a  film  entitled  "  Tools  for  the  Job." 


258 


April,  1942     THE  ENGINEERING  JOURNAL 


EDMONTON  BRANCH 


F.  R.  BuRFIELD,  M.E.I.C. 
L.  A.  Thorssen,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  Edmonton  Branch  held  its  February  dinner  meet- 
ing in  the  MacDonald  Hotel  on  February  24th.  R.  M. 
Hardy,  the  branch  chairman,  conducted  the  meeting. 

The  speaker  for  the  evening,  Mr.  B.  A.  Monkman, 
jr.E.i.c,  field  engineer,  Calgary  Power  Company,  spoke 
on  the  company's  new  power  development  on  the  Cascade 
River  in  Banff  National  Park. 

Mr.  Monkman  introduced  his  topic  by  mentioning  the 
company's  present  developments,  and  showing  how  the 
new  project  tied  in  with  the  existing  system.  He  then 
pointed  out  the  speed  with  which  extra  power  had  to  be 
developed,  that  together  with  economic  considerations, 
made  it  imperative  that  the  Cascade  site  be  used,  rather 
than  other  proposed  sites. 

In  his  paper,  the  speaker  outlined  the  location  and  de- 
sign of  the  various  structures  making  up  the  entire  plan. 
These  structures  included  the  earth  fill  dam  on  the  Cas- 
cade River,  at  the  outlet  of  Lake  Minnewanka,  a  spillway 
structure  concrete  control  dam,  two  miles  of  canal,  wood- 
stave  pipe  line,  surge  tank,  penstock,  power  house  and 
tailrace.  In  his  discussion  of  the  separate  structures,  Mr. 
Monkman  described  the  various  problems  of  design  and 
methods  of  construction,  as  well  as  difficulties  encountered 
during  construction.  In  conclusion  he  described  the  method 
of  operating  the  control  dam  and  canal  in  the  interval 
between  the  high  and  low  water  levels  in  Lake  Minne- 
wanka. 

Mr.  Monkman's  most  interesting  paper  was  well  illus- 
trated by  latern  slides  and  was  followed  by  an  excellent 
discussion.  Mr.  H.  R.  Webb,  chief  field  engineer  for  the 
Calgary  Power  Company  during  the  summer  of  1942, 
moved  a  vote  of  thanks  to  the  speaker. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c. 
G.  V.  Ross,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


Mr.  H.  F.  Bennett,  m.e.i.c,  of  London,  Ontario,  chair- 
man of  the  Institute  Committee  on  the  Training  and  Wel- 
fare of  the  Young  Engineer,  addressed  the  Halifax  Branch 
on  February  27th,  at  the  Halifax  Hotel.  Mr.  Bennett's 
talk,  The  Engineer  of  To-morrow,  was  a  review  of  the 
work  done  by  his  committee  and  the  plans  made  for  future 
work.  The  objects  are  to  place  before  interested  high 
school  students  the  requirements  of  the  profession,  the 
studies  that  will  be  met  with  in  college,  the  branch  of  en- 
gineering most  closely  related  to  the  field  in  which  the 
student's  interest  lies,  and  to  assist  the  young  engineer  in 
shaping  his  early  career. 

Considerable  work  along  these  lines  has  been  done  by 
various  bodies  in  the  United  States,  and  the  Institute  com- 
mittee has  worked  in  close  harmony  with  several  of  these 
bodies.  Increasing  co-operation  between  the  colleges  and 
employees  of  engineers,  also  between  members  of  the  pro- 
fession and  young  engineers  in  another  field  in  which  the 
committee  has  begun  studies. 

Mr.  Bennett  is  a  former  member  and  chairman  of  the 
Halifax  Branch,  and  well  known  to  many  members.  His 
enthusiasm  for  this  work  seems  to  know  no  bounds  and 
everyone  hearing  his  talk  was  impressed  by  the  great 
amount  of  time  and  study  that  he  and  his  fellow  commit- 
tee members  have  devoted  to  their  task. 

Dr.  H.  F.  Munro,  Nova  Scotia  Superintendent  of  Edu- 
cation, and  Hon.  J.  D.  MacKenzie,  Nova  Scotia  Minister 
of  Highways,  were  guests  of  the  branch  and  spoke  briefly. 

The  branch  has  grown  in  membership  until  it  is  now  the 
fourth  largest  in  Canada  and  entitled  to  representation  on 


Council  by  two  members.  John  R.  Kaye  has  accepted  the 
appointment  to  this  office. 

R.  L.  Dunsmore  gave  a  brief  outline  of  the  highlights 
of  the  recent  annual  meeting  in  Montreal. 

About  fifty  members  were  in  attendance  with  P.  A. 
Lovett  as  chairman. 

One  hundred  and  sixteen  members  of  the  Halifax 
Branch  and  the  Professional  Association,  attended  a 
special  dinner  meeting  at  the  Halifax  Hotel  on  March 
11th. 

The  speaker  was  Professor  F.  Webster,  formerly  of  the 
University  of  Rangoon.  He  is  at  present  a  member  of  the 
Research  Experimental  Staff  of  the  Dept.  of  Home  Secur- 
ity, London,  England,  and  has  been  engaged  in  the  study 
of  bombing  as  it  affects  the  design  and  construction  of 
buildings.   His  talk  was  illustrated  by  a  film. 

Professor  Webster  is  in  Canada  on  a  special  mission  and 
this  was  his  first  address  to  any  Canadian  organization. 

The  regular  March  meeting  of  the  branch  was  held  in 
the  auditorium  of  the  Nova  Scotia  Technical  College  on 
March  20th,  when  a  motion  picture  film  entitled  Photo- 
elastic  Stress  Analysis  was  shown.  This  film  explains 
the  use  of  polarized  light  in  the  analysis  of  stresses  in 
plastic  models  of  machine  parts  and  structures  under  load. 

A  large  number  of  models  of  various  shapes  are  shown 
under  concentrated,  rolling  and  impact  loads  and  by  means 
of  polarized  light  the  distribution  of  the  stresses  become 
visible. 

The  film  has  been  prepared  in  the  laboratory  of  the 
University  of  Manitoba  under  the  direction  of  Prof.  A.  E. 
McDonald,  Dean  of  Engineering. 

HAMILTON  BRANCH 


A.  R.  Hannaford,  M.E.I.C. 
W.  E.  Brown,  jr.  e.i.c.   - 


Secretary-Treasurer 
Branch  News  Editor 


Professor  E.  A.  Allcut,  m.e  i.e.,  was  the  guest  speaker 
on  the  occasion  of  the  branch  Annual  Meeting  held  in  the 
Royal  Connaught  Hotel  on  January  9th.  In  discussing 
his  subject  Substitute  Fuels  for  Gasoline,  he  not  only 
pointed  out  the  need  for  a  satisfactory  substitute  due  to 
the  present  emergency,  but  also  because  of  the  diminishing 
supply  of  petroleum.  Professor  Allcut  reviewed  the  vari- 
ous substitutes  which  have  been  tried  such  as,  alcohol  from 
wheat,  and  compressed  gasses  such  as  methane,  propane, 
hydrogen  and  producer  gas.  While  much  work  has  been 
done  on  the  question,  particularly  in  Great  Britain  and 
Europe,  as  yet  no  fuel  has  been  found  as  economical  and 
as  satisfactory  as  gasoline.  J.  S.  Glover,  introduced  the 
speaker  and  W.  L.  McFaul,  moved  the  vote  of  thanks. 

We  were  happy  to  have  the  General-Secretary  as  our 
guest,  his  genial  presence  always  adds  to  the  pleasure  of 
a  meeting.  He  gave  a  very  concise  and  informative  report 
to  the  members  on  some  of  the  things  that  are  being  done 
in  the  interests  of  the  Institute  and  the  country,  particular- 
ly with  regard  to  Wartime  Personnel  and  post  war  prob- 
lems. 

The  business  meeting  was  short  and  to  the  point  and 
when  the  formalities  were  concluded  our  retiring  chair- 
man, W.  A.  T.  Gilmour,  had  the  pleasure  of  installing  the 
new  chairman,  Stanley  Shupe.  The  meeting  was  then 
declared  closed. 

The  American  Society  for  Metals  (Ontario  Chapter) , 
American  Institute  of  Electrical  Engineers  (Hamilton 
Group)  and  the  Hamilton  Branch  of  the  Engineering  In- 
stitute, held  a  joint  meeting  in  the  Westinghouse  Audi- 
torium, on  Feburary  10th.  The  chair  was  held  jointly  by 
H.  Thomasson,  J.  T.  Thwaites  and  S.  Shupe,  chairmen  of 
the  three  societies  respectively. 

Dr.  H.  B.  Osborn,  Jr.,  research  and  development  en- 
gineer, Tocco  Division,  Ohio  Crankshaft  Company,  Cleve- 


THE  ENGINEERING  JOURNAL     April,  1942 


259 


land,  Ohio,  addressed  the  meeting  on  the  subject  Surface 
Hardening-  By  Induction.  Dr.  Osborn  made  it  very  clear 
that  the  surface  hardening  by  induction  is  not  new,  but 
the  application  and  control  is  new. 

Induction  hardening  means  that  the  core  of  the  material 
remains  the  same,  by  inducing  a  thermal  transformation 
in  the  surface  a  metallurgical  change  is  obtained.  The 
induction  involves  the  use  of  high  frequency  current  and 
three  sources  are  available,  spark-gap  oscillators,  motor- 
generator  sets  and  vacuum  tube  oscillators.  At  present  the 
motor-generator  is  the  most  satisfactory  for  the  purpose 
and  is  therefore  used. 

Basically  the  process  involves  placing  the  steel  article 
to  be  hardened  within  a  magnetic  field  of  rapidly  changing 
polarity.  The  molecules  of  iron  resist  this  change  of  polar- 
ity and  the  resultant  hysterisis  brings  about  heat  in  the 
steel.  The  temperature  rises  till  the  material  becomes  non- 
magnetic. At  the  same  time  eddy  currents  flow  through 
the  material  and  cause  even  greater  heat  than  that  due  to 
the  change  of  polarity. 

The  higher  frequency  current  concentrates  on  the  sur- 
face and  thus  the  hardening  takes  place  on  the  surface 
where  it  is  required  and  ductile  core  is  left  within  the 
material  to  withstand  impact  stress  as  in  gear  teeth.  When 
hardening  to  a  greater  depth  is  required,  lower  frequency 
current  is  used  and  longer  time  to  allow  the  heat  to  be 
conducted  towards  the  centre  of  the  material. 

The  equipment  used  involves  a  motor-generator  set 
either  within  the  unit  or  one  set  serving  several  installa- 
tions. The  unit  has  an  inductor  block  of  suitable  design 
for  the  material.  Part  and  parcel  of  the  inductor  block, 
there  is  a  system  of  water  spray  jets.  The  heating  and 
quenching  cycle  is  controlled  electrically  and  both  are  a 
matter  of  a  very  few  seconds.  Incidentally  the  time  of  the 
piece  in  the  unit  is  so  short,  that  the  feed  mechanism  be- 
comes quite  a  problem  itself. 

Induction  hardening  for  a  given  carbon,  gives  slightly 
higher  hardness.  The  structure  for  this  type  of  hardening 
is  more  finely  grained  and,  therefore,  more  homogeneous. 

The  possibilities  of  this  method  of  hardening  are  un- 
limited. Already  it  is  serving  the  war  industry  of  the 
United  States  and  Canada,  speeding  production. 

MONCTON  BRANCH 


V.  C.  Blackett,  m.e.i.c. 


Secretary-Treasurer 


The  Great  Lakes  System  was  the  subject  of  an  ad- 
dress delivered  at  a  branch  meeting  held  on  February  25th. 
The  speaker  was  H.  F.  Bennett,  B.Sc,  m.e.i.c,  district  en- 
gineer, Department  of  Public  Works,  London,  Ont.  F.  0. 
Condon,  chairman  of  the  branch,  presided. 

The  Great  Lakes,  together  with  the  canal  system  con- 
necting them,  constitute  the  greatest  international  water- 
way in  the  world.  The  volume  of  traffic  is  greater  than  the 
normal  peacetime  traffic  of  the  Panama,  Suez,  Manchester 
and  Kiel  Canals  combined.  Forty  million  people  are  de- 
pendent on  shipping  operations  in  the  Great  Lakes.  The 
most  important  freight  movement  is  that  of  iron  ore.  83 
million  tons  are  transported  annually  from  the  Lake 
Superior  region  to  ports  connecting  with  industrial  centres 
in  Canada  and  the  United  States.  As  the  war  continues, 
this  figure  will  probably  advance  to  90  million  tons.  Second 
in  importance  is  the  shipment  of  coal,  which  in  one  year 
amounted  to  40  million  tons.  Stone  used  in  the  steel  in- 
dustry and  in  road  building  comes  third  in  volume  of 
freight  carried.  Grain  is  fourth.  Last  year  359  million 
bushels  of  wheat,  mostly  Canadian,  passed  through  the 
Great  Lakes.  Each  year,  some  50,000  automobiles  are 
transported  from  the  Detroit  area  westward.  In  1941  this 
number  was  cut  in  half,  and  this  year  the  movement  will 
probably  stop  altogether. 


Mr.  Bennett  spoke  briefly  on  the  history  of  the  canal 
system,  and  referred  to  some  of  the  physical  characteris- 
tics of  the  Great  Lakes.  Certain  weather  conditions  pro- 
duce a  very  considerable  tide  in  Lake  Erie,  the  difference 
in  level  at  the  two  ends  sometimes  being  as  great  as  eight 
feet.  Lesser  tides  occur  in  Lake  Superior,  and  in  the  other 
lakes,  the  tidal  movement  is  very  small. 

The  speaker  related  a  very  curious  incident  connected 
with  the  widening  of  the  channel  in  the  Saint  Clair  river. 
It  was  necessary  to  cut  into  the  shore  of  a  small  unceded 
island,  which  was  owned  by  the  Indians  and  did  not  belong 
to  either  Canada  or  the  United  States.  Before  operations 
could  be  commenced,  he  and  an  American  official  had  to 
meet  with  a  council  of  the  Indians,  obtain  their  permission 
and  arrange  for  compensation.  Mr.  Bennett  stated  that  a 
number  of  similar  unceded  islands  existed  in  the  Great 
Lakes. 

A  vote  of  thanks  to  the  speaker  was  moved  by  H.  J. 
Grudge  and  seconded  by  B.  E.  Bayne. 

MONTREAL  BRANCH 


L.  A.  DuCHASTEL,  M.E.I.C. 

G.  G.  Wanless,  Jr.E.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


On  February  26th,  a  lecture  was  given  on  Subcontract- 
ing- by  Mr.  F.  L.  Jeckell,  director-general  of  the  Industry 
and  Subcontract  Co-ordination  Branch  of  the  Department 
of  Munitions  and  Supply. 

The  "  Bits  and  Pieces  "  programme  of  subcontracting 
originated  in  England  as  a  means  of  decentralization  to 
reduce  dislocations  from  bombing.  It  was  discovered,  how- 
ever, that  it  also  served  another  very  valuable  service  by 
making  use  of  the  skill  and  workmanship  available  in  the 
small  shops  of  the  nation. 

In  Canada,  the  "  I  and  S.C."  Division  is  efficiently  or- 
ganized to  give  service,  with  branches  and  engineering 
personnel  in  principal  cities.  Among  other  things,  it  per- 
forms the  following  services: — 

1.  It  has  assembled  and  keeps  revised,  cross-indexed 
files  on  plant  equipment  throughout  the  country.  With 
this,  it  is  in  a  position  to  advise  prime  contractors  of 
companies  who  may  be  in  a  position  to  accept  subcon- 
tracts. 

2.  It  has  available  on  request,  a  manual  on  munitions 
subcontracting,  giving  its  recommendations  on  pro- 
cedure. 

3.  It  considers  applications  for  capital  assistance  for 
new  machine  tools — which  are  allowed  only  if  no  other 
comparable  equipment  is  available  in  any  other  plant 
in  the  country. 

4.  It  offers  engineering  service  from  its  regional  offices 
to  expedite  subcontracting  and  final  delivery  of  the 
goods. 

5.  It  is  devoted  to  the  job  of  producing  as  much  war 
material  as  possible  in  the  shortest  time  and  not  to 
worrying  about  the  consequences  of  economic  post-war 
dislocations. 

From  the  Division's  experience  in  granting  prime  con- 
tracts it  has  concluded  that  a  prime  contractor  should  set 
up  a  separate  department  to  handle  the  job.  The  manager 
must  be  competent  and  on  an  equal  footing  with  heads  of 
other  departments  in  the  company.  He  must  have  his 
production,  follow-up,  and  technical  supervisors.  The 
latter  must  give  real  engineering  assistance  to  the  sub- 
contractor, who  should  be  treated  as  though  he  were  part 
of  the  organization. 

Out  of  the  sudden  expansion  programme,  Mr.  Jeckell 
sees  a  serious  management  problem,  which  deserves  the 
serious  concern  of  members  of  the  Institute. 

The  following  points  came  up  during  the  discussion:  — 


260 


April,  1942     THE  ENGINEERING  JOURNAL 


1.  At  present,  due  largely  to  steel  shortages,  there  are 
more  sources  willing  to  accept  subcontracts,  than  can  be 
given  work. 

2.  At  first,  generally  speaking,  sub-contractors'  costs 
run  about  the  same  as  those  of  prime  contractors,  but  as 
experience  is  gained,  lower  costs  usually  result,  due  to 
smaller  overhead  charges. 

3.  Subcontracts  cannot  be  placed  like  purchasing 
requsitions  for  stock  items  ;  instead  the  prime  contractor 
must  co-operate  by  supplying  engineering  service.  When 
this  is  done,  percentage  rejections  run  lower,  as  a  rule. 

4.  It  is  the  responsibility  of  the  prime  contractor  to 
follow  up  the  sub-contractor  re  schedules.  If  necessary 
the  Division  helps  out. 

5.  Where  possible  the  prime  contractor  is  given  a  unit 
job;  i.e.  the  Division  itself  does  not  usually  farm  out 
the  components  as  sub-contracts. 

6.  There  are  two  types  of  contracts: — 

(a)  Fixed  price  prime  contracts. 

(b)  Cost  plus  prime  contracts.  In  this  latter  case, 
the  sub-contracts  come  under  the  direct 
supervision  of  the  Division. 

7.  Among  the  most  needed  machine  tools  are  the  fol- 
lowing:— 

Milling  machines 

Turret  lathes 

Cutting  tools 

Presses,  1,000-ton  capacity  and  up 

Large  size  planers 

Broaching  machines  and  honers 

External  and  internal  grinders 

8.  The  sub-contractor  carries  the  same  allocation  and 
preference  rating  as  the  prime  contractor.  It  is  up  to  the 
latter  to  help  the  sub-contractor  locate  materials  and 
it  is  advisable  for  him  to  supply  raw  materials  to  the 
sub-contractor- — thus  maintaining  a  better  control  over 
the  complete  operation. 

Mr.  Busfieid  thanked  the  speaker  and  suggested  that 
ur  management  committee  might  take  concrete  action  in 
esponse  to  Mr.  Jeckell's  request. 

On  Thursday,  March  5th,  Dr.  R.  S.  Jane  delivered  a 
omprehensive  lecture  on  Synthetic  Rubber,  which  was 
nost  timely  in  relation  to  the  present  emergency. 

Dr.  Jane  did  much  of  his  graduate  school  work  on  rub- 
er, and  has  made  a  continued  study  of  developments  in 
his  and  in  the  synthetic  rubber  field,  in  Europe  and  Am- 
rica.  He  is  presently  research  chemist  of  Shawinigan 
Chemicals  Limited,  Montreal. 

Chemists  have  for  generations  sought  to  produce  syn- 
hetic  rubber  by  the  classical  research  method  of  syn- 
hesizing  and  polymerizing  isoprene,  which  is  the  basic 
mit  of  natural  rubber.  No  commercial  successes  have 
esulted.  After  the  first  World  War,  Britain  abandoned 
ier  efforts  and  emphasized  development  of  her  far  eastern 
plantations.  Germany,  being  in  less  favourable  circum- 
tances,  was  encouraged  to  continue  the  synthetic  re- 
earches,  which  had  produced  about  2,000  tons  of  inferior 
methyl  rubber  during  the  war.  About  1930,  the  develop- 
ment of  chloroprene  rubber  in  the  United  States  indicated 

new  approach  to  the  problem  through  the  polymeriza- 
ion  of  materials  whose  structures  resemble  but  are  not 
dentical  with  isoprene.  Fruitful  results  of  this  work  in 
xermany,  Russia,  Poland  and  the  United  States  has  given 
he  following  general  types  of  synthetic  rubbers:  — 

(a)  Polysulfide  rubbers:  (as  from  condensation  of 
ethylene  dichloride  and  sodium  polysulfide) — a  class  of 
materials  low  in  tensile  strength,  but  excelling  in  oil  re- 
sistance, and  therefore  desirable  for  gasoline  hose  tubes, 
etc. 


(b)  Chloroprene  rubbers:  (from  polymerization  of  an 
acetylene  derivative  containing  a  high  proportion  of 
chlorine) .  Tensile  strength  is  quite  good,  resistance  to 
oil  swelling  and  heat  aging  is  outstanding.  It  is  widely 
used  in  mechanical  goods  but  will  not  likely  be  used  for 
tire  treads. 

(c)  Koroseal:  (plasticized  vinyl  chloride).  Really  a 
rubber-like  thermoplastic  material,  low  in  tensile 
strength,  but  of  outstanding  value  in  cable  insulation. 

(d)  Buna  S:  (from  copolymerization  of  butadiene 
and  styrene) .  In  Russia  and  Poland  it  is  produced  from 
by-product  alcohol;  in  Germany  from  lignite  coal;  in 
the  United  States  from  petroleum  refinery  gases.  This 
type  is  not  oil  resisting,  but  is  said  to  equal  natural  rub- 
ber in  tire  tread  performance.  It  will  no  doubt  be  pro- 
duced on  the  greatest  scale  during  this  emergency. 

(e)  Buna  N:  (from  copolymerization  of  butadiene 
and  acrylic  nitrile) .  An  oil  resisting  type  of  Buna. 
Modifications  of  this  basic  type  are  known  as  Hycar, 
Ameripol,  Chemigum. 

(f)  Vistanx:  (from  polymerization  of  isobutylene— 
a  refinery  by-product) . 

(g)  Butyl  Rubber:  (from  copolymerization  of  buta- 
diene and  isobutylene) .  This  development  is  of  more 
recent  origin  and  probably  resembles  natural  rubber 
most  closely  in  processing  characteristics.  Coming  as  it 
does  from  refinery  by-products,  it  is  a  bright  hope  in 
the  synthetic  field. 

Following  the  emergency  this  range  of  synthetics,  each 
excelling  in  one  or  more  properties,  will  supplement  natural 
rubber  on  a  greater  scale.  During  the  emergency  it  is  ex- 
pected that  they  will  have  to  supply  the  major  proportion 
of  our  requirements,  as  our  rubber  stock-piles  decrease. 
America's  normal  requirements  are  about  600,000  tons 
per  year,  (about  2%  per  cent  of  this  is  now  produced  syn- 
thetically) ,  and  that  of  all  the  United  Nations  is  estimated 
at  about  1,000,000  tons  per  year.  The  petroleum  resources 
of  this  continent  can  supply  the  necessary  raw  materials 
easily,  but  the  production  of  the  chemical  plant  equipment 
is  a  gigantic  task  which  will  sorely  tax  the  steel  industry. 
We  will  be  hard  pressed  for  rubber  before  this  synthetic 
production  is  achieved. 

On  March  12th,  an  address  on  the  subject  An  Engineer 
Looks  at  Music  was  given  by  Mr.  S.  T.  Fisher,  develop- 
ment engineer  for  Northern  Electric  Company,  Limited. 
The  chairman  was  Mr.  P.  B.  Motley. 

In  conjunction  with  his  work  on  Canadian  production 
of  Hammond  electric  organs,  Mr.  Fisher  has  made  a 
study  of  physical  basis  of  music  and  harmony,  and  he 
believes  that  such  electrical  musical  instruments  provide 
a  means  for  perfecting  the  musical  scale  of  keyboard  in- 
struments. 

As  we  all  know,  certain  combinations  of  sounds  (chords) 
are  pleasing  to  the  ear  (consonant)  and  others  are  not 
(dissonant) .  Pythagoras  observed  that  the  frequency  ratios 
of  consonant  chords  must  be  small  integers.  Helmholtz, 
who  did  exhaustive  research  on  this  subject,  also  found 
that  these  simple  ratios  were  the  only  ones  tolerable  to 
our  ears.  For  the  seven  major  intervals  of  the  octave, 
these  ratios  are:  1,  9/8,  5/4,  4/3,  3/2,  5/3,  15/8,  2.  If 
these  ratios  are  applied  to  the  key  of  C  major,  the  "  just  " 
(perfect)  scale  of  C  major  is  obtained,  as  seen  in  Fig.  1. 
It  will  be  observed  that  the  major  chords  C.E.G.,  F.A.C., 
and  G.B.D.,  are  all  in  the  ratio  4/5/6  which  is  essential  if 
they  are  to  be  perfectly  in  tune.  But  if  one  attempts  to 
play  the  scale  of  D  major  on  this  same  just  scale  it  will 
not  be  in  tune,  as  the  ratio  A/D  will  not  be  6/4  as  re- 
quired, but  instead  426.5/288.  Thus  it  is,  that  a  keyboard 
string  instrument  can  only  be  correctly  tuned  in  the  per- 
fect (just)  scale  of  one  key  at  a  time. 


HE  ENGINEERING  JOURNAL     April,  1942 


261 


C 

C* 

D 

D* 

E 

F 

p# 

G 

G* 

A 

A* 

B 

C 

Just  Scale: 

Ratio  to  Tonic 

1 
256 

(Each  semitone 
256        271.2 

9/8                       5/4 
288                        320 

12 

=  previous    one  x  U  2 
287.3      304.4      322.5 

4/3 
341.25 

341.7 

362 

3/2 

384 

383.5 

406.3 

5/3 

426.5 

430.5 

456.1 

15/8 
480 

483.2 

2 

Vibrations  per  sec 

512 

Tempered  scale: 

Ratio  to  Tonic 

Vibrations  per  sec 

511.98 

Fig.  1 


To  overcome  this  difficulty  of  retuning  keyboard  instru- 
ments, the  composer  Bach  popularized  a  scale  which  was 
developed  in  Europe  and  known  as  equal  temperament. 
Probably  this  is  the  best  compromise  for  a  string  keyboard 
instrument,  but  as  can  be  seen  from  applying  the  ratio 
4/5/6  to  the  major  chords  in  the  tempered  scale,  the  in- 
tervals are  not  perfectly  in  tune. 

In  the  new  electric  organs,  the  sounds  are  produced  by 
radio  equipment  which  can  be  instantaneously  readjusted 
as  to  pitch.  It  is  conceivable,  therefore,  that  an  instrument 
can  be  built  in  which  the  whole  keyboard  can  be  readjust- 
ed from  one  just  scale  to  another  just  scale,  every  time 
the  music  changes  key.  This  will  increase  the  complexity 
of  playing  such  an  instrument,  but  the  technical  difficulties 
are  believed  to  be  not  insurmountable.  The  result  would 
be  a  perfectly  tuned  keyboard  instrument. 

Mr.  Fisher  illustrated  his  lecture  with  some  electrical 
sound-generating  equipment  and  an  oscillograph,  and  was 
able  to  demonstrate  to  the  eye  and  ear,  the  imperfections 
of  the  present  tempered  scale. 

Several  ladies  were  present  among  the  large  audience 
of  musicians  and  engineers.  All  were  keenly  interested  in 
the  possibility  of  an  improved  musical  instrument,  and  an 
enthusiastic  discussion  followed.  Mr.  J.  B.  Stirling  moved 
the  vote  of  thanks  to  the  speaker. 

NIAGARA  PENINSULA  BRANCH 


J.  H.  Ings,  m.e.i.c. 

C.  G.  Cline,  m.e.i.c.    - 


Secretary-Treasurer 
Branch  News  Editor 


The  Niagara  Peninsula  Branch  held  a  dinner  meeting  in 
Niagara  Falls  at  the  General  Brock  hotel  on  February 
26th,  with  an  attendance  of  50.  Mr.  C.  G.  Cline  presided, 
in  the  absence  of  the  Branch  Chairman,  Mr.  A.  L.  Mc- 
Phail.  Mr.  L.  P.  Rundle  introduced  the  speaker,  Mr.  J.  P. 
Skillen,  and  his  assistant  Mr.  C.  Vrooman,  both  of  the 
Canadian  Wesinghouse  Company.  His  subject  was  Ap- 
plication of  Relays  and  Meters  for  Industrial  Sub- 
stations and  Plants,  and  it  was  illustrated  by  lantern 
slides. 

Mr.  Skillen  discussed  first  the  special  kinds  of  relay 
protection  required  at  different  parts  of  a  substation.  For 
a  single  incoming  feeder,  no  extra  protection  is  needed  in 
addition  to  that  provided  by  the  power  company  but 
where  there  are  two  feeders  in  parallel,  relays  are  needed 
that  will  clear  the  line  on  which  a  short  has  developed 
without  tripping  the  line  that  is  still  in  good  working 
order.  If  the  transformers  are  small,  they  can  be  protected 
simply  by  over-current  relays  but  if  they  are  large,  a  set 
of  differential  relays  is  warranted.  On  the  out-going 
feeders,  the  relay  system  must  be  arranged  to  clear  only 
that  feeder  on  which  a  fault  has  occurred  and  only  as 
much  of  it  as  may  be  necessary  to  remove  the  fault.  Here 
again,  additional  complications  occur  when  there  are  two 
feeders  working  in  parallel.  Each  motor  served  must  be 
protected  against  overheating  but  the  extra  current  re- 
quired momentarily  for  starting  induction  motors  should 
not  be  interrupted.  Synchronous  motors  require  elaborate 
protection.    Throughout  this  part  of  the  address,  various 


types  of  relays  suitable  for  use  in  each  location  were  shown 
on  the  screen  as  well  as  explanatory  wiring  diagrams. 

Mr.  Skillen  concluded  by  showing  various  types  of 
meters  and  meter  mountings  suitable  for  use  in  industrial 
substations.  After  an  interesting  question  period,  the  vote 
of  thanks  was  moved  by  Mr.  Robert  F.  Cline. 

OTTAWA  BRANCH 


A.  A.  SwiNNERTON,  M.E.I.C. 

R.  C.  Purser,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


R.  E.  Hayes,  m.e.i.c,  of  Ottawa,  gave  an  address  en- 
titled Earth  Moving  Takes  Wings,  at  the  noon  luncheon 
at  the  Chateau  Laurier  on  February  19.  It  was  illustrated 
by  slides  and  motion  pictures.  T.  A.  McElhanney,  im- 
mediate past  chairman,  presided  in  the  absence  of  Chair- 
man N.  B.  MacRostie. 

Carryall  scrapers  up  to  a  capacity  of  60  cubic  yards, 
costing  $45,000,  almost  half  of  which  was  made  up  in  the 
cost  of  the  huge  rubber  tires  on  which  they  travel,  were 
some  of  the  items  described.  They  represent  a  tremendous 
advance  from  the  methods  of  former  days  where  man- 
power with  pick  and  shovel  had  to  do  the  job.  They  go 
a  long  way,  even,  from  the  equipment  in  use  only  a  few 
years  ago.  For  highway  construction  and  for  the  levelling 
off  of  airport  landing  fields  they  speed  up  the  work  and 
keep  the  cost  down. 

Instead  of  digging  into  the  earth  as  was  the  case  with 
the  old-time  steam  shovel,  the  earth  is  now  shaved  off  the 
surface  in  successive  layers  and  the  operation  of  dumping, 
or  "  spoiling,"  the  earth  is  simplicity  itself,  taking  only  a 
few  seconds.  The  earth  load  may  be  transported  to  its 
place  of  deposition  at  a  speed  up  to  18  or  20  miles  an  hour 
and  spread,  as  it  were,  "  on  the  fly,"  that  is  while  the 
whole  outfit  is  moving  forward.  City  streets  may  readily 
be  negotiated  if  required  and  the  entire  outfit  is  operated 
by  one  man. 

In  line  with  this  method  of  treatment  there  are  other 
modern  outfits  in  which  the  tractor,  a  mobile  power  plant 
in  itself,  is  an  integral  part.  These  include  tractor  shovels 
for  digging  smaller  quantities,  tractor  cranes  in  which  the 
crane  is  mounted  on  the  same  chassis  with  the  tractor,  and 
various  designs  wherein  power  taken  off  from  the  tractor  is 
used. 

Engine  Testing  Tribulations  was  the  subject  of  a 
noon  luncheon  address  on  March  5  by  M.  S.  Kuhring  of 
the  National  Research  Council.  Mr.  Kuhring,  after  con- 
siderable experience  in  aircraft  design  and  construction, 
joined  the  staff  of  the  National  Research  Laboratories  in 
January,  1930,  and  has  been  in  charge  of  the  Engine  Test- 
ing Laboratory  there  since  it  was  first  organized. 

Inasmuch  as  the  engines  that  come  up  for  test  may 
from  time  to  time  embody  new  and  radical  ideas  in  de- 
sign or  construction,  the  laboratory  is  confronted  with  a 
more  difficult  problem  than  the  ordinary  engine  manu- 
facturer who  need  not  be  prepared  for  such  a  wide  vari- 
ation in  types.  Sometimes,  before  the  tests  can  be  satis- 
factorily undertaken,  adaptations  to  the  mounting  have 
to   be   provided   for,   additional  parts  have   to   be   made 


262 


April,  1942    THE  ENGINEERING  JOURNAL 


up,  and  even  tools  for  overhauling  and  taking 
the  engine  apart  have  to  be  designed.  These  latter  are 
often  awkward  to  produce  rapidly  and  it  is  not  unusual 
for  them  to  cost  as  much  or  more  than  the  engine  itself. 
Variations  between  British  and  American  engine  types  and 
parts  is  another  problem,  as  well  as  differences  in  thread- 
ing and  in  types  of  mounting. 

Electrical  gadgets  also  cause  their  share  of  trouble, 
stated  Mr.  Kuhring,  who  characterized  them  as  "the  bane 
of  the  engine  tester's  existence".  Differences  in  voltage 
have  to  be  taken  into  account  for  fear  of  blown  fuses. 

Air  scoops,  exhaust  rings  and  other  parts  normally 
supported  by  the  engine  cowling  often  present  a  problem 
inasmuch  as  it  is  preferred  to  run  the  engine  test  without 
the  cowling.  Ingenuity  therefore  has  to  be  displayed  to 
develop  a  bracket  to  hold  these  parts.  Other  difficulties 
that  beset  the  engine  tester's  work  were  also  described 
by  the  speaker. 

"  It  requires  a  peculiar  combination  of  ability  and 
temperament  to  carry  on  efficient  tests  of  airplane  en- 
gines these  days",  concluded  Mr.  Kuhring.  "The  engine 
tester  must  be  able  to  handle  any  and  every  type  of 
engine  as  it  comes  along.  He  must  instantly  be  able  to 
detect  anything  that  might  vitiate  the  engine  itself.  And 
he  must  be  able  to  cruise  over  the  engine  installation  with 
a  pair  of  binoculars,  keeping  his  eye  on  all  parts  at  once 
to  see  that  no  particular  part  is  working  loose." 

SASKATCHEWAN  BRANCH 


Stewart  Young,  m.e.i.c. 


Acting  Secretary-Treasurer 


The  new  president  of  the  Association  of  Professional 
Engineers  and  the  Saskatchewan  Branch  of  the  Engineer- 
ing Institute  is  A.  P.  Linton,  bridge  engineer,  Department 
Df  Highways,  Regina.  Mr.  Linton  replaces  R.  A.  Mc- 
Lellan,  Saskatoon,  now  attached  to  No.  4  Air  Training 
Command,  R.C.A.F.,  Calgary,  Alta. 

Mr.  Linton  was  elected  at  the  annual  meeting  of  the 
bodies  held  in  Hotel  Saskatchewan,  Regina  on  Friday, 
February  20th.  A.  M.  Macgillivray,  Saskatoon,  district 
engineer  of  the  Canadian  National  Railway,  was  elected 
^ice-president  and  members  of  the  new  council  are  J.  G. 
Schaeffer,  Regina,  F.  C.  Dempsey,  Regina,  and  N.  B. 
Hutcheon,  assistant  professor  of  mechanical  engineering, 
University  of  Saskatchewan,  Saskatoon. 

In  attendance  at  the  meeting  was  G.  L.  Parkinson, 
lecturer  in  civil  engineering,  Saskatoon.  Mr.  Parkinson  is 
secretary  of  the  Saskatoon  section  of  the  Association  and 
the  Institute. 

One  of  the  main  items  of  business  of  the  meeting  dealt 
with  a  scheme  to  place  before  high  school  students  a 
nethod  of  approach  to  their  entering  the  field  of  engineer- 
ing. A  resolution  was  passed  ordering  council  and  ex- 
ecutives to  form  a  committee  to  take  action  in  approach- 
ng  principals  of  collegiates  in  the  larger  sections  of 
Saskatchewan  to  give  information  to  students  regarding 
aersonal  requirements  and  possibilities  of  engineering  and 
:o  advise  them. 

It  is  not  too  early  for  us  to  give  some  serious  consider- 
ation to  the  post-war  period,  said  Mr.  McLellan  in  his 
•etiring  presidential  speech.  Engineers  were  not  organized 
it  the  end  of  the  first  Great  War  as  we  are  to-day,  and 
little  or  no  interest  was  taken  in  the  young  engineer  after 
:ie  was  demobilized.  Practically  all  our  graduating  en- 
gineers to-day  are  being  absorbed  in  some  branch  of  the 


war  effort.  Some  undergraduates  are  joining  up  before 
the  completion  of  their  courses.  We  have  a  very  definite 
responsibility  towards  these  men  in  the  years  immediate- 
ly following  this  war,  he  said. 

This  study  naturally  is  linked  with  the  future  of  the 
profession  in  Saskatchewan.  Unless  agriculture  can  be 
lifted  from  the  bottom  of  the  heap,  or  new  developments 
made,  our  future  does  not  appear  very  bright.  We  should, 
therefore,  be  vitally  interested  in  making  every  possible 
contribution  towards  the  solution  of  this  problem.  Apart 
from  our  own  professional  interest,  perhaps  no  greater 
opportunity  exists  to  enhance  the  usefulness  and  deter- 
mine the  necessity  of  this  association  in  the  minds  of  the 
public  and  of  the  leaders  of  our  national  life,  said  Mr. 
McLellan. 

Seventy  or  more  members  of  the  Association  and  the 
Institute  attended  a  banquet  in  the  Hotel  Saskatchewan 
on  Friday  evening.  The  speaker  was  S.  J.  Latta,  com- 
missioner of  the  Bureau  of  Publications,  Regina.  His  sub- 
ject was  Our  Way  of  Life. 

The  Saskatchewan  Branch,  jointly  with  the  Associ- 
ation of  Professional  Engineers,  held  their  regular  month- 
ly meeting  in  the  Kitchener  Hotel,  Regina,  on  Tuesday 
evening,  March  10,  1942,  with  an  attendance  of  44.  The 
meeting  was  preceded  by  the  usual  dinner. 

Two  films  were  shown,  one  in  colour  depicting  the 
Manufacture  and  Use  of  Plywood  and  the  other  Copper 
Mining  and  Refining  in  Arizona. 

Mr.  F.  C.  Leroux  explained  the  various  stages  in  the 
manufacture  of  plywood  from  British  Columbia  fir  giving 
an  outline  of  the  uses  to  which  it  is  being  put  and  the 
possibilities  for  further  extension  of  the  field  of  appli- 
cation. The  picture,  by  courtesy  of  the  British  Columbia 
Plywoods,  Ltd.,  was  provocative  of  considerable  discuss- 
ion, a  hearty  vote  of  thanks  being  tendered  to  Mr.  Le- 
roux. 

The  second  film  by  courtesy  of  the  Canada  Wire  and 
Cable  Company,  through  the  local  manager,  Mr.  F.  Hesel- 
tine,  traced  the  production  of  copper  from  discovery  and 
development  of  the  mine  to  the  manufacture  of  pure  cop- 
per for  industrial  purposes.  A  hearty  vote  of  thanks  was 
tendered  Mr.  Heseltine. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  jr.E.i.c. 
N.  C.  Cowie,  jr.E.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  branch  held  its  second  general  meeting  of  the  year 
on  February  28th  in  the  Windsor  Hotel.  Members  and 
guests  numbering  fifteen  were  present. 

The  speaker  of  the  evening  was  Fred  A.  Becker, 
m.e.i.c,  field  engineer  for  Canadian  General  Electric 
Company.  The  subject  of  his  address,  Some  Recent 
Trends  in  Industrial  Applications  of  Electricity,  was 
well  illustrated  with  slides  showing  how  utility,  flexibility, 
beauty  and  conservation  has  affected  the  trends  in  the  de- 
sign of  electrical  equipment. 

At  the  conclusion  of  his  address,  the  speaker  was  thank- 
ed by  N.  C.  Cowie,  and  by  the  chairman,  L.  R.  Brown, 
for  his  inspiring  address. 

It  was  announced  that  at  the  March  meeting  of  the 
branch  an  address  would  be  given  on  Ferro  Alloys  by 
Mr.  Udy  of  the  Chromium  Mining  and  Smelting  Com- 
pany. 


fHE  ENGINEERING  JOURNAL     April,  1942 


263 


News  of  Other  Societies 


QUEBEC  PROFESSIONAL  ENGINEERS 
ELECT  NEW  OFFICERS 

J.  A.  McCrory,  m.e.i.c,  vice-president  and  chiet  en- 
gineer of  the  Shawinigan  Engineering  Company,  Limited, 
Montreal,  was  elected  president  of  the  Corporation  of 
Professional  Engineers  of  the  Province  of  Quebec,  at  the 
annual  meeting  held  at  the  Headquarters  of  The  En- 
gineering Institute  of  Canada,  in  Montreal,  on  March 
28th,  1942. 

Mr.  McCrory  graduated  from  Pennsylvania  State 
College  in  1907  with  the  degree  of  B.Sc,  in  mechanical 
engineering,  and,  coming  to  Canada  in  1910,  located  in 
Toronto,  where  he  was  engaged  on  the  design  and  con- 
struction of  the  London  Hydro  sub-station  and  in  gen- 
eral building  work.  In  1912  he  moved  to  Montreal,  and 
for  four  years  was  employed  on  the  design  and  supervision 
of  reinforced  concrete  construction.  Mr.  McCrory  joined 
the  staff  of  the  Shawinigan  Water  and  Power  Company, 
in  1916  as  designer,  and  on  the  formation  of  the  Shawin- 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


J.  A.  McCrory,  M.E.I.C. 

igan  Engineering  Company,  Limited  in  1918,  was  appointed 
office  engineer.  He  was  subsequently  engaged  on  the  in- 
vestigation and  design  of  a  large  number  of  hydro-electric 
developments  for  the  Shawinigan  Water  and  Power  Com- 
pany and  others,  and  in  1935  he  was  appointed  to  his 
present  position. 

He  has  been  a  member  of  the  Corporation  since  1923 
and  has  also  taken  an  active  interest  in  the  affairs  of 
the  Institute  since  he  became  an  Associate  Member  in 
1921.  He  was  transferred  to  Member  in  1926  and  in  1929 
he  was  elected  chairman  of  the  Montreal  Branch.  He  re- 
presented the  branch  on  the  Council  of  the  Institute  dur- 
ing the  years  1930-1935  and  he  was  a  vice-president  of 
the  Institute  from  1937  to  1940.  He  is  at  present  a  mem- 
ber of  the  Finance  Committee. 

Other  officers  on  the  Council  of  the  Corporation  for 
the  present  year  are:  Vice-president:  A.  0.  Dufresne, 
m.e.i.c,  deputy  minister,  Department  of  Mines,  Province 
of  Quebec;  Secretary-treasurer:  C.  C.  Lindsay,  m.e.i.c, 
consulting  engineer  of  Montreal  and  member  of  the  Mon- 
treal Tramways  Commission,  Montreal;  Councillors: 
Brian  R.  Perry,  m.e.i.c,  consulting  engineer,  Montreal; 
J.  Omer  Martineau,  m.e.i.c,  assistant  chief  engineer, 
Roads  Department  of  the  Province  of  Quebec,  Quebec 
City;  P.  E.  Poitras,  m.e.i.c,  mechanical  engineer,  The 
Steel  Company  of  Canada,  Montreal;  A.  D.  Ross,  m.e.i.c, 


manager,  Canadian  Comstock  Company,  Limited,  Mon- 
treal; Adhémar  Laframboise,  m.e.i.c,  chief  engineer,  East- 
ern Canada  Steel  and  Iron  Works,  Limited,  Quebec  City. 

CANADIAN  INSTITUTE  OF  STEEL  CONSTRUCTION 
OPENS  NEW  OFFICE 

The  Canadian  Institute  of  Steel  Construction  has  opened 
a  new  Ottawa  office  at  213  Laurier  Avenue,  West. 

Due  to  the  many  regulations  which  have  been  brought 
about  by  the  war,  the  General  Executive  of  the  Institute 
has  decided  that  an  Ottawa  office  is  necessary  so  that  a 
closer  contact  can  be  established  with  various  Government 
Departments. 

The  Toronto  and  Montreal  offices  of  the  Institute  have 
been  closed,  and  the  staffs  have  been  moved  to  the  new 
consolidated  office. 

These  new  offices  will  be  in  charge  of  Ralph  C.  Manning, 
m.e.i.c,  formerly  of  the  Toronto  office,  who  is  at  present 
engaged  in  special  work  for  the  Director  of  Engineering 
Services,  Department  of  National  Defence.  Ernest  S. 
Mattice,  m.e.i.c,  formerly  of  the  Montreal  office  of  the 
Institute,  will  assist  Mr.  Manning. 

It  is  hoped  that  all  persons  interested  in  obtaining  hand- 
books or  other  information  on  structural  steel  will  continue 
to  make  use  of  the  services  offered  by  the  Institute. 

One  of  the  main  objects  of  the  Institute  during  the  present 
period  will  be  to  conduct  technical  research  with  a  view  to 
more  efficient  use  of  steel  in  construction.  This  research 
will  cover  a  wide  field  including  the  possibilities  of  com- 
bining structural  steel  with  aluminum,  stainless  steel  and 
the  various  types  of  modern  insulating  materials. 

It  is  felt  that  efficiency  will  be  the  keynote  of  contruction 
when  the  war  is  over.  Many  of  the  older  methods  of  con- 
struction using  heavy  walls  and  massive  interior  members 
will  give  way  before  the  speed  and  light  weight  of  newer 
materials  which  are  being  used  in  large  quantities  for  war 
purposes.  After  the  war,  the  vastly  increased  production 
for  these  materials  will  seek  outlets  into  normal  peacetime 
markets  of  which  the  construction  field  is  one  of  the  largest. 
It  is  with  this  in  mind  that  the  Canadian  Institute  of 
Steel  Construction  has  established  a  Research  Committee 
consisting  of  the  most  widely  known  engineers  of  its  various 
member  companies  to  study  these  problems. 

AN  OPPORTUNITY  FOR  ENGINEERS 

The  inaugural  address  of  Warren  C.  Miller,  m.e.i.c, 
president  of  the  Association  of  Professional  Engineers  of 
the  Province  of  Ontario,  carries  an  important  message  to 
all  engineers.  It  was  delivered  at  the  annual  banquet  of 
the  Association,  at  the  Royal  York  Hotel,  Toronto,  on 
January  17th,  and  it  is  reproduced  herewith  for  the  bene- 
fit of  those  who  were  not  present: 

"  Mr.  Chairman,  Distinguished  Guests,  and  Members 
of  the  Association:  For  your  expression  of  confidence,  I 
am  deeply  grateful.  To  be  elected  president  of  a  profes- 
sional body  is  an  appreciated  honour  that  should  be  re- 
paid by  a  renewed  effort  on  behalf  of  one's  professional 
colleagues.  This  effort  I  trust  that  I  may  be  able  to  give. 

"  It  would  be  idle  at  this  time  to  make  any  extended 
pronouncement  on  our  Association's  affairs  or  its  particu- 
lar policies.  Any  work  that  we  may  do  is  so  greatly  over- 
shadowed by  our  larger  obligation.  Our  first  job  is  to  make 
whatever  contribution  our  professional  attainments  per- 
mit toward  a  complete,  all-out  war  effort.  We  must  be 
prepared,   without  sacrificing  fundamental  principles,  to 


264 


April,  1942    THE  ENGINEERING  JOURNAL 


ide  our  time  and  be  content  with  a  somewhat  liberal  in- 
jrpretation  of  our  obligations  and  our  privileges,  in  the 
ght  of  their  effect  on  defence  production  and  defence 
[fort  generally.  This  war  is  being  waged  by  our  enemies 
'ithout  the  restrictions  imposed  by  laws  or  rules. 

"  We  must  take  care  that  a  too-strict  insistence  on  rules 
nessential  at  this  time  shall  not  give  our  enemies  any 
dvantage.  We  are  called  on  to  make  many  sacrifices, 
'his  is  one  for  which  we  must  be  prepared. 

"  Some  of  us  may  feel  that  such  delays  in  our  pro- 
ramme  of  public  protection  and  professional  advance- 
îent  are  irksome.  We  may  sometimes  feel  that  we  are 
ccomplishing  little.  A  great  Englishman  once  said,  'They 
Iso  serve,  who  only  stand  and  wait.' 

"  We  engineers  have  another  duty,  another  opportunity 
)  place  our  skill  at  the  disposal  of  our  Countiy  and 
Impire,  as  so  many  of  our  members  have  already  done, 
lut  of  this  war  is  going  to  come  a  different  world,  a  world 
s  different  from  that  of  the  1920's  as  they  were  from  the 
900's.  Necessary  war  expenditures  are  going  to  be  of 
ich  an  order  that  our  existing  economy  will  be  strained 
3  the  limit,  if  it  manages  to  survive  at  all. 

''  The  post-war  period  is  more  than  ever  going  to  be 
ne  where,  of  necessity,  fact  and  reason  must  dominate 
ublic  decisions.  Our  learned  friends  of  the  legal  profess- 
m  already  operate  in  this  field,  particularly  within  the 
?alm  of  those  laws,  gradually  '  broadened  down  from 
recèdent  to  precedent,'  which  are  the  creation  of  human 
gencies  at  the  behest  of  human  nature.  We  of  the  en- 
ineering  profession  share  with  the  bar  the  duty  of  collect- 


ing and  evaluating  factual  evidence  and  of  arriving  at 
conclusions  therefrom. 

"  But  we  work  with  the  administration  of  those  immut- 
able laws  of  Nature  that  are  derived  by  patient  investiga- 
tion and  research  from  the  Creator  Himself,  directly.  If 
His  natural  laws  do  not  suit  our  purpose,  there  is  no  court 
where  we  may  argue  and  persuade  that  a  new  shade  of 
meaning  should  be  given  to  the  law  of  gravity  in  keep- 
ing with  changed  conditions  of  modern  aerial  transporta- 
tion. We  cannot  go  to  a  friendly  legislature  and  have 
Boyle's  Law  amended. 

"  Our  unique  function  as  engineers  is  the  search  for 
facts  and  the  basing  of  logical  decisions  on  those  facts. 
We  use  our  specialized  study  of  natural  laws  and  forces 
to  aid  us  in  interpreting  facts,  evaluating  evidence,  draw- 
ing conclusions  and  translating  the  results  into  physical 
structures,  materials  and  machines  that  serve  mankind. 
An  appreciation  of  the  fundamental  natural  laws  and 
their  application  to  the  problems  of  humanity  will  be  of 
paramount  importance  when  man-made  laws  of  conduct 
and  human  relations  have  of  necessity  been  distorted, 
possibly  out  of  recognition,  by  the  urgency  of  the  con- 
flict to  preserve  our  rights  to  live  at  all. 

''This  will  be  a  great  opportunity  for  engineers.  In 
rising  to  meet  the  country's  needs  at  such  a  time,  our 
profession,  slowly  advancing  as  it  has  been  in  the  past, 
with  a  little  acceleration  in  recent  years,  will,  I  am  satis- 
fied, find  its  proper  place  in  the  sunlight  of  a  tired  but 
victorious  democratic  world.  It  should  be  one  of  our  prin- 
cipal objectives  for  the  present  to  prepare  for  it." 


ibrary  Notes 


\DDITIONS  TO  THE  LIBRARY 
TECHNICAL  BOOKS 

im  limions  Beam  Structures: 

Eric  Shepley.  London,  Concrete  Public- 
ations Ltd.,  6}/2X  9%  in.  7  s.  6d. 

merican  Standards  Association: 

List  of  American  standards  for  1942.  (This 
list  will  be  sent  free  of  charge  to  anyone 
writing  in  for  it.  Requests  should  be 
addressed  to  the  American  Standards 
Association,  29  West  39th  St.,  N.Y.C.) 

anadian   Engineering   Standards   Asso- 
ciation, Specifications: 

Standard  specification  for  alkali  sulphate 
resisting  cement,  A72t;  Construction  and 
test  of  industrial  control  equipment  for  use 
in  ordinary  locations  (2nd  éd.)  C22.2 — 
No.  14;  Construction  and  test  of  receptacles, 
plugs  and  similar  wiring  devices  (2nd  ed.) 
C22.2—No.  42. 

PROCEEDINGS,  TRANSACTIONS 

iiiior  Institution  of  Engineers: 

Journal  and  record  of  transactions  for  the 
year  1940-41. 

ational    Council    of    State    Boards    of 
Engineering  Examiners: 

Proceedings  22nd  annual  meeting,  October 
27-30,  1941  and  Year  book  1942. 

anadian  Good  Roads  Association  : 

Proceedings  of  the  26th  annual  convention, 
October  7-9,  1941. 

REPORTS 

merican   Institute  of  Chemical 
Engineers: 

THrectory  of  officers  and  members  and 
committee  appointments  for  1942. 


Book  notes.    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


Cornell    University,    Engineering    Exper- 
iment Station: 

The  buckling  of  compressed  bars  by  torsion 
and  flexure  by  J.  N.  Goodier.  Bulletin  No. 
27;  Flexural-torsional  buckling  of  bars  of 
open  section  by  J.  N.  Goodier.  Bulletin  No. 
28. 

Ohio  State  University  Studies,  Engineer- 
ing Series: 

Surface  and  underground  waters  of  Ohio. 
Engineering  experiment  station  circular 
No.  43. 

Engineering  as  a   Career,   a   message   to 
young  men,  teachers  and  parents: 

Engineers  Council  for  Professional  Develop- 
ment. 

U.S.  Department  of  Commerce,  National 
Bureau  of  Standards  : 

Report  of  the  31st  national  conference  on 
weights  and  measures.  Miscellaneous  pub- 
lication M 170. 

British  Trade  and  Industry: 

A  survey  of  past  achievement  and  future 
prospects  published  by  Country  Life. 

Electrochemical  Society: 

Electrolytic  polishing  of  silver.  Preprint 
81-5. 

New  C.E.S. A.  Electrical  Standards 

The  Canadian  Engineering  Standards  As- 
sociation has  just  issued  the  following  ten 
approvals  specifications  under  Part  II  of  the 
Canadian  Electrical  Code,  the  requirements 
of  which  must  be  met  in  order  to  obtain 
CESA  approval  of  the  electrical  devices  con- 
cerned. These  standards  were  prepared  in 
collaboration  with  interested  manufacturers 
and  industrial  associations  and  are  based  on 
laboratory'  tests  and  record  in  service. 


Copies  of  these  standards  may  be 
obtained  from  the  Canadian  Engineering 
Standards  Association,  National  Re- 
search Building,  Ottawa.  The  prices  are 
quoted  below. 

C.E.S.A.  No.  C22.2 

No.  5 — 1942  Service  Entrance  and  Branch- 
Circuit  Breakers.  2nd.  ed. 

This  specification  covers  the  construction 
and  test  of  circuit  breakers  rated  at  not 
more  than  600  amperes  or  600  volts,  de- 
signed to  provide  service-entrance,  meter- 
service,  or  branch-circuit  protection,  in 
accordance  with  the  rules  of  Pt.  1  of  the 
Canadian  Electrical  Code.  It  does  not  cover 
circuit-breakers  rated  at  more  than  600 
amperes  or  600  volts,  or  switches,  or  so 
called  "breakers"  provided  only  with  over- 
load devices  and  intended  to  be  protected 
by  overcurrent  devices.  This  specification 
is  effective  as  of  April  30,  1942  for  new 
production.  60c. 

No.  9 — 1941  Electric  Fixtures.  2nd  ed. 

This  specification  applies  to  electric  fixtures 
intended  for  use  in  non-hazardous  loca- 
tions, both  indoors  and  outdoors,  and  for 
connection  to  lighting  circuits  of  not  more 
than  250  volts  between  conductors,  in 
accordance  with  the  rules  of  Pt.  1  of  the 
Canadian  Electrical  Code.  It  includes  re- 
cessed fixtures  and  show-window  and  show- 
case fixtures,  having  incandescent  and — or 
electrical-discharge  lamps.  It  does  not  in- 
clude troughs  exceeding  10  ft.  in  length, 
outline  lighting,  or  fixtures  of  the  so-called 
"vapour-tight"  and  "explosion-proof"  con- 
struction or  high-voltage  gas-tube  fixtures 
(i.e.  tubes  containing  inert  gases).  This 
specification  is  effective  as  of  March  31, 
1942  for  new  production.  75c. 


HE  ENGINEERING  JOURNAL     April,  1942 


265 


No.  11 — 1942  Fractional-Horsepower  Elec- 
tric Motors  for  other  than  Hazardous 
Locations.  2nd  ed. 

This  specification  applies  to  fractional- 
horse  poiver  {electric)  motors  for  use  where 
ordinary  conditions  prevail  and  also  for 
use  in  other  locations,  except  hazardous 
locations  as  covered  by  Section  32  of  Pt.  1 
of  the  Canadian  Electrical  Code  where  it 
may  be  necessary  to  protect  the  motor 
windings,  etc.,  with  regard  to  the  atmos- 
pheric or  other  conditions  surrounding  the 
motor.  It  applies  particularly  to  the  follow- 
ing types  of  motors  as  defined  by  types  of 
enclosures; — 1  open;  2  protected;  S  en- 
closed; 4  drip-proof;  5  splash-proof;  6 
water-tight .  It  applies  to  electric  motors  of 
fractional  horsepower  rating,  whether  self- 
contained  or  forming  a  paît  of  a  piece  of 
electrical  equipment  and  whether  portable 
or  otherwise,  for  potentials  up  to  600  volts 
inclusive  and  for  either  a.c.  or  d.c  or 
both.  It  should  be  noted  that  electric  clock 
motors  and  electric  motors  built  into  and 
forming  a  part  of  domestic  appliances, 
fans,  dental  equipment,  and  hair  dressing 
equipment  are  not  covered  by  this  specifica- 
tion. It  is  effective  as  of  April  15,  1942, 
for  new  production.  50c. 

No.  21—1941  Cord  Sets.  2nd  ed. 

This  specification  applies  to  cord  sets 
designed  to  be  employed  in  accordance  with 
the  rules  of  Pt.  1  of  the  Canadian  Electrical 
Code  on  circuits  operating  at  not  more  than 
125  volts.  This  specification  is  effective  as 
of  March  31,  1942,  for  new  production. 
50c. 

No.  54 — 1942  Integral  Horsepower  Elec- 
tric Motors  for  other  than  Hazardous 
Locations 

This  specification  applies  to  integral-horse- 
power electric  motors  for  use  where  ordin- 
ary conditions  prevail  and  also  for  use  in 
other  locations  (except  hazardous  locations 
as  covered  by  section  32  of  Pt.  1  of  the 
Canadian  Electrical  Code)  where  it  may 
be  necessary  to  protect  the  motor  windings, 
etc.,  urith  regard  to  the  atmospheric  or  other 
conditions  surrounding  the  motor.  It 
applies  to  electric  motors  of  integral- 
horsepower  rating  from  1  to  200  horse- 
power for  potentials  up  to  and  including 
2,500  volts  between  conductors  on  en- 
grounded  systems  and  4,500  volts  between 
conductors  on  grounded-neutral  systems 
and  intended  to  be  employed  in  accordance 
with  the  rules  of  Pt.  1  of  this  code.  This 
specification  is  effective  as  of  April  SO, 
1942,  for  new  production.  50c. 

No.  55—1942  Snap  Switches 

This  specification  applies  to  manually 
operated  snap  switches  rated  at  not  more 
than:  (a)  60  amperes  and  250  volts;  (b) 
30  amperes  and  300  volts  and  (c)  2  h.p. 
and  600  volts;  and  designed  to  be  employed 
in  accordance  with  the  rules  of  Pt.  1  of  the 
Canadian  Electrical  Code.  It  does  not 
cover:  (a)  Snap  switches  rated  at  less  than 
50  volts  unless  such  rating  is  used  in 
conjunction  with  a  rating  of  125  or  250 
volts;  (b)  Snap  switches  forming  parts 
either  of  electro-thermal  appliances  e.g., 
"heater  switches"  or  automatic  tem- 
perature-responsive switches;  (c)  Slow 
make  and-or  slow  break  switches;  (d) 
So-called  "mercury-switches"  and  (e) 
Switching  mechanism  built  into  lamp- 
holders.  This  specification  is  effective  as  of 
April  30,   1942  for  new  production.  50c. 

No.  66 — 1942  Specialty  Transformers 

This  specification  contains  three  sections 
covering  three  different  types  of  specialty 
transformers  as  follows:  1.  Miscellaneous 
and  General  Purpose  Transformers  applies 
to  dry-type,  air  cooled  transformers  (in- 
cluding auto-transformers  and  primary 
circuit    reactors)   for    use    with;    mercury 


vapor  lamps;  power  operated  radio  devices 
(other  than  the  original  and  authentic 
transformer  designed  by  the  radio  manu- 
facturer for  his  particular  radio  device  and 
so  identified);  signalling  and  control  cir- 
cuits; andhighreactancetransformers  (inca- 
pacities of  one  kva.  and  less  and  for  primary 
and  secondary  potentials  of  750  volts  and 
less)  intended  to  be  employed  in  accord- 
ance with  the  rules  of  Pt.  1  of  the  Canadian 
Electrical  Code.  It  does  not  include  trans- 
formers intended  for  the  following  pur- 
poses; testing  electrical  insulation,  electric 
welding,  electric  soldering,  bell  ringing, 
toys,  luminous  tubes,  oil  burner  ignition 
systems,  instrument  transformers  and 
fluorescent  lighting.  2.  Bell  ringing  trans- 
formers, applies  to  dry  type,  air  cooled 
bell  ringing  transformers  for  potentials  of 
250  volts  or  less  between  conductors,  and 
designed  to  be  employed  in  accordance  with 
the  rules  of  Pt.  1  of  the  Can.  Elec.  Code. 
3.  Toy  Transformers  applies  to  dry  type, 
air  cooled  toy  transformers  for  potentials 
of  150  volts  or  less  between  conductors  and 
designed  to  be  employed  in  accordance  with 
the  rules  of  Pt.  1  of  the  Can.  Elec.  Code. 
This  specification  is  effective  as  of  April 
30,  1942,  for  new  production.  75c. 

No.   67 — 1942   Portable   Electric   Vacuum 
Cleaners. 

This  specification  applies  to  domestic  and 
commercial  vacuum  cleaners  of  the  port- 
able motor  operated  type  for  potentials  up 
to  and  including  250  volts  between  con- 
ductors designed  to  be  employed  in  accord- 
ance with  the  rules  of  Pt.  1  of  the  Can. 
Elec.  Code.  This  specification  is  effective  as 
of  April  30,  1942.  50c. 

No.  68 — 1942  Motor  operated  appliances — 
Domestic  and  Commercial  (Fractional 
Horsepowers) . 

This  specification  applies  to  motor  oper- 
ated appliances  both  stationary  and  port- 
able for  potentials  up  to  and  including 
250  volts  between  conductors  designed  to  be 
employed  in  accordance  with  the  rules  of 
Pt.  1  of  the  Can.  Elec.  Code.  It  applies  to 
both  domestic  and  commercial  appliances 
using  fractional  horse-power  motors  such 
as  electric  shavers,  hair  clippers,  vibrators, 
massage  machines,  and  food  preparing 
machines  (e.g.,  food  and  cake  mixers,  juice 
extractors,  meat  slicers,  bread  slicers,  food 
choppers,  peelers,  coffee  grinders,  etc.)  It 
does  not  include  any  specific  appliances 
which  are  covered  by  individual  specific- 
ations, e.g.,  blowers,  floor  surfacing  and 
cleaning  machines,  washing  machines, 
vacuum  cleaners,  hairdressing  equipment 
and  tools.  This  specification  is  effective  as 
of  September  SO,  1942  for  new  production. 
50c. 

No.  73 — 1941  Electrically  Equipped  Ma- 
chine Tools. 

This  specification  applies  to  both  station- 
ary and  portable  machine  tools  which  may 
or  may  not  have  certain  portable  parts, 
having  electrical  equipment  mounted  there- 
on and  designed  to  be  installed  and  em- 
ployed in  accordance  with  the  rides  of  Pt.  1 
of  the  Can.  Elec.  Code.  It  does  not  apply 
to:  1.  The  mechanical  features  of  such 
machine  tools  except  as  these  affect  the 
electrical  equipment  used  in  connection 
with  such  machines;  2.  wood-working 
machines;  3.  tools  for  automobile  works 
(e.g.,  cylinder  borers,  valve  seat  grinders); 
4-  Small  portable  tools  (e.g.,  electric  drills 
tappers,  grinders,  hammers,  screw  drivers); 
5.  Welding  or  gas  cutting  machines.  It 
should  be  noted  that  the  approvals  labora- 
tor  y  will  at  its  discretion  use  this  specifica- 
tion in  the  approval  of  other  types  of 
machines  not  specifically  covered  by  other 
individual  Approvals  Specifications  of 
Pt.  11  of  the  Can.  Elec.  Code  in  so  far  as 
its  requirements  may  be  applicable.  Also 
the  CES  A    Approvals  division  will  con- 


sider upon  request,  any  deviations  from 
this  Specification  if  such  are  due  to  war 
conditions.  This  specification  is  effective 
as  of  December  SI,  19 41  for  new  produc- 
tion. 50c. 

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. 

ELECTRICAL  ILLUMINATION 

By  J.   0.  Kraehenbuehl.  John  Wiley  & 

Sons,  New   York,   1942.  441   pp.,  Mus., 

diagrs.,  charts,  tables,  9x6  in.,  cloth,  $3.75. 

The  principles  underlying  the  specification 

and  design  of  electrical  lighting  for  commercial 

and  industrial  buildings  are  presented  as  an 

elementary     course     for     architectural    and 

electrical  engineering  students.  Maintenance 

and  economic  factors  are  discussed,  and  there 

are    special    chapters    on    floodlighting    and 

novelty  lighting.  A  bibliography  accompanies 

each  chapter. 

ADVANCES  in  COLLOID  SCIENCE,  Vol.  1 

Edited  by  E.  O.  Kraemer  in  collaboration 
urith  F.  E.  Bartell  and  S.  S.  Kistler.  Inter- 
science  Publishers,  New  York,  1942.  434 
pp.,  Mus.,  diagrs.,  charts,  tables,  9%  x  6 
in.,  cloth,  $5.50. 
The   series    which   this    volume    begins   is 
intended   to   publish   recent   significant   dis- 
coveries and  advances  in  our  knowledge  of 
colloids,  in  a  more  comprehensive  and  unified 
form    than    is    possible    in    periodicals.    The 
present  volume  contains  twelve  contributions 
by   well-known   workers   in   this   field,    each 
accompanied  by  a  useful  bibliography. 

AERIAL  BOMBARDMENT  PROTEC- 
TION 

By  H.  E.  Wessman  and  W.  A.  Rose.  John 
Wiley  &  Sons,  New  York;  Chapman  & 
Hall,  London,  1942.  372  pp.,  Mus.,  diagrs., 
charts,  tables,  9%  x  6  in.,  cloth,  $4.00. 
This  book  is  primarily  devoted  to  a  de- 
tailed discussion  of  those  measures  which  can 
and  should  be  undertaken  to  make  building 
construction  resistant  to  the  effects  of  bomb- 
bing,   at   reasonable  cost.   Characteristics  of 
bombs,  air  raid  shelters,  evaluation  of  shelter 
zones  and  camouflage  are  other  topics  con- 
sidered. A  brief  statement  of  other  engineering 
problems  related  to  aerial  bombardment  is 
also  included.  The  material  has  been  devel- 
oped  with    particular   regard    for    American 
structural  and  architectural  practice. 

AEROPHOTOGRAPHY  and  AEROSUR- 
VEYING 

By  J.  W.  Bagley.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941.  324   PP-i 
Mus.,  diagrs.,  charts,  tables,  9l/i  x  6  in., 
cloth,  $3.50. 
Broad  in  scope,  logical  in  arrangement  and 
up  to  date,  this  new  text  covers  the  fields  of 
standard  and  exploration  mapping.    The  chief 
aim  of  the  book  is  to  deal  with  Aerial  photo- 
graphs, standard  laboratory  practice  and  the 
various    methods    of   utilizing   aerial    photo- 
graphs for  making  standard  and  exploratory 
maps,  mosaics  and  engineering  surveys. 

AMERICAN       HIGHWAY      PRACTICE, 
Vol.   1 

By  L.  I.  Hewes.  John  Wiley  &  Sons,  New 

York;  Chapman  &  Hall,  London,  1942. 

459    pp.,    Mus.,    diagis.,    charts,    maps, 

tables,  9Y2x6  in.,  cloth,  $5.00. 
This  first  volume  of  a  two-volume  text  on 
current  rural  highway  practice  in  the  United 
States  presents  in  logical  order  the  topics  of 
highway  survey,  roadway  and  landscape 
design,  and  grading  practice.  Succeeding 
chapters    deal     with    sand-clay,     macadam, 


266 


April,  1942     THE  ENGINEERING  JOURNAL 


ravel  and  intermediate  bituminous  surfaces, 
ligher  types  of  surfaces  will  be  covered  in  the 
econd  volume. 

.UTOMATIC  ARMS,  their  History,  De- 
velopment and  Use 

By  M.  M.  Johnson,  Jr.,  and  C.T.  Haven. 

William   Morrow   and    Co.,    New    York, 

1.941.  344  PP-,  Mus.,  diagrs.,  tables,  9%  x 

6  in.,  cloth,  $4-50. 
The  five  principal  sections  of  this  author- 
ative  work  deal  respectively  with  the  history 
nd  development  of  automatic  arms,  working 
rinciples,  requirements  for  efficient  operation, 
mployment  in  combat,  and  various  miscel- 
meous  considerations.  A  table  of  character- 
;tics  of  the  various  types  and  diagrams  of 
perating  parts  are  appended. 

(ICTIONARY  OF  RADIO  AND  TELE- 
VISION TERMS 

By  R.  Stranger.  Chemical  Publishing  Co., 
Brooklyn,  N.Y.,   1941.  252  pp.,  diagrs., 
tables,  9  x  5%,  in.,  cloth,  $2.50. 
This  dictionary  is  designed  to  provide  quick 
iference  for  students  of  radio  and  television. 
1  addition  to  radio  and  television  terms,  a 
umber  of  scientific  terms  allied  to  these  sub- 
sets are  also  included.  Helpful  diagrams  and 
lustrations  accompany  many  definitions. 

•IE    DESIGNING    AND    ESTIMATING 

(Based  on  "Die  Designing"  by  C.  Bohmer 

and    "Die    Estimating"   by  G.    Dannes). 

2    ed.    American    Industrial    Publishers, 

Cleveland,    Ohio,    1941.    160    pp.,  Mus., 

diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 

$3.00. 

The  operation,  uses  and  basic  principles  of 

esign  of  various  kinds  of  dies  are  described. 

1  the  second  section  procedures  are  given  for 

itimating  the  cost  of  several  dies,  with  tables 

i  time  values  for  necessary  operations  in  die 

instruction.  A  section  of  practical  points  in 

ie  design  and  construction  is  appended. 

ASTERN     PHOTOELASTICITY     CON- 
FERENCE,   13th    SEMI-ANNUAL 
PROCEEDINGS 

Held  under  the  auspices  of  the  Department 
of  Mechanical  Engineering  at  the  Massa- 
chusetts Institute  of  Technology,  Cam- 
bridge, Mass.,  June  12-14,  1941-  (Copies 
may  be  obtained  from  W.  M.  Murray, 
Room  1-321,  Massachusetts  Institute  of 
Technology,  Cambridge,  Mass.)  130  pp., 
Mus.,  diagrs.,  charts,  tables,  11  x  8^/2  in., 
paper,  $2.00. 

Contains  the  eighteen   papers   presented. 

hese   discuss    various   applications    of   the 

aotoelastic  method  of  stress  analysis,  and 

1  me  results  obtained. 

■reat    Britain,    Dept.    of   Scientific   and 

Industrial  Research 
^ATER  POLLUTION  RESEARCH,  Tech- 
nical Paper  No.  8. 

THE  TREATMENT  AND  DISPOSAL 
OF  WASTE  WATERS  FROM 
DAIRIES  AND  MILK  PRODUCTS 
FACTORIES 

His  Majesty's  Stationery  Office,  London; 

British    Library    of    Information,    New 

York,     1941.     125    pp.,    Mus.,    diagrs., 

charts,  tables,  10  x  6  in.,  paper,  $1.20. 

The  results  of  an  intensive  investigation  of 

ds  problem  are  presented  in  this  report. 

fethods  of  reducing  the  quantity  of  milk 

uried  away  were  also  investigated.  Large- 

:ale  experimental  plants  were  constructed 

id  the  results  obtained,  with  the  conclusions 

id   recommendations   derived  from   them, 

■e  given  in  this  report. 

reat  Britain,  Dept.  of  Scientific  and 
Industrial  Research,  Building  Re- 
search, Wartime  Building  Bulletin 
No.  18,  FIRE  STOPS  FOR  TIMBER 
ROOFS 

His  Majesty's  Stationery  Office,  London, 
1941.  IS  pp.,  Mus.,  diagrs.,  tables,  11  x 


8x/i  in.,   paper,    (obtainable  from   British 
Library   of  Information,     30    Rockefeller 
Plaza,  New  York,  $.30). 
This  bulletin  describes  simple  devices  that 
can  be  erected  to  check  the  spread  of  fire 
along  existing  roofs  of  wood  or  other  com- 
bustible materials.  Four  types  are  described, 
and  the  results  of  tests  given. 

HEAT  IN  THEORY  AND  PRACTICE 
ESSENTIAL  TO  REFRIGERATION 
AND  AIR  CONDITIONING 

By  S.  R.  Co~k.  Nickerson  and  Collins  Co., 
Chicago,    III.,    1941.    228    pp.,     diagrs., 
charts,  tables,  9%x  6  in.,  cloth,  $2.00. 
The  fundamental  facts  and  theories  of  heat 
are  presented  in   a  simple   manner  for  the 
student  interested   in    refrigeration   and   air 
conditioning.  The  intent  of  the  volume  is  to 
give  information  essential  to  the  solution  of 
problems  which  may  arise  in  the  study  of 
refrigeration   and  air   conditioning,   whether 
from  a  text  or  from  actual  handling  of  refrig- 
erating and  air  conditioning  machinery. 

HIGHWAY  ECONOMICS 

By  H.  Tucker  and  M.  C.  Leager.  Inter- 
national   Textbook    Co.,    Soanton,    Pa., 
1942.  454  PP-,  Mus.,  diagrs.,  charts,  maps, 
tables,  8}/%  x  5  in.,  cloth,  $4-00. 
A  considerable  range  of  topics  is  covered  in 
this  book,  from  financing  methods,  in  which 
the  subject  of  taxation  is   particularly  im- 
portant,   to   technical   discussions   of  power 
requirements    for    and    the    performance    of 
motor    vehicles    under    varying    conditions. 
Equipment  rental,  the  allocation  of  highway 
costs,  and  traffic  and  accident  considerations 
are  other  topics  dealt  with  at  some  length. 

HORIZONS  UNLIMITED,  a  Graphic 
History  of  Aviation 

By   S.    P.    Johnston.    Duell,    Sloan   and 
Pearce,  New  York,  1941-  354  PP-,  Mus., 
10  x  6lA  in.,  cloth,  $3.75. 
The  story  of  man's  conquest  of  the  air  is 
told  in  words  and  pictures.  The  great  exper- 
iments are  described;  struggles  and  desires, 
successes    and   failures   are   discussed;   and 
consideration  has  been  given  to  the  human 
elements    and    social    consequences    of    the 
development   of  the   means   of  flight.    Brief 
discussions  of  meteorology  and  aerodynamics 
are  included. 

HOW  YOUR  BUSINESS  CAN  HELP  WIN 
THE  WAR 

Compiled  by  the  Staff  of  Industrial  Special- 
ists of  the  Conover-Mast  Periodicals,  and 
edited  by  H.  W.  Barclay,  with  an  intro- 
duction  by   D.    M.    Nelson.   Simon  and 
Schuster,    New     York,     1942.     Ill     pp., 
charts,  maps,  tables,   11  x  8  in.,  paper, 
$1.00. 
This  book  is  designed  to  show  business  men 
what  the  government  wants  to  buy,  how  to 
bid,  and  how  to  get  contracts  and  sub-con- 
tracts for  government  orders.  It  also  shows 
ways  in  which  time  and  money  can  be  saved 
and  red  tape  cut  in  dealing  with  government 
offices. 

Industrial  Relations  Digests 
XL     METHODS     OF    TRANSMITTING 
INFORMATION  TO  EMPLOYEES 

Princeton     University,     Princeton,     New 

Jersey,  January,  1942,  8  pp.,  10  x  7  in., 

paper,  $.20. 

This  digest  of  current  practice  in  methods  of 

keeping    employees    informed    on    company 

policies,  mainly  through  printed  material,  has 

been  prepared  for  use  in   companies  facing 

rapid  expansion  owing  to  defense  orders.  It  is 

based  on  material  received  currently  from 

representative  companies. 

MARINE  ELECTRICAL  INSTALLATION 

By  J.  F.  Piper.  Cornell  Maritime  Press, 
New  York,  1941-  308  pp.,  Mus.,  diagrs., 
charts,  tables,  714  x  5  in.,  cloth,  $2.50. 


This  manual  is  intended  to  aid  the  inexper- 
ienced workman  to  obtain  practical  insight 
into  electrical  marine  work.  The  tools  and 
materials  used;  the  laying  out  of  work;  wiring 
methods;  power,  lighting  and  communication 
systems  are  described  in  detail  in  a  practical 
way  and  without  undue  use  of  technical 
language. 

MATHEMATICS    FOR    ELECTRICIANS 
AND  RADIOMEN 

By  N.  M.  Cooke.  McGraw-Hill  Book  Co., 
New   Y 01k  and  London,   1942.  60 4  pp., 
diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 
$4.00. 
This  book  presents  a  course  which  is  in- 
tended   to    provide    adequate    mathematical 
background  for  solving  practically  all  elec- 
trical    and     radio     problems.     Elementary 
algebra  through   quadratic  equations,  logar- 
ithms,     trigonometry,      elementary      plane 
vectors,    and   vector   algebra   as   applied   to 
alternating-current  circuits  are  included.  The 
text  follows  an  electrical  rather  than  a  purely 
mathematical  arrangement. 

(The)  MATHEMATICS  OF  THE  SHOPS 

By  F.  J.  McMakin  and  J.  H.  Shaver. 
D.  Van  Nostrand  Co.,  New  York,  1942. 
444  PP-,  Mus.,  diagrs.,  charts,  tables, 
9x5%,  in.,  cloth,  $2.50. 

A  text  for  use  in  vocational  high  schools 
and  apprenticeship  classes.  The  fundamentals 
of  arithmetic,  algebra,  geometry  and  trig- 
onometry are  explained  in  simple  language, 
after  which  basic  problems  are  discussed  which 
arise  in  the  building  trades  and  in  electrical 
and  machine  shops.  Special  consideration  is 
given  to  acceptable  trade  and  technical 
practices. 

MECHANICAL  PROPERTIES  OF  MATE- 
RIALS AND  DESIGN 

By  J.    Marin.    McGtaw-HM  Book   Co., 

New   York  and  London,   1942.  273  pp., 

Mus.,  diagrs.,  charts,  tables,  9%  x  6  in., 

cloth,  $3.50. 

The  primary  purpose  of  this  book  is  to 

furnish  a  survey  of  the  mechanical  properties 

of  engineering  materials  and  to  show  how  a 

consideration    of    these    properties    modifies 

design  procedure.  With  this  end  in  view,  the 

author  attempts  to  bridge  the  gap  between 

books  on   engineering  materials   which   deal 

with  the  manufacture,  testing  and  properties 

of  materials,  and  those  dealing  with  the  stress 

analysis  of  machine  and  structural  members. 

OPERATION  OF  WATER-TREATMENT 
PLANTS 

By    W.    A.    Hardenbergh.    International 
Textbook  Co.,  Scranton,  Pa.,   1942.  307 
pp.,  Mus.,  diagrs.,  charts,  tables,  7%  x  5 
in.,  cloth,  $3.10. 
General    considerations    of    water-supply 
systems  are  first  presented,  including  distri- 
bution    practice.     The     requirements     with 
respect  to  quality  of  water  are  stated,  and 
analytical  methods  for  the  determination  of 
water  quality  are  fully  covered.  The  last  half 
of  the  book  describes  details  of  plant  opera- 
tion and  the  types  of  equipment  necessary, 
with   a  final  section  which  presents  typical 
data  and  records  for  a  rapid  sand-filtration 
plant. 

PERSONAL  LEADERSHIP  IN  INDUSTRY 

By  D.  R.  Craig  and  W.  W.  Charters.  2nd 
ed.  McGraw-Hill  Book  Co.,  New  York  and 
London,  1941.  245  pp.,  tables,  8%  x  5Y2 
in.,  cloth,  $2.50. 
Practical    methods    are    given,    based    on 
experience,    for   executives,   supervisors    and 
foremen   who   want   aid   in   managing   men. 
Qualifications  and  character  traits  essential 
to    successful    personal    leadership    are    des- 
cribed, and  the  text  shows  how  to  use  these 
qualities  in  getting  the  right  kind  and  right 
amount  of  work  done  with  the  least  disturb- 
ance and  friction. 


HE  ENGINEERING  JOURNAL     April,  1942 


267 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


March  31st,  1942. 

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  May  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 

ALLEN— CHARLES  HARRY,  of  5553  Queen  Mary  Road,  Montreal,  Que.  Born 
at  Wells,  Somerset,  England,  Jan.  13th,  1908;  Educ:  1922-27,  night  classes  in  engrg., 
Hamilton  Technical  Institute;  with  the  Canadian  Westinghouse  Company  as  follows: 
1923-27,  student  on  elec.  training  course;  1927-30,  electric  mechanic  on  installn.  of 
elec.  machy.  and  equipment  in  vertical  lift  and  rolling  lift  bridges  over  Welland 
Ship  Canal,  also  500  ton  capacity  electrically  operated  floating  gate-lifter,  electrical 
sub-stations,  etc.;  1930-37,  foreman,  and  later  engr.  in  charge  of  various  large  elec- 
trical installns.  incl.  major  developments  at  the  Ontario  Hydro  Leaside  Sub-station, 
Queenston  plant,  H.E.P.C.,  Chats  Falls  Power  Plant,  H.E.P.C,  Rapide  Blanc  Power 
House  of  Shawinigan  Water  &  Power  Co.;  July  1937  to  date,  sales  engr.,  Montreal 
office,  chiefly  concerned  with  industrial  control  and  secondary  switchgear. 

References:  S.  Hairsine,  R.  Dupuis,  G.  R.  Davis,  A.  D.  Ross,  H.  A.  Cooch,  R.  Ford. 

BELL— CLARENCE  WILLIAM,  of  17  Birch  Ave.,  Toronto,  Ont.  Born  at 
Saskatoon,  Sask.,  Sept.  1st,  1912;  Educ:  B.Sc.  (Civil),  Univ.  of  Sask.,  1936;  1935 
(summer),  Geol.  Survey  of  Canada;  1937-38,  bridge  engr.,  Dept.  of  Highways, 
Ontario;  1938-42,  supervision  of  constrn.  of  bituminous  roads,  and  at  present,  asst. 
branch  mgr.,  Currie  Products  Ltd.,  Toronto,  Ont. 

References:  C.  J.  Mackenzie,  R.  A.  Spencer,  E.  K.  Phillips,  C.  F.  Morrison,  A. 
H.  Douglas. 

BOTH— JOHN,  of  149  Jameson  Ave.,  Toronto,  Ont.  Born  at  Denbigh,  Ont., 
Jan.  20th,  1902;  Educ:  I.C.S.  Highway  Engrg.;  1932-36,  instr'man.,  1936-39,  res. 
engr.  on  highway  constrn.  and  survey  parties,  1939-40,  surveying  of  proposed  sites 
for  airdromes,  Dept.  of  Highways  of  Ontario;  1940-42,  engr.  on  constrn.  of  training 
schools  for  the  R.C.A.F.;  at  present,  res.  engr.,  No.  5  Manning  Depot,  Lachine,  Que. 

References:  G.  R.  MacLeod,  J.  N.  Langman,  W.  J.  Bishop,  H.  D.  McMillan, 
C.  K.  S.  Macdonnell,  W.  F.  Fulton,  A.  A.  Smith. 

BURDETT— GEORGE  HENRY,  of  3801  Botrel  Ave.,  Montreal,  Que.  Born  at 
Westmount,  Que.,  April  4th,  1905;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique, 
Montreal,  1927;  R.P.E.  of  Que.  ;  1926  (summer),  instr'man.,  Quebec  Streams  Ccmmn.; 
Bell  Telephone  Co.  of  Canada  as  follows:  1927-28,  plant  school  instructor,  1928-29, 
traffic  engr.,  1929-30,  facilities  supervisor,  1930-31,  Montreal  Toll  Office  facilities 
supervisor,  1931-32,  Montreal  Toll  Office  traffic  chief;  1933  (summer),  Quebec 
Paving  Company;  Imperial  Oil  Limited  as  follows:  1934-38,  dist.  mgr.,  1939-40, 
Prov.  of  Quebec  aviation  sales,  1940-41,  furnace  fuel  oil  salesman;  at  present,  regional 
representative,  Wartime  Bureau  of  Technical  Personnel,  Montreal,  Que. 

References:  O.  O.  Lefebvre,  A.  Surveyer,  L.  A.  Wright,  H.  W.  Lea,  L.  A.  Duchastel, 
L.  Trudel. 

COLLARD— RICHARD  REEVE,  of  Ottawa,  Ont.  Born  at  Belmont,  Ont.,  Sept. 
30th,  1886;  Educ:  Private  study;  1906-21,  foreman  to  gen.  supt.  in  various  western 
towns,  and  1922-23,  près,  and  gen.  mgr.,  Honolulu,  Hawaii,  for  Warren  Bros.  Co., 
of  Boston,  Mass.;  1924  to  date,  with  Carter  Halls  Aldinger  Co.  Ltd.,  Winnipeg, 
from  1927  to  date  vice-president.  In  1933-34,  organized  Acadia  Constrn.  Co.  Ltd., 
Halifax,  and  became  managing  director,  still  holding  that  position.  General  constrn. 
work  with  both  companies;  at  present,  Air  Commodore,  Director  of  Works  and 
Bldgs.,  i/c  of  all  bldgs.,  design  and  constrn.,  R.C.A.F.,  Ottawa,  Ont. 

References:  A.  W.  Fosness,  H.  A.  Dixon,  C.  J.  Mackenzie,  J.  M.  R.  Fairbairn, 
K.  M.  Cameron. 

JOHNSON— STANLEY,  of  4760  Dagenais  St.,  Montreal,  Que.  Born  at  Man- 
chester, England,  April  27th,  1880;  Educ:  Diploma  in  Mech.  Engrg.,  School  of 
Technology,  Manchester;  1897-98,  with  John  Brown  &  Son,  Shipbldg.  Co.,  Clvde- 
bank,  Scotland;  1898-1901,  Ashbury  Rly.  Carriage  Works,  Manchester;  1906  to 
date,  gen.  supt.  of  manufacturing  in  the  two  factories  of  The  Johnson  Wire  Works 
Ltd.,  Montreal,  Que.  (Applying  for  admission  as  an  Affiliate). 

References:  J.  S.  Costigan,  E.  V.  Gage,  R.  A.  Gurnham,  B.  R.  Perry,  R.  E.  Jamie- 
son. 

LORANGER— AIME,  of  1426  Theodore  St.,  Montreal,  Que.  Born  at  Yamachiche, 
Que.,  Aug.  16th,  1898;  Eudc:  Private  study:  1920-25,  instr'man.  with  technical 
service  and  sewer  commission,  City  of  Montreal;  1926-34,  engr.  and  mgr.,  specializing 
in  sewers  and  waterworks,  Joseph  Loranger,  contractors;  1934-38,  president,  Paquin 
Constrn.  Ltd.;  1941,  res.  engr.,  St.  Timothee  Remedial  Works,  Beauharnois  L.H.  & 
P.  Co.;  at  present,  technical  work  with  Canadian  Propellors  Ltd.,  Montreal,  Que. 
(Applying  for  admission  as  an  Affiliate). 

References:  J.  A.  Lalonde,  L.  Trudel,  C.  G.  Kingsmill,  L.  Laferme,  J.  Comeau, 
J.  P.  Chapleau,  G.  R.  MacLeod. 

MORRISON— CHARLES  AUSTIN,  of  Montreal,  Que.  Born  at  Arthur,  Ont., 
Aug.  31st,  1902;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1927;  summer  work:  1922-25, 
transformer  assembly  and  winding,  C.G.E.  ;  1925,  Ford  Motor  Co.  ;  1926-27,  H.E.P.C. 
of  Ontario;  1927-30,  Univ.  of  Toronto,  teaching  hydrostatics,  heat,  optics,  illumin- 
ation; 1930-36,  lighting  engr.,  and  1936  to  date,  mgr.,  lamp  sales  divn.,  Can.  Gen. 
Elec.  Co.  Ltd.,  Montreal,  Que. 

References:  J.  B.  Challies,  L.  A.  Wright,  L.  A.  Duchastel,  I.  S.  Patterson,  R.  N. 
Coke. 

VINET— JACQUES,  of  Gaspe,  Que.  Born  at  St.  Johns,  Que.,  March  10th,  1914; 
Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1938;  R.P.E.  of  Que.;  1935 
(summer),  asst.  surveyor,  Shaw.  Water  &  Power  Co.;  1937  (summer),  asst.  geologist 
Dept.  Mines  &  Resources,  Ottawa;  1938-39,  res.  engr.,  1939-41,  asst.  divn.  engr. 
Roads  Dept.,  Prov.  of  Quebec;  Nov.  1941  to  date,  cost  engr.,  A.  Janin  &  Co.  Ltd. 
on  Gaspe  projects. 

References:  P.  P.  LeCointe,  P.  P.  Vinet,  J.  M.  Pinet. 

FOR  TRANSFER   FROM  JUNIOR 

HYMAN— HOWARD  DAVISON,  of  31  Madawaska  Drive,  Ottawa,  Ont.  Born 
at  Montreal,  Que.,  Aug.  30th,  1903;  Educ:  B.Sc.  (Civil),  McGill  Univ.,  1925;  R.P.E. 
of  Ont.;  1923-24-25  (summers),  C.N.R.  Survey  Dept.,  Bell  Telephone  Company 
plant  dept.,  constrn.  engr.,  A.  F.  Byers  &  Co.  Ltd.,  Montreal;  1925-26,  constrn. 
engr.,  Mattagami  Pulp  &  Paper  Co.  Ltd.,  Smooth  Rock  Falls,  Ont.;  1926-27,  design- 
ing engr.,  Canadian  International  Paper  Co.  Ltd.,  Temiskaming;  1927-28,  designing 
engr.,  1928-29,  chief  dftsman.,  1929-32,  mtce.  engr.,  respons.  for  mtce.  and  constrn. 
of  plant.  Spruce  Falls  Power  &  Paper  Co.  Ltd.,  Kapuskasing,  Ont.;  1937,  to  date, 
with  J.  R.  Booth  Ltd.,  Ottawa,  mfrs.  of  lumber,  pulp,  paper  and  paperboard,  as 
follows:  1932-37,  works  engr.  i/c  mtce.,  design,  constrn.,  etc.,  1937-40,  production 
mgr.,  1940-42,  asst.  gen.  mgr.,  and  Jan.  1942  to  date,  general  manager.  (Jr.  1926). 

References:  L.  S.  Dixon,  C  W.  Boast,  W.  S.  Kidd,  A.  N.  Ball,  T.  A.  McElhanney. 

RUGGLES— EDGAR  LENFEST,  of  4  Adair  Apt».,  Regina,  Sask.  Born  at 
Regina,  Aug.  12th,  1913;  Educ:  B.Sc.  (Civil),  Univ.  of  Sask.,  1935;  1930-1931-1934 
(summers),  gravel  checker,  rodman,  asst.  instr'man,  Sask.  Dept.  of  Highways;  1935, 
Dept.  of  Mines  &  Resources,  i/c  field  party — 1936-37,  in  Ottawa  compiling  data  and 
writing  reports  on  field  work;  1937-39,  field  engr.,  prescribing,  checking,  and  servicing 
chemical  treatment  of  water  for  locomotive  boilers  on  railroads  in  western  Canada 
and  in  stationary  boiler  plants,  and  from  1940  to  date,  field  engr.  in  charge  of 
work  as  above,  in  western  Canada,  for  The  Bird  Archer  Co.  Ltd.  (Jr.  1936). 

References:  R.  A.  Spencer,  I.  M.  Fraser,  E.  K.  Phillips,  B.  Russell,  J.  J.  White. 

(Continued  on  page  269) 


268 


April   1942     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

IECHANICAL  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. 

IECHANICAL  ENGINEER  preferred  with  exper- 
ience on  diesels  and  tractors,  for  work  in  Mackenzie, 
B.G.  Apply  to  Box  No.  2482-V. 

IECHANICAL  DRAUGHTSMEN  and  engineers  for 
pulp  and  paper  mill  work.  Experienced  men  pre- 
ferred. Good  salary  to  qualified  candidates.  Apply 
to  Box  No.  2483-V. 

LECTRICAL  ENGINEER,  young  French  Canadian 
graduate  engineer  to  be  trained  on  work  involving 
hydro-electric  plant  operation,  transmission  lines  and 
construction,  meter  testing  and  inspection.  Good 
opportunity  to  acquire  first-hand  electrical  power 
experience.  Apply  to  Box  No.  2487 -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. 


CHEMICAL  CONSULTING  ENGINEER  with  prac- 
tical experience  to  advise  on  efficient  management  of 
small  plant  manufacturing  pigments  and  dry  colours 
for  paint  and  rubber  production.  Apply  to  Box 
No.  2503-V. 

MECHANICAL  ENGINEER  with  experienceinpulp 
and  paper  industry  for  supervision  and  maintenance 
work  in  large  paper  mill.  Must  be  experienced  in 
machine  shop  work  and  the  handling  of  men.  Apply 
to  Box  No.  2522-V. 


experience.  Age  30.  Married.  Transmission  line,  and 
distribution,  estimating,  design,  survey  and  con- 
struction threey  ears,  (  oneyear  actingsuperintendent) , 
interior  light  and  power  wiring  design,  estimating 
and  supervision  one  year.  Electric  meters  (AC)  six 
months,  electric  utility  drafting  six  months,  founda- 
tion layouts  and  concrete  inspection  six  months. 
Steam  power  plant  operation  two  years.  Presently 
employed  but  desire  advancement.  Apply  to  Box 
No.  2430-W. 


WANTED  IMMEDIATELY 

MECHANICAL 
ENGINEERS 

as  managers  of  divisional 
offices  of  corporations  hand- 
ling sub-contracts  for  war 
emergency  programme. 

— to  supervise  production  of  machin- 
ery and  equipment,  including  direc- 
tion of  staff  and  relations  with 
contractors.  Must  have  experience 
in  production  control,  machine  shop 
and  foundry  practice — preferably  in 
heavy  industry.  Give  credentials, 
present  salary.  Do  not  apply  if 
already  engaged  in  war  work. 

P.  O.  Box  170,  Station  B, 
MONTREAL 


ENGINEER  OFFICERS  WANTED 

Applications  are  invited  for  Commissions  in  the  Royal 
Canadian  Ordnance  Corps  for  service  both  overseas 
and  in  Canada  as  Ordnance  Mechanical  Engineers. 
Since  it  is  probable  that  several  new  units  will  be 
organized  in  the  near  future,  a  number  of  senior 
appointments  may  be  open,  and  applications  from 
engineers  with  a  good  background  of  military  ex- 
perience would  be  welcomed  in  this  connection. 
Applications  should  be  submitted  on  the  regular 
Royal  Canadian  Ordnance  Corps  application  forms, 
which  can  be  obtained  from  the  District  Ordnance 
Officers  of  the  respective  Military  Districts. 


SITUATIONS  WANTED 

MECHANICAL  ENGINEER  age  55  years.  Married. 
Available  at  once.  Thirty  years  experiencein  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. 

ENGINEER  ADMINISTRATOR,  experienced  in 
public  utilities,  shipyard  construction,  airplane  con- 
struction, crane  construction,  general  mechanical 
engineering  and  inspection  work,  also  sales  promotion. 
Open  for  appointment.  Apply  to  Box  2429-W. 

GRADUATE  ENGINEER  in  Electrical  and  Mechani- 
cal Engineering,  m.e.i.c,  and  r.p.e.,  electric  utility 


FOR    RENT 

Desirable  Location  For 
Engineering  Office 

Entire  ground  floor  about  30ft.x 
80  ft.,  4  large  rooms  and  one  small. 
Suitable  for  consulting  engineering 
office  or  similar  private  professional 
practice.  Garage  in  back  yard. 

3425  University  St. 

(Opp.  Pulp  &  Paper  Laboratory) 

MONTREAL 

Apply  at  above  address  or  telephone 
MA.  2975 


PRELIMINARY  NOTICE 

(Continued) 

FOR  TRANSFER  FROM  STUDENT 

GIAUQUE— LOUIS  FREDERICK,  of  Hamilton,  Ont.  Born  at  Elbow,  Sask., 
an.  28th,  1914;  Educ:  has  completed  3rd  year  engrg.  and  expects  to  graduate 
lay,  1942  at  Univ.  of  Sask.  with  degree  of  B.Sc.  (Mech.);  1941,  design  engr.,  B. 
ireening  Wire  Co.  Ltd.,  Hamilton,  Ont.,  at  present  on  leave  of  absence,  completing 
agrg.  course.  (St.  1941). 

References:  R.  A.  Spencer,  I.  M.  Fraser,  G.  D.  Archibald,  C.  J.  Mackenzie,  W. 
1.  Lovell. 

HARRIGAN— MAYO  ARTHUR  PERRIN,  of  244K  Barrington  St.,  Halifax, 
r.S.  Born  at  Halifax,  Jan.  19th,  1907;  Educ:  B.Sc.  (Elec.)  1932,  B.Sc.  (Mech.), 
933,  N.S.  Tech.  Coll.;  1929,  student  asst.,  Geol.  Survey;  1931,  inspr.  of  concrete, 
lity  of  Halifax;  1934-39,  marine  engr.  i/c  of  watch  at  sea  on  govt,  and  cable  ships; 
939-40,  shift  engr.,  Canadian  Industries  Ltd.,  i/c  of  elec.  and  mech.  repair  (C.I.L. 
lonsolidated  and  Alkali  Works,  Shawinigan  Falls)  ;  1940,  chief  engr's  staff,  at  present 
sst.  to  the  chief  engr.,  H.  M.  C.  Dockyard,  Halifax,  N.S.  (St.  1930). 

References:  S.  J.  Montgomery,  H.  R.  Theakston,  A.  E.  Flynn,  R.  P.  Donkin. 

LEROUX— FRED  CLEMENTS,  of  Vancouver,  B.C.  Born  at  Weyburn,  Sask., 
une  13th,  1913;  Educ:  B.Sc.  (Agric  Engrg.),  Univ.  of  Sask.,  1939;  1940-41  (inter- 
littently),  Univ.  of  Miss.,  preparing  for  Master's  Degree;  1934-36,  J.  H.  Early 
lotor  Co.  Ltd.,  Saskatoon;  1937,  serviceman  and  repairman,  J.  I.  CaBe  Co.;  1939, 
ead  of  a  small  survey  at  the  Scott  Experimental  Station;  1939-40,  instructor  of 
lechanics,  Extension  Dept.,  Univ.  of  B.C.;  1940-41,  research  asst.,  Dept.  of  Agric. 
!ngrg.,  Univ.  of  Miss.,  on  American  Cyanamid  Fellowship;  1941  to  date,  field  and 
gric  engr.,  B.C.  Plywood  Ltd.,  Vancouver,  B.C.  (St.  1939). 

References:  I.  M.  Fraser,  C.  Neufeld,  S.  G.  Talmsn. 

NORMAN— RONALD  LEE,  of  1  Prince  Arthur  St.,  Halifax,  N.S.  Born  at  West 
a.  Have,  N.S.,  July   15th,  1914;  Educ:  B.Eng.   (E.E.),  N.S.  Tech.  Coll.,   1935j 


1935,  pavement  inspr.  (junior),  and  1935-37,  senior  inspr.,  Milton  Hersey  Co.,  Ltd., 
for  N.S.  Dept.  of  Highways — asst.  to  res.  engr.,  i/c  of  staff  inspecting  materials, 
mixing  and  laying  of  bituminous  pavements;  1937-39,  sound  engr.,  Dominion  Sound 
Equipments  Ltd.,  Halifax,  N.S.;  1939-40,  constrn.  engr.,  Fundy  Construction  Co., 
Halifax;  at  present,  meter  engr.,  i/c  gen.  mtce.,  installns.,  etc,  of  metering  and  con- 
trol equipment,  Imperial  Oil  Refinery,  Imperoyal,  N.S.  (St.  1932). 

References:  W.  P.  Copp,  S.  W.  Gray,  P.  A.  Lovett,  I.  M.  Fraser,  R.  L.  Dunsmore. 

READ— FREDERICK  CYRIL,  of  Montreal,  Que.  Born  at  Cobalt,  Ont.,  Aug. 
1st,  1914;  Educ:  B.A.Sc  (Chem.),  Univ.  of  Toronto,  1939;  with  Hollinger  Cons. 
Gold  Mines,  Timmins,  Ont.,  18  mos.  prior  to  University,  and  three  summer  vacations 
— 10  mos.  labour,  8  mos.  assaying,  and  12  mos.  ore  dressing  lab.;  1939-10,  Marks  & 
Clark,  patent  attorneys,  Ottawa;  1940-41,  sulphite  pulp  grader,  Spruce  Falls  Power 
&  Paper  Co.,  Kapuskasing  ,Ont.;  Sept.,  1941  to  date,  research  asst.,  Dominion  Tar 
&  Chemical  Co.,  Montreal,  Que.  (St.  1938). 


References: 
P.  L.  Climo. 


C.  E.  Sisson,  J.  J.  Spence,  O.  Holden,  R.  S.  Walker,  D.  C.  Beam, 


ROGERS— HOWARD  W.,  of  210  Carlyle  Ave.,  Town  of  Mount  Royal,  Que 
Born  at  Westmount,  Que.,  June  27th,  1908;  Educ:  B.Sc  (Elec),  McGill  Univ., 
1931;  1928-29-30  (summers),  dftsman.,  Northern  Elec.  Co.  Ltd.,  timekpr.,  Dakin 
Constrn.  Co.;  instr'man.,  Montreal  L.  H.  &  P.;  1931,  instr'man.,  Rapide  Blanc 
Shaw.  Engrg.  Co.;  1934  to  date,  sales  engr.,  asst.  to  branch  mgr.,  Canadian  Blower 
&  Forge  Co.  Ltd.,  and  Canada  Pumps  Ltd.,  Montreal.  (St.  1931). 

References:  G.  J.  Dodd,  L.  E.  Krebser,  E.  A.  Ryan,  F.  A.  Combe,  I.  S.  Patterson. 

WIEBE — LESLIE,  of  15  Conway  Court,  Winnipeg,  Man.  Born  at  Herbert,  Sask., 
Sept.  14th,  1911;  Educ:  B.Sc.  (Mech.),  Univ.  of  Sask.,  1940;  1938-40,  student 
demonstrator,  Univ.  of  Sask.;  1940  (3  mos.),  dftsman.,  (3  mos.),  asst.  to  plant  supt., 
and  1941  (9  mos.),  asst.  engr.,  Sutton-Horsley  Co.  Ltd.,  Toronto;  1941  to  date, 
chief  dftsman.,  MacDonald  Brothers  Aircraft  Ltd.,  Robinson  St.  Divn.,  i/c  engrg. 
dept.  (St.  1930). 


References:  I.  M.  Fraser, 
Neufeld,  N.  W.  DuBois. 


W.  E.  Lovell,  N.  B.  Hutcheon,   C.   J.   Mackenzie,  C. 


fHE  ENGINEERING  JOURNAL     April,  1942 


269 


Industrial  News 


BLUE  PRINT  READING 

The  Lincoln  Electric  Company,  Cleveland, 
Ohio,  have  issued  the  second  edition  of  their 
146-page  book  entitled  "Simple  Blue  Print 
Reading  with  Special  Reference  to  Welding." 
This  hook  is  written  in  simple,  practical  lan- 
guage, and  it  is  intended  that  welders,  mech- 
anics and  others  will  be  enabled,  by  a  few 
hours'  sparetime  study,  to  learn  print  reading 
which  otherwise  might  take  many  months  to 
learn.  The  text  gives  the  students  a  clear 
understanding  of  symbols  used  in  drawing 
various  types  of  welded  joints,  including  butt, 
corner,  fillet,  lap,  etc.  The  illustrations  con- 
tained in  the  book  include  practical  examples 
of  drawings  of  a  number  of  machine  parts, 
pipe  connections,  general  construction,  tanks, 
etc.  A  list  of  questions  and  answers  allows  the 
student  to  test  his  knowledge. 

CONSERVATION  OF  TIRES 

"Valuable  Hints  on  How  To  Make  Your 
Tires  Last  Longer"  is  the  title  of  a  12-page 
booklet  recently  published  by  Dominion 
Rubber  Co.  Ltd.,  Montreal,  Que.  This  timely 
publication  is  filled  with  important  informa- 
tion on  the  subject,  illustrated  with  photo- 
graphs and  drawings.  Among  the  subjects 
treated  are:  how  retreading  and  re-grooving 
add  mileage;  how  to  "cross-switch  tires"; 
how  to  guard  against  blowouts;  and  many 
other  recommendations  and  tips. 

ENGINEERING  STANDARDS 

Bulletin  Vol.  15  No.  4,  published  by  Cana- 
dian Engineering  Standards  Association, 
Ottawa,  Ont.,  gives  list  of  publications,  and 
description  of  matters  dealt  with  at  the  19th 
ordinary  general  meeting,  and  at  meetings  of 
committees  on  steel  construction,  small  rivets, 
distribution  transformers,  Canadian  Electrical 
Code  parts  II  and  III,  and  new  CESA  Stan- 
dards. Amendments  to  CESA  Standards, 
committee  appointments,  report  of  chairman 
of  approvals  division,  A. I.S.I,  manuals  and 
New  British  Empire  Standards,  are  also 
covered. 

EXTRA  CARBON  TOOL  STEEL 

Jessop  Steel  Co.  Ltd.,  Toronto,  Ont.,  are 
distributing  an  8-page  Bulletin  No.  941  which 
describes  this  cold  melt  electric  furnace  steel 
made  from  the  best  domestic  base.  It  is  this 
manufacturer's  "intermediate"  grade  of  car- 
bon tool  steel,  being  less  expensive  than 
"Special"  grades,  yet  of  better  quality  than 
"Standard"  grades.  It  is  intended  for  applica- 
tions where  both  price  and  service  require- 
ments must  be  considered,  and  where  a  tough 
core  with  hard  surface  is  desired.  Typical 
applications,  with  recommended  tempers  for 
each,  are  listed. 

INDUSTRIAL   RUBBER   PRODUCTS 
CONSERVATION 

The  first  four  of  a  series  of  six  pamphlets 
on  "How  to  Get  the  Most  Service  Out  of 
Industrial  Rubber  Products"  have  just 
been  published  by  The  B.  F.  Goodrich  Rubber 
Co.,  Akron,  Ohio,  and  are  prepared  in  a  vest- 
pocket-size  format  so  that  they  can  be  easily 
carried.  The  series  is  designed  to  assist  in  the 
tremendous  programme  of  rubber  conserva- 
tion now  made  necessary  by  war  develop- 
ments. All  four  of  the  first  series  of  pamphlets 
deal  with  belting — No.  1  "Transmission  Belt- 
ing," No.  2  "Conveyor  Belting,"  No.  3  "V- 
Belt  Drives,"  and  No.  4  "Belt  Salvage." 
Each  of  the  subjects  is  subdivided  into  chap- 
ters dealing  with  the  various  angles  of  the 
topic,  and  is  written  in  non-technical  language 
so  that  all  can  understand  how  to  best  main- 
tain and  conserve  the  precious  rubber  products 
now  in  their  plants.  The  company  will  supply 
copies  of  these  booklets  free  upon  request.  If 
no  figures  are  given  as  to  the  number  of 
copies  desired,  the  company  will  send  only 
one  on  each  request. 


Industrial      development  —  new    products  —  changes 
in     personnel    —    special     events    —    trade     literature 


THE  GEOLOGISTS' 
PARADISE 

The  province  of  Nova  Scotia  is  the 
geologists'  paradise  because  all  ages 
of  rocks  from  Mesozoic  down  to  Pre- 
cambrian  are  predominately  displayed 
within  a  relatively  small  area. 

Fossil  ferns  and  stems  found  in  the 
coal  measures  are  the  palaeo-botan- 
ists'  delight. 

Pitching  anticlines,  synclines  and 
anticlinal  domes  are  prominently  dis- 
played in  the  Precambrian  sediments. 

The  rock  exposures  around  Minas 
Basin  are  the  museum  curators' 
favorite  hunting  ground  for  zeolites. 

Shortage  of  gasoline  and  tires  may 
curtail  your  proposed  motor  trip — 
but  come  just  the  same— the  pro- 
vince is  well  served  by  the  two  largest 
railway  systems  on  the  North  Ameri- 
can continent,  and  interconnecting 
bus  lines. 

THE  DEPARTMENT  OF  MINES 

HALIFAX,  NOVA  SCOTIA 


L.  D.  CURRIE 
Minister 


A.  E.  CAMERON 
Deputy  Minister 


CONTROL  AND  TRANSFER 
SWITCHES 

Booklet  No.  CGEA  1631D,  20  pp.,  issued 
by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  describes  and  illustrates  con- 
trol and  transfer  switches,  type  SB-1,  foi- 
circuit  breaker  rheostat  and  governor  control, 
or  for  instrument  transfer.  Illustrations  of 
construction  show  styles  of  fixed  contacts  and 
common  uses.  Tables  give  interrupting  ratings 
in  amperes.  Diagrams  are  given  showing 
dimensions,  specifications,  weights,  etc.,  and 
10  pages  of  contact  diagrams  are  included. 

CUTTING  TOOLS 

Effective  January  26,  1942,  an  8-page  Cata- 
logue CGT-140,  made  available  by  Canadian 
General  Electric  Co.  Ltd.,  gives  specifications, 
numbers,  prices,  and  illustrations,  for  various 
styles  of  "Carboloy"  standard  tools.  Each 
style  of  tool  is  illustrated  and  a  series  of 
drawings  show  typical  adaptations  that  can 
be  quickly  ground  in  these  standard  tools. 

DE-HYDRATING  HYDRO-BIN 

Allen-Sherman-Hoff  Co.,  Philadelphia,  Pa., 
describe  de-hydrating  hydro-bins  for  handling 
ashes,  coke,  or  other  materials,  which  can  be 
hydraulically  conveyed,  in  their  12-page 
Catalogue  No.  1240.  Methods  for  use  are 
fully  described,  and  many  illustrations  show 
typical  installations.  This  company  is  repre- 
sented in  Canada  by  F.  S.  B.  Heward  &  Co. 
Ltd.,  Montreal,  Que. 

DIACTOR  REGULATORS 

A  16-page  Bulletin  CGEA-2022D,  pub- 
lished by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  describes  type  GDA  diactor 
generator- voltage  regulators  for  alternating 
current  machines,  with  pictorial  diagram  of 
regulator  connections,  descriptions  and  dia- 
grams covering  methods  of  mounting,  general 
descriptions  of  construction  design,  auxiliary 
apparatus,  accessories  and  operation.  Connec- 
tion diagrams,  tables  of  dimensions  and  vector 
diagrams  showing  effect  of  cross-current 
compensation  on  voltage  are  included. 


ENGINEERING  PROGRESS— 1941 

Entitled  "Engineering  Progress — 1941,'' 
booklet  S.P.  2270A,  40  pp.,  issued  by  Canadian 
Westinghouse  Co.  Ltd.,  Hamilton,  Ont.,  con- 
tains illustrated  articles  on  hydro-electric 
power,  steam  turbine  studies,  transformers, 
voltage  regulators,  capacitor  potential  devices, 
power  factor  correction,  steel  mill  develop- 
ments, dynamometers,  mine  locomotives, 
refrigeration,  X-rays,  fluorescent  lighting,  sun 
lamps,  electric  ranges,  and  many  other 
subjects. 

FLY  ASH  ELIMINATION 

Precipitation  Company  of  Canada,  Ltd., 
Montreal,  Que.,  have  issued  a  24-page  bulletin 
which  contains  illustrations,  diagrams  and 
dimension  sheets,  as  well  as  tube  calculation 
charts,  tables  of  collection  efficiencies  and 
other  valuable  information  on  the  collection 
of  fly  ash.  While  ash  cannot  be  prevented 
even  by  the  most  careful  firing,  by  the  instal- 
lation of  a  "Multiclone"  assembly  between 
the  boiler  and  the  stack,  all  solid  particles 
down  to  the  lower  micron  brackets  are  auto- 
matically collected  with  minimum  draft  loss. 
Simple  duct  arrangements  minimize  installa- 
tion and  operating  costs.  Automatic  volume 
controls  ensure  efficiency  under  all  conditions. 

GRINDING  CEMENTED  CARBIDE 
TOOLS 

Norton  Company  of  Canada  Ltd.,  Hamil- 
ton, Ont.,  have  available  a  52-page  booklet 
wjiich  describes,  with  illustrations  and  dia- 
grams, and  14  pages  of  tables,  the  construction 
of  and  uses  for  "Norton"  green  crystolon 
wheels  and  "Norton"  diamond  wheels. 
Recommendations  are  given  as  to  types  most 
suitable  for  various  operations  and  directions 
for  use  are  included. 

OVERCURRENT  RELAYS 

A  20-page  Booklet  No.  CGEA  3553,  issued 
by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  describes  induction-time  over- 
current  relays  type  IAC,  single-phase  and 
three-phase.  Applications  are  described,  with 
illustrations  and  connection  diagrams.  Four 
graphs  of  settings,  showing  characteristics  are 
given,  also  a  table  showing  volt-ampere  bur- 
dens for  various  sizes.  Construction  and 
operation  are  fully  described  with  illustra- 
tions. Tables  of  ratings,  dimensions  and 
specifications,  and  directions  for  ordering  are 
also  included. 

PARTS  FOR  MAGNETIC  SWITCHES 

Description  of  parts,  catalogue  numbers 
and  quantity  per  switch,  of  renewal  parts  re- 
quired for  CR-7006,  size  3,  A-C  magnetic 
switches,  with  an  illustration  of  each  part, 
are  given  in  a  4-page  Folder  3008  published 
by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont. 

PROLONGING  LIFE  OF  RUBBER 
PRODUCTS 

The  B.  F.  Goodrich  Rubber  Co.,  Akron, 
Ohio,  are  distributing  mimeographed  reprints 
of  the  text  of  an  article  on  the  subject  "Don't 
Abuse  Rubber — How  to  Prolong  Its  Life" 
which  was  originally  published  in  "Factory 
Management  and  Maintenance"  and  is  repro- 
duced with  the  magazine's  permission. 

WIRING  DEVICES 

Catalogue  No.  41WD,  76  pp.  and  cover, 
recently  issued  by  Canadian  General  Electric 
Co.  Ltd.,  Toronto,  Ont.,  gives  tables  showing 
catalogue  numbers,  capacities,  weights,  and 
prices  for  various  wiring  devices  including 
lampholders,  switches,  plates,  caps,  plugs, 
connectors,  outlets,  etc.  Typical  illustrations 
are  given  for  each  type,  with  descriptions. 


270 


April,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL.  MAY  1942 


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.e. 

Editor 


LOUIS  TRUDEL,  m.e.i.c. 
Assistant  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. 
H.50  a  year  in  Foreign  Countries.  To  members 
ind  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
—Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


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


INTERIOR  VIEW  OF  LA  TUQUE  POWER  HOUSE,  QUE Cover 

(Photo  Shawinigan    Water  &  Power  Company) 

SYNTHETIC  RUBBER 274 

Dr.   R.   S.  Jane 

SUBCONTRACTING  IN  CANADA'S  MUNITION  INDUSTRIES       .         .  279 
F.  L.  Jeckell 

LIONS'  GATE  BRIDGE— II 282 

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

DISCUSSION  ON  THE  MANUFACTURE  OF  THE  25-POUNDER 

IN  CANADA 298 

DISCUSSION  ON  THE  JUSTIFICATION  AND  CONTROL  OF  THE 

LIMIT  DESIGN  METHOD 303 

ABSTRACTS 307 

FROM  MONTH  TO  MONTH 312 

PERSONALS 321 

Visitors  to  Headquarters         .........  324 

Obituaries          ............  325 

NEWS  OF  THE  BRANCHES 325 

LIBRARY  NOTES 332 

PRELIMINARY  NOTICE 336 

EMPLOYMENT  SERVICE 337 

INDUSTRIAL  NEWS 338 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
*K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton.  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
M.  M.  FLEMING,  Port  Arthur,  Ont. 
*I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
*J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
*S.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


VICE-PRESIDENTS 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

*J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

*E.  M.  KREBSER,  Walkerville,  Ont. 

fN.  MacNICOL,  Toronto,  Ont. 

*H.  N.  MACPHERSON,  Vancouver,  B.C. 

*H.  F.  MORRISEY,  Saint  John,  N.B. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


STANDING  COMMITTEES 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


JC.  J.  MACKENZIE,  Ottawa,  Ont. 


*W.  H.  MUNRO,  Ottawa,  Ont. 

tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD.  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

•J.  A.  VANCE,  Woodstock,  Ont. 

*For  1942  tFor  1942-43         JFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE,  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 

T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 


SPECIAL  COMMITTEES 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 

E.  W.  IZARD 

H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 
John  Galbraith   Prize 

J.  L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prize  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest  Marceau   Prize  (French) 

H.  CIMON,  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime  Provinces) 
Martin  Murphy   Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 


THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 

J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 

R.  DeL.  FRENCH 

R.  F.  LEGGET 

A.  E.  MACDONALD 

H.  W.  McKIEL 


MEMBERSHIP 

J.  G.  HALL,  Chairman 
S.  R.  FROST 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,   Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 

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


272 


May,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


IORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 

J.  F.  G.  BLOWEY 

W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 

:algary 

Chairman,     H.  J.  McEWEN 
Vice-Chair.,  J.  G.  MacGREGOR 
Executive,      J.  N.  FORD 

A.  GRIFFIN 

H.  B.  SHERMAN 
{Ex-Officio),  G .  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
Sec.-Treas.,  K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
:APE  BRETON 
Chairman,     J.  A.  MacLEOD 

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

(Ex-Officio),  F.  W.  GRAY 
Set.-Treas.,    S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

DMONTON 

Chairman,     D.  A.  HANSEN 
Vice-Chair.,  D.  HUTCHISON 
Executive,      C.  W.  CARRY 

B.  W.  PITFIELD 
E.  R.  T.  SKARIN 
J.  A.  ALLAN 

E.  ROBERTSON 
J.  W.  JUDGE 
(Ex-Officio),  J.  GARRETT 

R.  M.  HARDY 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 
IALIFAX 
Chairman,     P.  A.  LOVETT 
Executive,      A.  E.  CAMERON 

G.  T.  CLARKE  G.  J.  CURRIE 

A.  E.  FLYNN  J.  D.  FRASER 

D.  G.  DUNBAR  J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 
G.  T.  MEDFORTH 
(Ex-Officio),  S.  L.  FULTZ  J.  R.  KAYE 

Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 
IAM1LTON 
Chairman,      STANLEY  SHUPE 
Vice-Chair.,  T.  S.  GLOVER 
Executive,      H.  A.  COOCH 

NORMAN  EAGER 
A.  C.  MACNAB 
A.  H.  WINGFIELD 
(Ex-Officio),  W.  J.  W.  REID 

W.  A.  T.  GILMOUR 
Sec.-Treas.,    A.  R.  HANNAFORD, 
354  Herkimer  Street, 
Hamilton,  Ont. 
;iNGSTON 
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.,  3.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 
AKEHEAD 

Chairman,    B.  A.  CULPEPER 
Vice-Chair., MISS  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), H.  G.  O'LEARY 

J.  M.  FLEMING 
Sec.-Treas.,  W.  C.  BYERS, 

o/o  C.  D.  Howe  Co.  Ltd.. 
Port  Arthur,  Ont. 
.ETHBRIDGE 
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.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alt». 


LONDON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


MONCTON 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


F.  T.  JULIAN 

T.  L.  McMANAMNA 

F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 

R.  W.  GARRETT 

J.  A.  VANCE 

H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 


F.  O.  CONDON 
H.  J.  CRUDGE 
B.  E.  BAYNE 

G.  L.  DICKSON 
T.  H.  DICKSON 
H.  W.  McKIEL 

V.  C.  BLACKETT, 
Engr.  Dept.,  C.N.R 
Moncton,  N.B. 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


MONTREAL 

Chairman, 

Vice-Chair., 

Executive, 


J.  A.  LALONDE 
R.  S.  EADIE 
R.  E.  HEARTZ 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
H.  F.  FINNEMORE 
R.  C.  FLITTON 
G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 
J.  G.  HALL 
W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

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 

(Ex-Officio),  A.  W.  F.  McQUEEN 
Sec.-Treas.,  J.  H.  INGS, 

1870  Ferry  Street. 

Niagara  Falls,  Ont. 
OTTAWA 

Chairman,      N.  B.  MacROSTIE 
Executive,      W.  G.  C.  GLIDDON 

R.  M.  PRENDERGA3T 
W.  H.  G.  FLAY 
G.  A.  LINDSAY 
R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

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.,  RENE  DUPUIS 
Executive       O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRAY-DONALD 

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

Colonization  Department, 
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),  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 

G.  G.  MURDOCH 

Sec.-Treas.,  V.  S.  CHESNUT, 

P.O.  Box  1393, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 

R.  DORION 

H.  J.  WARD 

E.  T.  BUCHANAN 

J.  JOYAL 

H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  J.  B.  SWEENEY 

Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 
SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 
C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 
A.  E.  PICKERING 

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

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 
TORONTO 

Chairman,     W.  S.  WILSON 
Vice-Chair.,  W.  H.  M.  LAUGHLIN 
Executive,      D.  FORGAN 

R.  F.  LEGGET 
S.  R.  FROST 

F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 
(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 
H.  E.  BRANDON  J.  J.  SPENCE 

Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 
VICTORIA 

Chairman,     A.  S.  G.  MUSGRAVE 
Vice-Chair.,  KENNETH  REID 
Executive,      A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Ex-Officio),  A.  L.  CARRUTHERS 

G.  M.  IRWIN 
E.  W.  IZARD 

Sec.-Treas.,  J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     D.  M.  STEPHENS 
Vice-Chair.,  J.  T.  DYMENT 
Executive,      C.  V.  ANTENBRING 
N.  M.  HALL 
T.  H.  KIRBY 
E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
(Ex-Officio),  J.  W.  SANGER 
V.  MICHIE 

C.  P.  HALTALIN 
Sec.-Treas.,  THOMAS.  E.  STOREY, 

55  Princess  Street, 

Winnipeg,  Man. 


rHE  ENGINEERING  JOURNAL    May,  1942 


273 


SYNTHETIC  RUBBER 


Dr.  R.  S.  JANE 

Department  of  Research  and  Development,  Shawinigan  Chemicals  Limited,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  March  5th,  1942,  and  before  a  joint 
meeting  of  the  St.  Maurice  Valley  Branch  of  the  Institute  and  the  Shawinigan  Chemical  Association 

at  Shawinigan  Falls,  Que.,  on  April  22nd,  1942. 


During  the  past  few  months  our  attention  has  been 
focused  on  the  East  Indies,  now  completely  overrun  by  the 
Japanese.  While  the  threat  to  India,  Australia  and  New 
Zealand  is  uppermost  in  the  minds  of  most  of  us,  those 
responsible  for  supplies  of  vital  raw  materials  for  carrying 
on  the  war  look  upon  the  Eastern  catastrophe  from  another 
point  of  view  altogether.  When  one  considers  that  97  per 
cent  of  our  crude  rubber  is  imported  from  the  East  Indies, 
the  seriousness  of  our  position  with  regard  to  this  vital 
raw  material  is  at  once  apparent.  The  gravity  of  the 
situation  is  reflected  in  the  action  of  our  Government  in 
placing  rubber  and  rubber  products  under  control  in  order 
to  conserve  the  supplies  of  crude  rubber  now  in  this  country, 
and  at  the  same  time  to  build  up  a  reserve  against  the 
threat  of  a  complete  stoppage  of  shipments  from  the 
Orient.  This,  as  we  now  realize,  is  only  a  stop-gap  measure 
and  eventually,  in  the  not  too  distant  future,  we  shall  be 
compelled  to  develop  to  gigantic  proportions  our  small  but 
rapidly  expanding  synthetic  rubber  industry. 

Naturally  technical  men  throughout  the  country  are 
very  much  concerned  over  the  rubber  situation  and  are 
wondering  where  the  supply  for  industry  and  commerce  is 
to  be  obtained  during  the  next  few  years  if  this  war  con- 
tinues, as  it  is  almost  certain  to  do. 

The  uncertainty  of  this  situation  naturally  gives  rise  to  a 
number  of  questions,  the  answers  to  which  are  a  matter  of 
some  importance  to  those  of  us  engaged  in  industry  where 
rubber  in  some  form  or  other  is  a  vital  material.  For 
instance,  among  the  questions  which  immediately  come  to 
mind  are  the  following  : 

1.  How  is  synthetic  rubber  made  ? 

2.  Approximately  how  much  synthetic  rubber  is  now 
being  produced  on  this  continent  ? 

3.  What  raw  materials  are  being  used  to  produce  synthetic 
rubber  and  are  these  available  in  sufficient  quantity  to 
enable  the  existing  plants  to  expand  ? 

4.  To  what  extent  can  synthetic  rubber  be  used  to  replace 
natural  rubber  ? 

5.  How  long  will  it  take  to  build  synthetic  rubber  plants  to 
satisfy  our  numerous  demands  ? 

6.  What  is  to  be  the  cost  of  plant  and  production  for  large 
scale  operation  ? 

In  the  following  paragraphs  an  attempt  is  made  to  answer 
these  questions  as  far  as  the  answers  can  be  found  in  the 
current  literature  on  the  subject. 

In  order  to  get  a  clear  picture  of  the  present  status  of  the 
synthetic  rubber  situation  it  is  necessary  to  review  briefly 
the  developments  of  the  industry  in  this  and  other  countries. 

Even  before  the  time  of  Goodyear's  historic  discovery  of 
the  vulcanization  process,  chemists  were  searching  for  a 
synthetic  substitute  for  rubber.  Faraday  analysed  crude 
rubber  and  found  it  to  be  a  hydro-carbon  having  the 
empirical  formula  C6H8.  Greville  Williams,  another 
Englishman,  later  in  1860  subjected  rubber  to  destructive 
distillation  and  obtained  a  water-white  liquid  of  the  same 
composition  as  rubber  which  he  called  isoprene.  Later  still  a 
Frenchman,  Bouchardat,  converted  isoprene  into  a  rubber- 
like mass  which  while  like  rubber  in  appearance  was  very 
much  inferior  to  the  natural  product  in  physical  properties. 

During  the  decade  prior  to  the  first  World  War,  British 
and  German  research  groups  worked  feverishly  for  the 
honour  of  being  the  first  to  obtain  a  satisfactory  synthetic 
product.  The  wide  fluctuation  in  price  of  crude  rubber  in 
this  period  spurred  them  on,  but  all  attempts  to  obtain  a 
product  comparable  to  natural  rubber  resulted  in  failure. 


The  British  soon  lost  heart  and  concentrated  their  efforts  on 
building  up  the  efficiency  of  production  in  the  plantations 
in  the  East  Indies.  The  Germans  too  were  more  or  less 
discouraged  and  did  not  take  up  the  search  again  until  they 
were  forced  into  it  by  the  British  blockade  in  1915.  Faced 
with  a  critical  shortage  of  rubber  in  Germany  they  built  a 
plant  in  Cologne  to  produce  150  tons  of  synthetic  rubber 
per  month  based  on  dimethyl  butadiene  or  methyl  isoprene 
from  acetone  derived  from  calcium  carbide  and  acetylene. 
The  product  turned  out  from  this  plant  was  definitely 
inferior  to  natural  rubber  and  consequently  its  production 
was  discontinued  immediately  after  the  armistice. 

After  the  war  the  British  introduced  the  Stevenson 
Restriction  in  order  to  raise  the  level  of  crude  rubber  prices. 
While  this  arrangement  no  doubt  materially  aided  planta- 
tion owners  and  probably  saved  the  industry  in  the  East  it 
had  the  effect  of  reviving  the  search  for  a  synthetic  sub- 
stitute in  Germany  and  also  this  time  in  the  United  States. 
The  search  continued  until  1931  when  the  DuPont  Com- 
pany announced  the  first  successful  synthetic  rubber  which 
they  called  polychloroprene.  In  chemical  composition 
polyçhloroprene  is  different  from  natural  rubber  in  that  it 
contains  40  per  cent  chlorine,  but  in  its  physical  properties 
it  is  more  nearly  like  the  natural  product  than  many  of  the 
synthetic  rubbers  discovered  before  or  since.  When 
announced  by  the  DuPont  Company  the  new  rubber  was 
called  Duprene  but  it  has  since  been  called  Neoprene,  the 
name  which  it  still  bears. 

A  year  later,  in  1932,  Thiokol,  the  polysulphide  rubber, 
was  discovered  and  this  was  followed  by  the  Goodrich 
Koroseal,  which  is  a  plasticized  polyvinyl  chloride.  In 
1935  the  I.  G.  Farben  Company,  in  Germany  introduced  a 
series  of  Buna  rubbers  based  on  butadiene,  styrene,  and 
acrylonitrile.  The  year  1938  was  an  important  one  for 
synthetic  rubber  when  Hitler  rolled  the  German  army 
into  Austria  on  Buna  tires,  a  performance  which  con- 
vinced the  world  that  synthetic  rubber  was  no  longer  a 
laboratory  curiosity  but  an  industrial  product  that  had 
come  to  stay. 

The  spread  of  the  war  in  1940  and  1941  with  a  possibility 
of  the  East  being  involved  sooner  or  later  finally  caused  the 
United  States  to  become  concerned  over  its  supply  of  crude 
rubber.  As  if  in  answer  to  our  second  question  above  there 
followed  announcements  in  quick  succession  that  the 
Goodrich  Rubber  Company,  the  Goodyear  Tire  and 
Rubber  Company,  the  Firestone  Company  and  the  Standard 
Oil  of  New  Jersey  were  building  or  had  already  built 
educational  plants  to  produce  new  variations  of  the  buta- 
diene type  rubbers.  This  then  brings  the  development  up 
to  the  beginning  of  this  war  and  well  into  1940. 

Now  to  go  back  to  the  first  question,  how  are  the  synthetic 
rubbers  made  ?  First  let  us  consider  the  German  Bunas. 
Everyone  is  more  or  less  familiar  with  the  name  Buna  as 
being  the  trade  name  for  the  synthetic  rubbers  developed 
in  that  country  during  the  last  decade.  Buna  S,  the  most 
important  one,  is  a  copolymer  of  butadiene  and  styrene. 
Buna  N,  another  synthetic  rubber,  is  made  in  a  similar 
manner  by  copolymerizing  butadiene  and  a  compound 
called  acrylonitrile,  or  vinyl  cyanide.  The  process  of 
copolymerization  is  a  German  invention  whereby  mixtures 
of  butadiene  and  other  hydrocarbons  of  the  same  family  are 
brought  together  under  certain  conditions  to  form  rubber- 
like masses  which  they  call  copolymers. 

The  theory  is  that  certain  hydrocarbon  molecules  link 
up  into  long  chains  attached  end  to  end  forming  what  is 
called  a  macromolecule.  When  a  substance  is  composed  of 


274 


May,  1942    THE  ENGINEERING  JOURNAL 


nacromolecules  of  this  type  it  generally  possesses  plastic  or 
'lastic  properties  more  or  less  resembling  natural  rubber, 
apparently  when  butadiene  and  styrene  are  linked  up  into 
ong  chains  (copolymerized)  the  resulting  product  is 
'Xtremely  like  natural  rubber  in  its  behaviour.  However 
>ur  knowledge  of  the  macromolecular  structure  of  natural 
tnd  also  synthetic  rubber  is  far  from  complete  and  con- 
equently  the  picture  of  these  polymers  in  the  form  of 
hains  of  various  complexities  may  not  be  entirely  a  true 
me. 

In  Germany  all  these  materials  are  made  from  acetylene 
[erived  from  calcium  carbide  and  from  coal  tar  derived 
rom  distillation  of  coal.  The  sequence  of  steps  that  is  used 
ti  manufacturing  these  materials  is  shown  in  Chart  I. 


CHART  I 
The  German  Bunas 
Buna    S:  Butadiene  +  Stvrene 


(20%-- 10%) 


(Copolymer) 


Buna  N:  Butadiene  +  Acrvlonitrile (Copolymer) 

(20%-40%) 

let  hod  of  Manufacture  of: 
(1)  Butadiene: 

O 
// 

CH  =  CH     +    H20 >    CH3   -       C 

(Acetylene)         (water)  \ 

H 


(Acetaldehyde) 


0 


// 
2  CH3  —  C     - 

\ 
H 
(Acetaldehyde) 


// 


->    CH3CHOHCH2C 


\ 


(Aldol) 


H 


0 

// 


CH3CHOHCH2C         +  H2 >  CH3CHOHCH,CHOH 

\ 
H 

(Aldol)  (Butylène  Glycol) 

-  H20  ?    J 

CH3CHOHCH2CHOH >  CH2  =  C— C— CH2 

(Butylène  Glycol)  (Butadiene) 


(2)  Styrene: 

C6H6     +     CH  =  CH 
(Benzene)     (Acetylene) 


->    C6H5CH  ==  CH2 

(Styrene) 


(3  Acrylonitrile: 
HCN  + 

(Hydrogen  Cyanide) 


CH  =  CH 
(Acetylene) 


>     CH2=CHCN 

(Acrylonitrile 
or  Vinyl  cyanide) 


American  Bunas  are  similar  in  composition  to  their 
ierman  counterpart  but  on  this  continent  the  raw  materials 
)r  their  manufacture  are  quite  different.  The  butadiene, 
tyrene,  etc.,  can  be  made  from  crude  petroleum  and 
etroleum  refinery  gases  much  more  cheaply  than  from 
arbide  and  acetylene  as  is  done  in  Germany.  Chart  II  is  a 
Limmarv  of  the  methods  used  in  the  United  States  for  the 
nanufacture  of  butadiene,  styrene  and  acrylonitrile  from 
etroleum. 

It  is  seen  from  this  chart  that  most  of  the  raw  materials 
3r  the  American  Bunas  stem  from  petroleum.  The  Butyl 
Libber  of  Standard  Oil  Development  Co.  which  is  the 
Libject  of  much  comment  in  the  daily  press  at  present,  is 

copolymer  of  isobutylene  and  butadiene  with  the  isobuty- 
me  comprising  the  greater  part  of  the  copolymer.  Since 
ïobutylene  is  a  cheaper  material  than  butadiene  it  is 
easonable  to  assume  that  Butyl  would  constitute  a  lower 
riced  rubber  than  Buna  S  or  X.  However,  little  has  yet 
een  published  regarding  the  price  and  properties  of  Butyl 
nd  in  the  absence  of  such  data  it  is  difficult  to  make  com- 
parisons. 


CHART  II 

The  American  Bunas 

Buna   S:  Butadiene  +  Styrene (Copolymers) 

The  Buna  S  of  Standard  Oil    and    Firestone    (under    license 
from  German  I.  G.  Farben). 

Buna  N:  Butadiene  +  Acrylonitrile (Copolymers) 

The  Buna  N  of  Standard  Oil  and  Firestone. 
The  Hycar  or  Ameripol  of  Goodrich. 
The  Chemigum  of  Goodyear. 

Butyl  Rubber:  Isobutylene  +  Butadiene •    (Copolymers) 

Standard  Oil  Development  Co. 


Method  of  manufacture  of: 

(1)  Butadiene: 
(a)  Petroleum  +  special  cracking 


->    5-12%  Butadiene. 

CI         CI 

CH  —  CH  —  CH, 


(b)  CH3  CH=CH  CH3  +  Cl2 >    CH3  —  v,n  —  ^n  - 

(Butylène)  (Chlorine)  (Dichlorbutane) 


CI 

/ 


CI 


CH3  —  CH  —  CH  —  CH3 

(Dichlorbutane) 

BaCl2 


Heat 


(c)  CH3CH2CH2CH3 
(Butane) 


(d)  CH2  =  CH2  +  H20 
(Ethylene)       (Water) 


2C2H5OH 


H       H 

->    CH2— C  =  C  — CH2  +2HC1 
(Butadiene) 


Catalyst 


H      H 

->    CH2— C=C 
(Butadiene) 


CH, 


Catalyst 


->        C2H5OH 
(Ethyl  alcohol) 


CH, 


H 


(Ethyl  alcohol) 


(2)  Styrene: 


=  C  — CH2  +2H20  +H2 
(Butadiene) 


Catalyst) 


CeH5CH  =  CH2 
(Styrene) 


CH2=CHCN 

(Nitrile) 


CeH6  +  CH2  =  CH2 
(Benzene)       (Ethylene) 

(3)  Acrylonitrile: 

CH2  =  CH2  +  Air  +  HCN     

(Ethylene)  (Hydrogen  Cyanide) 

It  is  worthy  of  note  that  in  spite  of  the  fact  that  the 
search  for  a  suitable  synthetic  rubber  was  pursued  for 
more  than  thirty  years  in  Germany,  the  first  synthetic 
rubber  worthy  of  the  name  was  discovered  and  developed 
on  this  continent.  The  DuPont  Neoprenes  were  among  the 
first  synthetics  to  be  put  on  the  market  in  the  United 
States  and  since  that  time  their  outstanding  properties 
have  won  for  them  a  wide  acceptance  in  industry  even 
before  the  present  crisis  arose.  The  method  of  manufacturing 
the  Neoprene  is  shown  in  Chart  III. 

CHART  III 

The  Dupont  Neoprenes 

Several  types  are  on  the  market  each  having  its  own  industrial 
application. 

Method  of  manufacture: 

2  CH  =  CH  +  Catalyst 
(Acetylene) 
H 

I 


H 

1 
CH2  =C  — C  =  C  — H 

(Monovinvl  Acetylene) 
H       Cl' 
I  I 

>    CH2  =  C  —  C  =  CH2 

(Chloroprene) 


CH2=C  — C=C  — H  +  HC1 > 

(Monovinyl  acetylene)     (Hydrochloric) 
Chloroprene  polymerized  to  Polychloroprene  or  Neoprene  by  heat. 

Neoprene  like  the  German  Bunas  is  made  from  acetylene 
gas  but,  as  will  be  noted  from  the  chart,  by  a  very  much 


HE  ENGINEERING  JOURNAL     May,  1942 


275 


simpler  process.  If  acetylene  could  be  produced  readily  from 
petroleum  or  refinery  gases,  producers  of  Neoprene  like 
the  producers  of  American  Bunas  would  look  to  the  oil 
industry  for  their  raw  material.  Up  to  the  present  however, 
calcium  carbide  seems  to  be  by  far  the  cheapest  and  most 
suitable  source  of  acetylene  gas. 

Another  important  synthetic  rubber  which  is  used  to 
replace  rubber  in  certain  applications  is  the  organic  poly- 
sulphide  known  on  this  continent  as  Thiokol.  Its  method  of 
manufacture  is  shown  in  Chart  IV. 

CHART  IV 
The  Thiokols 
Organic  Polysdlphides — Thiokol  Corp. 
Method  of  Manufacture: 

CH2  =  CH2  +    Cl2 >     CH2C1  —  CH2C1 

(Ethylene)         (Chlorine)  (Ethylene  Dichloride) 

S      S 


CH2C1  — CH2C1  +  Na2S4 


(Ethylene  dichloride)     (Tetrasulphide) 

S      S 


->    (— CH2— CH2 


S— ) 


(— CH2— CH2  — S  — S— )  +NaOH~ >  (CH2CH2  — S  — S— )N 

(Thiokol) 

In  addition  to  its  many  interesting  properties  which  will 
be  shown  later  in  this  paper,  Thiokol  is  probably  the  sim- 
plest of  all  synthetic  rubbers  to  produce.  The  equipment  is 
simple  and  inexpensive  and  the  separating  and  treatment 
of  the  product  is  not  involved. 

One  of  the  most  interesting  developments  in  the  field 
of  lubber  substitutes  is  that  of  the  thermoplastic  substance 
called  polyvinyl  chloride.  As  it  is  made  polyvinyl  chloride 
is  a  hard,  horn-like  material,  having  not  a  vestige  of  rubber- 
like properties,  but  when  plasticized  or  softened  (elasticised 
is  more  appropriate),  it  possesses  many  of  the  excellent 
qualities  of  vulcanized  rubber.  Its  method  of  production 
and  raw  materials  involved  in  its  preparation  are  set  out  in 
Chart  V. 

CHART  V 

KoROSEAL  AND  THE  VlNYLITES 

Koroseal:  polyvinyl  chloride  +  plasticizer  —  Goodrich. 

(Tricresvlphosphate) 
(20-40%) 
Vinylites:  polyvinyl  chloride   +  polyvinyl  acetate  (Copolymers) 
+  Plasticizer.         (Carbide  and  Carbon  Chemicals  Corporation). 


Method  of  manufacture: 
(1)  Vinyl  Chloride: 

(a)ICH2  =  CH2  +  C12    - 

(Ethylene)     (Chlorine) 

CH2C1CH2C1  +  Caustic 
(Dichloret  hylene) 


-^    CH2C1CH2C1 
(Dichloret  hylene) 

-*   CH2  =  CHC1 
(Vinyl  Chloride) 


Carbide 

and 

Carbon 

Chemicals 

Corp. 


(b)  CH  =  CH  +HC1  Catalyst — >  CH;,  =  CHCn  Goodrich  & 

(Acetylene)     (Hydrochloric)  (Vinyl  chloride)  J  Shawinigan 

>  polyvinyl  chloride. 


CH  =  CHC1  +  polymerization 
catalyst 


(2)  Vinyl  Acetate:  o 

CH  =  CH  +CH3  C  — OH     catalvst => 

(Acetylene)      (Acetic  acid) 

O 

CH3  -  C—  OCH=  CH2  |  Shawinigan 
(Vinyl  acetate)         J 

(3)  Vinyl  acetate  -f-  vinvl  chloride       '    . — — — >  Yinvlite  copolymer. 
v  '       J  ■  catalyst  ■  K    • 

Properties  and  Applications 
It  is  beyond  the  scope  of  this  paper  to  describe  in  detail 
the  numerous  properties  and  applications  of  the  synthetic 
rubbers.  There  has  accumulated  over  the  last  ten  years  an 
extensive  literature  on  the  subject  to  which  the  reader 
must  be  referred  for  a  complete  treatise  on  properties. 


The  properties  of  the  synthetics,  like  natural  rubber, 
depend  to  a  large  extent  on  their  response  to  compounding — 
that  is,  the  art  of  selecting  the  kind  and  quantity  of  the 
various  ingredients  added  to  rubber  in  order  to  vulcanize 
it  and  impart  to  the  product  specific  desired  properties.  In 
the  case  of  the  Bunas,  natural  rubber  compounding  practice 
is  followed  fairly  closely.  Sulphur  is  used  for  vulcanization 
but  much  less  amount  is  necessary  in  order  to  give  satis- 
factory properties.  So  far  the  existing  organic  accelerators 
have  met  with  fair  success  but  more  active  ones  may  yet 
be  demanded.  The  usual  rubber  anti-oxidants  are  not  so 
effective  as  with  rubber  because  synthetics  themselves  are 
quite  resistant  to  oxidation.  The  customary  reinforcing 
agents  (for  example,  carbon  black)  are  even  more  effective 
in  the  case  of  the  Bunas.  On  account  of  the  hard  and  tough 
internal  structure  of  the  Bunas,  a  very  considerable  pro- 
portion of  oils,  plasticizers  and  softening  agents  are  re- 
quired in  order  to  process  them.  Because  of  their  resistance 
to  oxidation  and  cross-linked  type  of  structure,  they  do  not 
soften  or  break  down  on  milling  to  the  same  extent  as 
rubber,  and  consequently  it  is  more  difficult  to  disperse  in 
them  pigments,  fillers,  etc.  Plasticizers  are  added  to  over- 
come this  deficiency,  but  the  physical  properties  of  the 
resulting  product  suffer  correspondingly. 

Neoprene  is  unique  among  the  butadiene  type  rubbers  in 
that  sulphur  is  not  required  for  vulcanization,  the  applica- 
tion of  heat  being  sufficient.  Magnesium,  zinc  and  lead 
oxides  function  as  vulcanization  agents  and  sulphur  as  an 
accelerator.  Some  rubber  accelerators  exhibit  the  same 
effect  in  Neoprene;  others  have  a  retarding  action;  while 
still  others  are  efficient  plasticizers.  The  usual  reinforcing 
powders  increase  the  elasticity  but  not  the  tensile  strength 
of  Neoprene. 

Thiokols  can  be  made  to  undergo  a  change  similar  to 
vulcanization  in  spite  of  the  fact  that  one  would  not  expect 
it  from  their  chemical  structure.  As  in  the  case  of  Neoprene, 
the  metallic  oxides  act  as  vulcanizing  agents  and  sulphur  as 
an  accelerator.  Reinforcing  agents,  particularly  carbon 
black,  are  required  to  bring  about  the  maximum  tensile 
strength. 

Koroseal  does  not  vulcanize.  The  optimum  properties  of 
polyvinyl  chloride  can  be  brought  out  only  by  suitable 
plasticizing.  It  is  possible  to  use  plasticizers  which  them- 
selves may  be  vulcanized  and  thus  impart  to  the  Koroseal 
some  outstanding  properties. 

Extensive  experimental  work,  involving  road  tests  has 
been  done  on  synthetic  rubber  in  tires.  In  Germany  the 
Buna  S  type  has  been  used  almost  exclusively.  In  this 
country  satisfactory  tire  tread  stocks  have  been  developed 
from  all  the  Buna  types  and  Neoprene.  The  wear  resistance 
of  synthetic  tire  treads  in  road  tests  has  been  comparable 
with  the  best  natural  rubber  and  in  some  cases  superior  to  it. 
Two  major  difficulties  with  synthetic  still  remain: 

(1)  The  unvulcanized  synthetic  rubber — carbon  black 
stocks  cannot  be  processed  without  using  excessive 
amounts  of  softeners. 

(2)  The  use  of  synthetics  in  the  carcass  of  the  tire  has  not 
proved  satisfactory  on  account  of  poor  adhesion. 

How  serious  these  two  defects  are  is  difficult  to  ascertain 
from  authorities  in  this  field.  There  is  no  doubt  that 
difficulties  of  varying  degrees  have  been  encountered.  But 
it  is  certain  that  the  rubber  processors  will  find  a  way 
around  these  difficulties  in  the  course  of  time. 

Chart  No.  VI,  taken  from  Dr.  Greer's  excellent  paper  on 
"Elastomers  in  the  Nation's  War  Program"  published  in  the 
January  issue  of  Chemical  Industries,  contains  an  extremely 
clear  and  simple  summary  of  the  properties  of  a  number  of 
synthetic  rubbers  now  being  used  to  an  increasing  extent 
on  this  continent.  The  chart  is  self-explanatory  and  requires 
no  comment. 

Economics  of  Synthetic  Rubber  Production 

The  prime  consideration  in  discussing  the  economics  of 
synthetic  rubber  is  the  cost  and  availability  of  raw  mate- 


276 


May,  1942     THE  ENGINEERING  JOURNAL 


CHART  VI 

Properties  of  Synthetic  Rubbers* 
E  =  Excellent;  G  =  Good;  F  =  Fair  and  P  =  Poor. 


Property 

Rubber 

Neoprene 

Thiokol 

Koroseal 

Perbunan 

Oil  Resistant 
Ameripol 

Abrasion  and  Tear  Resistance 

E 

G 

P 

E — if  heat  is 
not  generated 

E 

E 

Adhesion  to  Metals   .        

E 

E 

F 

F 

E 

E 

Aging  in  Storage 

E 

E 

E 

E 

E 

E 

Chemical  Resistance: 

Oxidizing  Solutions 

Ozone  

P 
P 
G 

P 
E 
G 

P 
E 
G 

E 
E 
G 

P 
F 
G 

P 
F 

Solutions  of  Salts,  Alkalies  and  Acids.  .  . 

G 

Color  Range 

E 

G 

P 

E 

F 

G 

Resistance  to  Cutting 

G 

G 

P 

E 

G 

G 

Resistance  to  Diffusion  of  Gases 

F 

G 

E 

E 

G 

G 

Elasticity  and  Rebound 

E 

G 

P 

F 

G 

F 

Electrical  Properties: 
Conductivity 

F 
P 
E 

F 
E 
F 

F 
E 
F 

F 
E 
E 

F 
P 
F 

F 

Resistance  to  Corona  Cracking 

P 

Dielectric  Strength 

F 

Flame  Resistance  

P 

G 

P 

E 

P 

.     P 

Resistance  to  Flex-cracking 

G 

G 

F 

E 

G 

G 

Resistance  to  Flow  :  Cold 

Hot 

E 
E 

G 
F 

P 
P 

F 
P 

E 
E 

E 
E 

Hardness  Range — Durometer  A 

20-100 

10-90 

20-80 

10-100 

10-100 

10-100 

Low  Heat  Generation  through  Hysteresis. . 

E 

F 

F 

— 

F 

F 

Freedom  from  Odor 

G 

F 

P 

E 

F 

F 

Resistance  to  Swelling: 

Chlorinated  or  Aromatic  Solvents 

Lacquer  Solvents 

P 
P 
P 

F 

P 
P 
G 

G 

G 
G 
E 

Shrinks 

because  of 

extraction 

plasticizer 

E 

P 

P 
G  to  E 

E 

F 
F 

Mineral  Oil  or  Gasoline 

E 

Water 

E 

Resistance  to  Deterioration  by  Mineral  Oil . 

P 

E 

F 

G 

E 

E 

Specific  Gravity  of  Basic  Material 

0.93 

1.25 

1.35 

Ave.  Plas- 
ticizer 
Content  1.30 

0.98 

1.00 

Range  of  Stretchability 

E 

G 

F 

F 

G 

G 

Resistance  to  Checking  in  Sunlight 

F 

E 

E 

E 

F 

G 

Stability  of  Properties  with  Change  of  Tem- 
perature : 
Cold 

E 
G 

F 
E 

E 
P 

F 
P 

G 
E 

G 

Heat 

E 

*Published  with  the  permission  of  the  Institute  of  the  Aeronautical  Sciences,  Inc. 

Maximum  Tensile  Strengths  and  Corresponding  Elongations* 


Unvulcanized 

Vulcanized  Pure-gum 
Compound 

Vulcanized  Carbon 
Black  Compound 

Tensile 

Strength, 
psi. 

Elongation 
per  cent 

Tensile 

Strength, 
psi. 

Elongation 
per  cent 

Tensile 

Strength, 
psi. 

Elongation 
per  cent 

Natural  rubber 

355 

425 

'285 
3840 

1200 

1100 

1000 
170 

4125 
2130 

4265 

710 
900 

820 

5000 
4200 
5000 
4425 
3500 
4125 
855 

650 

Buna  S 

650 

Perbunan 

600 

Chemigum 

630 

H  year  OR 

450 

Neoprene 

760 

Thiokol  A 

370 

Vistanex  MM 

nonvulcanizable 

nonvulcanizable 

Koroseal,  30%  plasticizer 

nonvulc 

anizable 

nonvulc 

anizable 

'Published  by  permission  of  the  American  Society  for  Testing  Materials. 


THE  ENGINEERING  JOURNAL     May,  1942 


277 


rials.  Since  the  Buna  types  will  most  likely  be  used  exten- 
sively for  tire  treads,  the  availability  of  butadiene  is 
obviously  the  critical  factor.  This  turns  our  attention  to 
the  petroleum  industry,  where  the  butadiene  and  styrene 
are  produced.  What  is  the  position  of  the  petroleum  in- 
dustry in  this  respect  ?  Before  answering  this  question  we 
must  ask  another — what  quantity  of  rubber  do  we  require 
per  year  on  this  continent  for  the  duration  of  the  war  ?  It 
is  difficult  to  get  reliable  data  on  the  point  at  the  present 
time,  but  from  recent  press  reports  it  will  require  upwards 
of  one  million  tons  per  year  to  supply  the  demands  of  the 
United  Nations. 

If  then  we  need  one  million  tons  of  crude  rubber  per  year, 
is  the  petroleum  industry  able  to  supply  the  raw  materials  ? 
The  answer  is  definitely  in  the  affirmative.  Few  of  us 
realize  the  tremendous  extent  of  the  petroleum  industry  on 
this  continent.  It  seems  almost  incredible,  but  is  true 
nevertheless,  that  the  United  States  refines  over  200 
million  tons  of  crude  oil  per  year,  from  which  is  produced 
90  million  tons  of  gasoline.  The  steel  industry  in  the  United 
States,  which  is  generally  described  as  gigantic,  has  a 
capacity  of  only  80  million  tons.  Dr.  Egloff,  Director  of 
Universal  Oil  Products  Laboratories,  states  that  the  United 
States  petroleum  industry  could  supply  raw  materials  to 
produce  butadiene  and  styrene  at  the  rate  of  85  billion 
pounds  per  year — that  is,  approximately  40  million  tons — 
without  lessening  production  of  any  of  their  other  products 
required  for  peace  times  or  national  defence.  This  com- 
pletely dwarfs  the  one  million  tons  of  rubber  that  the 
United  Nations  require  per  year.  Even  two  million  tons  of 
rubber  would  not  seriously  affect  our  raw  material  supply. 

The  cost  of  plants  to  produce  one  million  tons  of  synthetic 
rubber  per  year  is  a  more  serious  matter  than  the  raw 
materials  but  it  is  by  no  means  hopeless.  Rough  estimates 
have  been  made  by  reliable  people  for  400  thousand  tons 
capacity  amounting  to  approximately  a  half  billion  dollars. 
This  cost  while  obviously  out  of  the  reach  of  private  enter- 
prise is  well  within  the  range  of  a  government  expenditure. 
Apparently  neither  the  availability  of  raw  materials  nor 
the  cost  of  plant  need  be  considered  a  deterrent  to  our 
synthetic  rubber  programme,  but  to  obtain  the  equipment 
necessary  to  put  these  plants  in  operation  from  our  already 
overburdened  equipment  industries  is  entirely  another 
matter.  Those  of  us  who  are  building  war  plants  at  the 
present  time  know  a  little  of  the  difficulty  of  procuring  the 
ordinary  mechanical  and  chemical  equipment.  What  the 
situation  will  be  like  when  there  is  superimposed  on  the 
present  chaotic  condition  another  billion  dollar  chemical 
project,  is  beyond  prediction. 

As  for  production  cost,  small-scale  plants  are  turning  out 
butadiene  for  20c  to  25c  per  lb.  and  styrene  for  about  the 
same.  The  cost  of  the  polymers  being  produced  from  these 
monomers  is  correspondingly  high.  When  the  industry  gets 
into  large  tonnage  production  it  is  reliably  estimated  that 
butadiene  will  be  produced  for  10c  to  15c  with  the  finished 
rubber  at  20c  to  25c  per  lb. — which  is  comparable  with 
natural  rubber  at  23c  per  lb.  In  Chart  VII,  taken  from 
Cramer's  excellent  paper  in  the  February  1942  issue  of 
Industrial  and  Engineering  Chemistry,  the  present  prices  of 
several  synthetic  rubbers  are  given,  and  for  comparison  the 
prices  at  which  these  synthetics  must  be  sold  in  order  to 
compete  with  rubber  at  23c  per  lb.,  arc  also  included. 

CHART  VII 

Synthetic  vs.  Natural  Rubbers — Price  Comparisons 


Natural  Rubber 

Neoprene  S.N 

Buna  S 

Perbunan 

Thiokol 

Vistanex 

Koroseal  (30%  Plasticizer) .  . 
Hycar  OR 


August,    1941 

Equivalent 

Price 

Density 

Price 

$0 .  23 

0.92 

$0.23 

0.65 

1.24 

0.17 

0.60 

0.96 

0.22 

0.70 

0.96 

0.22 

0.45 

1.38 

0.15 

0.45 

0.90 

0.24 

0.60 

1.33 

0.16 

0.70 

1.00 

0.23 

Whether  or  not  the  synthetics  will  be  able  to  compete  with 
natural  rubber  particularly  after  the  war  is  a  question  that 
cannot  be  answered  completely  at  the  present  time.  Up  to 
the  present,  manufacturers  of  rubber  goods  have  regarded 
the  synthetics  as  supplementary  to,  rather  than  competitive 
with  natural  rubber.  It  would  seem  that  this  is  the  most 
reasonable  attitude  to  take  when  considering  the  future  of 
the  synthetic  rubbers  in  this  country. 

The  question  of  present  and  future  synthetic  rubber 
production  on  this  continent  can  best  be  answered  by 
referring  to  Charts  VIII  and  IX  reproduced  also  from 
Cramer's  paper. 

CHART  VIII 

Synthetic  Rubber  Production 

Capacity 

1939  All  tvpes 2,500  long  tons 

1940  "     "     4,000    "      " 

1941  "     "     17,000    "      " 

1941  Production  broken  down: 

Buna  types 4,000  long  tons 

Neoprene 6,500    "        " 

Thiokol 1,500    " 

Polyvinyl  chloride  types 5,000    "        " 


Total 17,000  long  tons 

CHART  IX 

Present  and  Projected  Production  of  Synthetic  Rubber  in  the 
United  States 

(Data  in  long  tons) 

Julv,  1941  January,  1942  Januarv,  1943 
5,000                  10,750  60,000 

6,500  9,000  19,000 

1,750  1,750  2,650 

5,000  6,000  18,000 


Buna  types 

Neoprene 

Thiokol 

Polyvinyl  Chloride. . 

Total 


18,000 


27,500 


99,650 


Percentage  of  normal 

requirements 3%  4.6%  16 . 6% 

It  is  seen  from  Chart  VIII  that  considerable  progress  has 
been  made  between  1939  and  1941,  an  increase  in  produc- 
tion of  almost  800  per  cent.  The  projected  production  for 
January  1943  of  nearly  100,000  tons,  representing  almost  a 
four-fold  increase  over  January  1942,  is  another  tremen- 
dous advance  when  considered  in  terms  of  normal  peace 
time  industrial  growth.  But  faced  as  we  are  with  a  complete 
stoppage  of  crude  rubber  imports,  this  figure  of  100,000 
tons  per  year,  large  as  it  is,  is  not  at  all  reassuring.  The 
projected  capacity  for  January  1943  is  only  16.6  per  cent 
of  our  peace  time  requirements  and  only  10  per  cent  of  the 
estimated  war  time  consumption. 

However,  more  encouraging  are  recent  reports  that  a 
400,000-ton  project  is  now  under  consideration  in  the 
United  States,  and  in  Canada  our  own  situation  is  to  be 
improved  to  the  extent  of  approximately  20,000  tons  of 
synthetic  rubber,  probably  Buna  S. 

It  has  been  estimated  that  to  complete  the  400,000-ton 
project  will  require  at  least  three  years.  This  does  not  mean 
that  no  synthetic  rubber  from  this  particular  project  will 
be  available  for  three  years.  Super  plants  will  no  doubt  be 
erected  at  strategic  locations  from  the  standpoint  of  raw 
materials,  and  after  approximately  one  year  has  elapsed 
these  plants  will  come  into  production  one  by  one  depending 
on  local  conditions,  until  the  project  has  been  completed. 
From  information  available  at  the  present  time  it  appears 
that  the  economic  plant  has  a  minimum  capacity  of 
approximately  25,000  tons  per  year,  but  as  the  engineer 
will  readily  appreciate,  time  and  experience  may  alter  this 
figure  considerably. 

With  strict  civilian  conservation  which  is  now  getting 
into  full  force,  and  with  the  help  of  200,000  to  300,000  tons 
of  reclaim  rubber  capacity  in  the  United  States  which  can 
be  used  in  the  fabrication  of  many  forms  of  rubber  goods 
as  well  as  up  to  50  per  cent  in  tires,  the  outlook  is  reason- 
ably bright  for  future  supplies  of  rubber,  for  war  purposes 
and  Vital  industries. 


278 


May,  1942     THE  ENGINEERING  JOURNAL 


SUBCONTRACTING  IN  CANADA'S  MUNITION  INDUSTRIES 

F.  L.  JECKELL 
Director-General  of  the  Industry  and  Subcontract  Co-ordination  Branch  of  the  Department  of  Munitions  and  Supply,  Ottawa,  Ont. 

An  address  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada, 

on  February  26th,  1942. 


This  is  a  welcome  opportunity  to  give  to  engineers  an 
explanation  of  the  work  which  the  Industry  and  Subcon- 
tract Co-ordination  Branch  performs  in  aiding  Canada's 
war  production.  Actually,  subcontracting  is  no  new  thing 
in  Canada.  In  its  essentials,  it  has  been  practised,  widely, 
in  the  automotive  industries. 

Before  the  organization  of  the  I.S.C.  Branch  by  Mr. 
Howe,  several  of  Canada's  war  industries  were  subcon- 
tracting large  numbers  of  parts.  Methods  of  administer- 
ing subcontract  departments  were,  however,  of  widely 
varying  types,  while  methods  of  discovering  sources  for 
the  manufacture  of  these  parts  were  equally  varied.  When 
the  "  Bits  and  Pieces  "  programme  was  inaugurated  last 
October,  we  undertook  to  co-ordinate  subcontracting  in 
Canada's  munition  industries.  Since  then  we  have  been 
through  the  period  of  defining  our  task,  breaking  it  down 
into  workable  units  and  finding  the  men  to  do  the  job. 

It  is  now  possible  to  tell  you  what  the  Industry  and 
Subcontract  Co-ordination  Branch  is,  what  it  does  and 
how  it  can  be  used.  This  is  essential  information  for  all 
organizations  engaged  in  the  production  of  war  materials 
because  the  "  Bits  and  Pieces  "  programme  is  now  an  in- 
tegral part  of  our  war  production  system. 

The  Industry  and  Subcontract  Co-ordination  Branch, 
which  for  brevity  will  be  referred  to  as  the  I.S.C.  Branch, 
is  a  service  organization.  It  was  organized  by  the  Min- 
ister of  Munitions  and  Supply  to  assist  the  production 
and  purchasing  branches  of  the  Department  and  also  all 
manufacturers.  Its  purpose  is  to  speed  the  manufacture 
of  all  war  materials  by  obtaining  the  maximum  use  of 
Canada's  facilities. 

The  policy  of  the  I.S.C.  Branch  is  one  of  help  and  co- 
operation, governed  by  eight  guiding  principles  which  are 
named  in  the  following  paragraphs  and  are  all  based  on 
the  necessity  for  making  as  much  war  material  as  possible 
— as  soon  as  possible. 

With  this  main  purpose  in  mind,  we  undertake  to  see 
first  that,  when  efficiency  can  be  maintained,  all  available 
machines  are  put  to  work  before  more  of  the  same  type 
are  recommended  for  purchase. 

Second,  it  is  important  that,  when  feasible,  plants  which 
have  been  shut  down  due  to  war  restrictions  should  be  put 
into  war  production  as  rapidly  as  possible. 

Further,  whenever  possible  and  advisable,  we  try  to 
have  contracts  broken  down  into  sizes  to  suit  the  pro- 
duction units  available. 

Next,  whenever  possible,  shops  are  recommended  for 
work  similar  to  that  to  which  they  are  accustomed  and 
for  which  their  machines  and  tools  are  adapted. 

We  also  see  that  good  machines  with  skilled  operators 
under  experienced  direction  are  employed  before  work  is 
given  to  less  efficient  organizations. 

We  keep  watch  to  see  that  shops  are  not  overloaded 
when  idle  capacity  is  available  and  we  encourage  modern 
and  efficient  methods  of  production. 

Our  last  principle,  which  is  not  the  least  important  nor 
the  easiest  to  carry  out,  is  this: 

Every  possible  service  must  be  rendered  with  the  ut- 
most despatch  and  with  a  minimum  of  formality. 

If  it  can  be  shown  that  any  one  in  the  I.S.C.  Branch  is 
violating  these  principles,  prompt  action  will  be  taken  on 
the  information. 

It  must  be  noted,  however,  that  we  interpret  our  ruling 


principle  ruthlessly  and  without  friendship.  We  must 
make  as  much  war  material  as  possible — as  soon  as  pos- 
sible.   Everything  else  is  secondary. 

Now  a  word  about  our  organization.  The  I.S.C.  Branch 
is  organized  on  a  nation-wide  scale.  The  head  office  is 
in  Ottawa. 

District  offices  are  maintained  in  Saint  John,  N.B., 
Montreal,  Toronto,  Winnipeg  and  Vancouver.  Wherever 
necessary  in  highly  industrialized  areas  sub-offices  will 
be  set  up. 

Our  Head  Office  organization  in  Ottawa  co-ordinates 
the  activities  of  the  district  offices  and  it  maintains  a 
constant  liaison  with  the  Production  and  Purchasing 
Branches  of  the  Department  of  Munitions  and  Supply 
and  all  Government  departments. 

Through  this  service  we  know  in  advance  approximate- 
ly what  is  going  to  be  purchased  and  so  we  are  able  to 
accumulate  up-to-date  information  regarding  production 
facilities  about  to  be  required. 

Each  district  office  is  fully  equipped  to  give  complete 
service.  In  this  part  of  our  organization  the  engineer 
plays  a  leading  role. 

He  interprets  blueprints  in  terms  of  the  machines  re- 
quired to  produce  the  wanted  article.  When  these  ma- 
chines are  located  field  engineers  check  their  condition 
and  availability. 

When  a  subcontractor  goes  into  production  one  of  our 
engineers  often  helps  to  promote  efficiency  and  quality. 

So  well  equipped  are  these  offices  that  they  have  pro- 
duced one  very  interesting  result.  It  is  now  unnecessary 
for  manufacturers  to  travel  to  Ottawa  for  the  purpose 
of  offering  their  facilities  or  to  obtain  service.  All  of  our 
services  are  based  on  the  information  which  we  have  at 
our  disposal. 

We  have  in  our  files  complete  surveys  of  practically 
every  machine  shop  and  factory  in  Canada.  This  informa- 
tion is  classified  as  to  type,  grade  and  location  of  facil- 
ities. The  shops  themselves  as  a  whole  are  also  graded. 

This  information  has  been  cross-indexed  and  we  can 
locate  quickly  any  machine  or  facility  that  is  available 
in  Canada. 

A  great  deal  of  this  information  is  constantly  being 
worked  over.  It  is  being  brought  up-to-date  by  interviews 
with  shop  and  factory  owners  and  it  is  also  brought  up- 
to-date  by  "  checking  "  surveys  which  are  made  before 
we  make  any  recommendation  to  a  prime  contractor  or 
a  Government  department. 

In  fact  our  files  are  live  files  and  the  more  use  that  is 
made  of  them  the  better  they  become. 

Through  experience  and  reports  from  prime  contractors 
and  Government  departments  we  have  also  accumulated 
a  great  deal  of  information  as  to  the  management  and 
financial  condition  of  these  organizations.  In  the  district 
office  nearest  you,  this  information  is  available  and  the 
staff  of  the  district  office  is  at  your  service  at  all  times. 
Should  you  call  upon  one  of  our  district  offices  to  get 
some  service,  you  will  get  that  service  promptly  and  the 
information  given  you  will  be  reliable.  If  we  cannot 
supply  your  demand,  we  will  tell  you  so  promptly. 

We  do  not  wish  to  convey  the  impression  that  this  is 
a  perfect  organization.  We  make  mistakes  of  course — but 
we  are  getting  work  done.  We  welcome  constructive  critic- 
ism and  sincerely  want  our  mistakes  pointed  out  to  us — ■ 
so  that  they  will  not  be  repeated. 


THE  ENGINEERING  JOURNAL     May,  1942 


279 


We  have  spent  a  great  deal  of  time  in  investigating  the 
various  ways  for  handling  subcontracts  by  a  prime  con- 
tractor and  we  have  arrived  at  certain  conclusions,  which 
may  be  of  interest  to  those  of  you  who  are  responsible 
for  the  administration  of  the  affairs  of  manufacturing 
companies  holding  Government  prime  contracts. 

These  conclusions  have  been  checked  by  able  and  ex- 
perienced heads  of  businesses  who  are  themselves  skilled 
in  subcontracting. 

Here  then,  are  some  of  the  conclusions  in  question: 

First,  if  the  subcontracting  effort  is  to  be  of  any  size 
and  importance,  it  is  essential  that  a  separate  department 
be  set  up  to  handle  subcontracts. 

The  manager  of  this  department  should  be  on  a  level 
in  authority  with  the  purchasing  department,  the  planning 
department  and  the  plant  manager,  and  should  be  in 
direct  communication  with  the  general  management  of  the 
company. 

This  subcontract-manager  has  a  tough  job.  He  not 
only  has  to  reconcile  the  differences  of  interests  between 
the  various  departments  of  his  own  company,  but  he  also 
has  to  get  production  out  of  a  group  of  small  and  large 
shops  that  vary  widely  in  their  conceptions  of  the  ways 
of  doing  business.  So  this  man  should  be  one  who  is  not 
afraid  of  responsibility  and  one  with  plenty  of  patience. 
He  should  have  no  fear  of  the  unorthodox  nor  should  he 
be  a  worrier.  He  should  be  diplomatic  enough  to  obtain 
co-operation  from  the  other  department  heads.  Once  you 
have  picked  this  kind  of  a  man  hang  the  responsibility 
around  his  neck  and  leave  him  alone  to  work  it  out. 

One  of  the  problems  that  he  has  is  maintaining  liaison 
with  the  I.S.C.  Branch  but  fortunately  this  has  been 
formalized  to  such  an  extent  that  it  is  only  one  of  his 
minor  troubles. 

Now  in  the  large  type  of  subcontract  department,  the 
subcontract  manager  should  have  under  his  direction  three 
supervisors — one  in  charge  of  technical  operations,  one 
in  charge  of  pricing  and  the  other  a  follow-up  supervisor. 
The  duties  of  these  three  men  are  obvious  from  their  titles. 

The  technical  supervisor  should  be  a  top-grade  practi- 
cal production  man.  He  need  not  be  an  engineer,  but  if 
he  is,  so  much  the  better.  He  is  the  man  who  is  primarily 
responsible  for  the  selection  of  subcontractors.  This  in- 
cludes the  making  of  shop  surveys.  He  studies  tooling 
requirements,  sees  that  proper  jigs  and  fixtures  are  made 
and  maintains  a  record  of  them.  He  also  reports  if  the 
subcontractor  needs  the  odd  machine  to  round  out  pro- 
duction. Operation  and  tool  records,  progress  sheets,  re- 
jections, raw  material  changes  and  quality  are  all  his 
responsibility. 

He  must  anticipate  delays  or  raw-stock  shortages  and 
must  prevent  the  subcontractor  from  taking  more  work 
than  he  can  handle  efficiently.  He  must  act  as  the  inter- 
preter between  the  subcontractor  and  the  subcontract 
manager.  In  an  expanding  operation  the  technical  super- 
visor may  employ  shop  layout  men,  machine  tool  experts, 
tool  designers  and  jig  and  fixture  designers.  The  net  of 
all  these  duties  is,  that  the  prime  contractor  treats  the 
subcontractor  as  if  he  were  a  part  of  his  organization  and 
thus  obtains  efficient  production  in  outside  shops. 

In  dealing  with  a  large  number  of  manufacturing  plants 
of  all  sizes,  some  astonishing  variations  in  cost  accounting 
methods  are  met  with.  As  one  of  the  problems  of  sub- 
contracting is  obtaining  accurate  costs,  it  is  easy  to  see 
that  the  task  of  the  pricing  supervisor  is  one  requiring 
a  certain  amount  of  ingenuity.  Very  often  he  will  find 
that  he  has  to  go  right  to  the  beginning  and  establish  a 
simple  cost  system  in  the  shop  itself  in  order  to  have  an 
accurate  record  of  the  hours. 

In  large  operations  he  will  probably  have  under  his 
direction  other  men  whose  purpose  it  is  to  increase  the 
efficiency  of  the  shop  from  a  cost  standpoint.  These  are 


such  types  as  time-study  men  and  experts  on  shop  prac- 
tices. In  smaller  operations  these  men  can  be  employed 
from  organizations  who  specialize  in  rendering  this  type 
of  service. 

Now  we  come  to  the  man  who  keeps  the  whole  thing 
moving.  He  is  the  follow-up  supervisor.  He  has  only 
one  job  and  that  is  to  see  that  the  work  is  delivered  to 
the  prime  contractor  on  time. 

When  anywhere  from  fifty  to  two  hundred  items  are 
being  subcontracted  in  fifty  to  a  hundred  different  shops, 
it  is  easy  to  see  that  this  man  must  be  one  who  can  keep 
his  head  under  pressure,  who  has  infinite  patience  and  one 
who  will  not  take  "  No  "  for  an  answer.  At  the  same  time 
he  should  not  be  a  bully. 

Two  things  should  be  maintained  as  a  guide  to  the 
follow-up  man  and  as  a  check  on  his  operations. 

One  is  a  card  file  on  each  subcontractor  which  will 
carry  a  history  of  deliveries  made  by  this  subcontractor. 
This,  as  it  grows,  indicates  whether  the  shop  is  reliable 
in  its  deliveries  or  whether  it  has  to  be  watched  all  the 
time. 

The  other,  and  this  is  most  essential,  is  a  big  wall  chart 
with  every  part  plotted  on  it  and  its  exact  delivery  status 
and  its  raw  material  position  shown  up  prominently.  This 
chart  has  the  effect  of  keeping  the  whole  subcontracting 
organization  on  its  toes  because,  as  time  goes  on,  the 
items  that  are  behind  schedule  become  more  and  more 
conspicuous  and  are  harder  and  harder  to  explain.  This 
wall  chart  also  enables  the  subcontract  manager  to  see 
at  a  glance  how  his  organization  is  functioning. 

With  these  three  divisions  manned  by  the  right  type  of 
individuals  the  subcontract  department  can  handle  a  large 
amount  of  material  and  do  it  promptly  and  efficiently. 

The  I.S.C.  Branch  is  rapidly  establishing  its  contracts 
with  prime  contractors.  Naturally,  it  has  its  best  con- 
tracts with  those  prime  contractors  whose  subcontract  de- 
partments are  functioning  in  a  systematic  manner. 

Some  of  the  services  which  the  I.S.C.  Branch  is  set  up 
to  render  are  these: 

We  can  provide  verified  information  regarding  idle  ma- 
chine capacity  of  the  type  desired,  if  it  is  available. 

We  can  assist  greatly  in  placing  subcontracts.  We  can 
assist  in  organizing  subcontract  departments.  For  this 
purpose  we  have  prepared  a  manual  entitled  "  Subcon- 
tracting in  Canada's  Munition  Industries  "  which  gives 
the  essence  of  all  the  results  of  our  investigations  about 
subcontracting  methods. 

Copies  of  this  manual  may  be  obtained  by  persons 
interested,  on  request  through  the  general  secretary  of 
the  Institute. 

Another  service  that  the  branch  can  give  to  prime  con- 
tractors is  helping  them  to  avoid  placing  subcontracts 
with  poorly  managed  shops.  We  think  that  we  have  dis- 
covered most  of  them.  It  is  of  no  help  to  Canada's  war 
effort  to  let  a  whole  programme  bog  down  on  account 
of  one  inefficient  subcontractor. 

We  keep  in  touch  with  prime  contractors  on  another 
point  and  that  is  the  overloading  of  any  subcontractor. 
Sometimes  a  subcontractor  is  a  little  over-ambitious  and 
takes  on  subcontracts  from  several  different  prime  con- 
tractors. He  soon  finds  himself  in  a  jam  and  cannot  make 
deliveries  on  any  of  his  subcontracts.  We  are  getting 
records  of  all  subcontracts  placed  by  all  prime  contractors 
and  so  we  can  watch  this  situation  and  notify  the  sub- 
contract managers  concerned  if  necessary. 

It  is  another  of  our  functions  to  prevent  the  placing  of 
subcontracts  with  shops  which  have  not  all  of  the  neces- 
sary machinery  when  there  are  complete  shops  available. 

On  the  other  hand  we  examine  applications  from  sub- 
contractors for  machines  to  round  out  production  and 
make  such  recommendations  as  the  situation  calls  for. 

Another  service  that  we  are  very  often  called  upon  to 


280 


May,  1942    THE  ENGINEERING  JOURNAL 


render  is  to  furnish  technical  assistance  in  getting  subcon- 
tractors into  production. 

These  services,  naturally,  are  rendered  most  effectively 
when  a  close  liaison  is  maintained  between  the  subcon- 
tract manager  of  the  prime  contractor  and  the  nearest 
district  office  of  the  I.S.C.  Branch. 

Much  depends  on  the  degree  of  reliability  of  our  recom- 
mendations of  possible  subcontractors.  Here  is  what 
happens. 

When  you  send  us  a  blueprint  and  state  that  you  want 
to  find  a  shop  that  can  make  some  particular  part,  we 
first  uncover  all  of  the  possible  sources  and  check  them 
on  the  telephone  to  make  sure  that  they  have  the  time 
available.  Those  that  appear  to  be  available  are  then 
checked  in  person  by  a  field  engineer  to  make  sure  that 
everything  is  all  right. 

Then,  and  only  then,  do  we  advise  the  prime  contractor 
that  this  is  a  recommended  source  for  the  part  he  wishes 
to  have  made.  We  do  not  tell  the  subcontractor  who  the 
prime  is. 

Another  important  matter  is  the  responsibility  of  the 
branch  as  regards  the  purchase  of  additional  machinery, 
involving  what  is  commonly  referred  to  as  capital 
assistance. 

When  a  manufacturer  wishes  to  increase  his  production 
and  he  decides  that  he  needs  additional  equipment  to 
execute  the  programme,  he  may  make  an  application  for 
capital  assistance  to  the  Department.  This  application  is 
then  checked  by  the  I.S.C.  Branch  to  make  sure  that 
equipment  is  not  available  to  do  the  job. 

If  the  I.S.C.  Branch  finds  that  equipment  is  available 
that  will  do  this  sort  of  job  satisfactorily  and  efficiently 
then  we  recommend  that  the  application  be  denied  and 
that  subcontracting  be  resorted  to  in  its  stead.  The  reasons 
for  this  course  are  obvious  to  all. 

At  this  point  let  me  leave  the  subject  of  subcontracting 
for  a  moment,  and  draw  attention  to  a  situation  that  is 
affecting  our  whole  war  effort.  The  point  is  that  Canada 
has  a  serious  management  problem. 

Apparently  the  tremendous  expansion  of  our  production 
machine  has  not  been  accompanied  by  a  corresponding 
expansion  in  our  production  brains. 

Here   is  an  example  of  what  is  happening. 

A  firm  that  was  doing  a  nice,  comfortable  business  of 
about  250,000  dollars  a  year  now  has  orders  on  its  books 
running  into  three  to  four  million  dollars.  Instead  of  one 
shift,  the  plant  is  operating  three  shifts,  seven  days  a 
week.   Four  times  as  many  machines  are  working. 

All  the  problems  of  management  are  correspondingly 
greater,  but  those  in  charge  have  failed  to  make  a  bold 
onslaught  on  them.  Timidity  and  fear  of  the  unknown 
have  made  cowards  of  the  men  at  the  top. 


Take  the  case  of  a  purchasing  agent  whose  job  is  more 
than  ten  times  as  big  as  it  was  in  peace  time.  He  has 
not  been  able  to  rise  to  the  responsibility.  He  is  becoming 
a  nervous  wreck. 

Yet  the  management  of  this  concern  hesitates  to  put 
a  senior  man  over  him  who  could  handle  the  job — difficult 
organization  problems  would  result  and  reorganization 
would  be  troublesome  after  the  war. 

In  another  instance,  the  works  manager's  job  has  in- 
creased out  of  all  recognition,  but  he  has  risen  to  the 
demands  of  the  job  magnificently.  He  has  grown  as  fast 
as  his  responsibilities. 

Yet  the  management  has  hidden  behind  the  wage  legis- 
lation and  refuses  to  raise  his  pay.  Of  course  he  is  not 
feeling  very  pleased  with  this  situation. 

In  this  case,  it  came  out  that  if  he  were  paid  a  salary 
comparable  with  that  of  other  works  managers  doing  sim- 
ilar work,  he  would  be  getting  more  than  the  general 
manager.  That  was  regarded  as  impossible.  But  there's 
another  firm  that  places  a  proper  value  on  him — and  he 
will  move. 

This  is  not  the  spirit  that  wins  wars.  We  must  have 
courageous  management  that  will  go  forward.  We  must 
eliminate  the  small  men  in  the  big  jobs.  We  must  give  the 
doer  his  day. 

Our  desperate  ills  demand  a  speedy  cure.  Our  time  is 
short  and  our  obligations  infinite.  Long  contemplation 
of  the  post-war  effect  of  our  actions  to-day  cannot  be 
tolerated. 

We  have  single-purpose  machines  and  we  must  have 
single-purpose  management,  whose  only  purpose  is  to 
make  as  much  war  material  as  possible  as  soon  as  pos- 
sible. Must  Canada  have  long  casualty  lists  before  we 
wake  up  ? 

This  management  problem  is  brought  before  you  in  the 
hope  of  receiving  some  assistance  in  the  matter  from  the 
influence  of  your  organization. 

Are  these  good  men  at  the  top  of  many  medium  sized 
organizations  to  be  crushed  in  health  and  in  spirit  by  this 
great  machine  that  war  has  raised  up,  or  is  there  a  way 
to  educate  them,  give  them  courage  and  a  place  in  the 
great  plan  ? 

There  are  dozens  of  ways  in  which  the  I.S.C.  Branch 
can  serve  industry  in  this  time  of  stress  and  strain.  Speak- 
ing not  as  an  engineer  but  as  a  business  man  who  has 
spent  a  great  deal  of  time  studying  the  subcontract 
method  of  increasing  production,  I  have  tried  to  give  you 
some  of  the  background  of  our  operations  and  to  leave 
you  with  the  feeling  that  the  entire  I.S.C.  organization 
is  devoted  to  anything  that  will  accomplish  our  purpose, 
which  is  to  get  more  production  as  quickly  as  possible. 


INDUSTRY  AND  SUB-CONTRACT  CO-ORDINATION  BRANCH 
DEPARTMENT  OF  MUNITIONS  AND  SUPPLY 

385  Wellington  Street,   Ottawa,   Ont. 

Director-General F.  L.  Jeckell 

Associate  Director-General Drummond  Giles 

Montreal  Office,  625  Dominion  Square 

Building Raymond  A.  Robic 

Toronto  Office,  34  Adelaide  Street  West. .   B.  T.  Riordon 
Winnipeg  Office,  310  Electric  Railway  Chambers.  R.  A.  Pyne 

Vancouver  Office,  Marine  Building W.  C.  Blundell 

Saint  John,  N.B.,  Office,  Trade  Building W.  F.  Knoll 


THE  ENGINEERING  JOURNAL     May,  1942 


281 


THE  LIONS'  GATE  BRIDGE-II 


S.  R.  BANKS,  m.e.i.c. 

General  Engineering  Department,  Aluminum  Company  of  Canada,  Limited,  Montreal,  Que. 

Formerly  with  Messrs.  Monsarrat  and  Pratley,  Consulting  Engineers,  Montreal,  Que. 

This  paper  was  awarded  the  Gzowski  Medal  of  the  Institute  for  1941 


SUPERSTRUCTURE:  DESIGN  AND  FABRICATION 

Clearances,  Gradients  and  Elevations 

The  terms  of  the  Order-in-Council  prescribed  200  ft.  of 
clearance  over  a  central  fairway  of  200  ft.  (Fig.  22).  Com- 
putations, continually  revised  as  the  design  progressed, 
established  the  maximum  central-span  deflection  as  8.14 
ft.  (to  which  the  temperature-contribution  is  approximately 
2.25  ft.),  and  the  corresponding  figure  for  the  critical  points 
100  ft.  from  the  centre  at  8  ft.  The  final  roadway-elevation 
at  span-centre  was  derived  as  follows: 

Elevation  of  highest  tides 97 .  77 

Stipulated  clearance 200 .  00 

Calculated  maximum  deflection  (at  100'  from  span- 
centre)  8 .  00 

Vertical  distance  from  crown  of  roadway  to  bottom 

of  lowest  rivet-head 4 .  34 

Rise  of  roadway  in  100  ft.  from  critical  point  to 

span-centre  (based  on  final  profile) 1 .  98 

312.09 
Arbitrary  allowance  for  contingencies 2.91 

Elevation  of  crown  of  road  at  centreline 315.00 


The  level  of  the  roadway  at  the  outer  ends  of  the  sus- 
pension-bridge, while  not  susceptible  of  equally  precise 
determination,  was  nevertheless  set  within  narrow  limits 
by  the  conditions  obtaining  at  these  points,  and  by  the 
symmetry  of  the  two  side-spans.  At  the  south  end  of  the 
bridge,  limits  were  imposed  by  the  restricted  choice  of  a 
suitable  anchorage-site,  while  at  the  north  end  of  the 
bridge,  the  viaduct-grade  was  the  ruling  consideration.  The 
elevation  finally  chosen,  as  a  satisfactory  compromise 
between  the  several  requirements,  was  262.00,  applying  to 
the  crown  of  road  at  the  two  points  that  are  located  614 
ft.  shoreward  of  the  main  towers. 

For  the  general  profile  of  a  suspension-bridge,  the  usual 
procedure  is  to  provide  a  constant  side-span  gradient,  with 
a  parabolic  transition  across  the  central  span.  In  the  present 
case,  however,  it  was  decided  to  provide  a  camber  in  the 
side-spans,  sufficient  to  prevent  the  occurrence  of  unsightly 
sag  in  warm  weather;  and  therefore  a  single  continuous 
curve  was  employed  over  the  entire  extent  of  the  suspended 
roadway.  The  requirements  to  be  met  by  such  a  curve  were  ; 
that  it  should  have  the  above  definite  elevations  at  points 
100  ft.  and  1,389  ft.  from  the  highest  point  (at  bridge- 
centre);  that  its  tangent  should  be  horizontal  at  mid-span; 
and,  finally,  that  its  maximum  slope  should  present  a 
reasonable  roadway-gradient. 

That  maximum  slope  was  based  on  the  arbitrary  selection 
of  five  per  cent  for  the  ruling  gradient  under  any  ordinary 
conditions.  The  general  effect  of  uniform  live  loading  is  a 
reduction  in  gradients,  but  such  reduction,  amounting  to 
about  one  per  cent,  is  evidently  not  significant.  Under  con- 
ditions of  non-uniform  loading,  however,  (as,  for  example, 
when  the  central  span  and  one  side-span  are  loaded,  the 
other  side-span  being  empty;  or  when  the  central  span  is 
loaded  over  half  its  length  only),  local  upward  deflections 
may  take  place,  causing  increases  of  gradient;  but  the 
occurrence  of  such  loadings  in  any  appreciable  magnitude 
is  extremely  unlikely,  and  in  any  case  the  adverse  effects 
are  of  a  transitory  nature.  Further,  those  effects  are  much 


*Part  I  of  this  paper,  dealing  with  the  substructure,  appeared  in  the 
April  issue  of  the  Journal. 


more  pronounced  in  the  central  span  (in  which  the  cable- 
polygon  is  comparatively  sensitive  to  load-variations)  than 
in  the  stiffer  side-spans  (where  the  cable-curvature  is  slight)  ; 
whereas  it  is  in  the  latter,  where  the  normal  gradient  is 
steepest,  that  they  have  the  greater  significance.  For  the 
above  reasons,  the  effects  of  live-loading  were  neglected. 

Temperature-variations,  on  the  other  hand,  set  up  definite 
changes  in  the  geometry  of  the  structure.  Deflections  from 
this  cause  are,  similarly  to  those  due  to  live-loading, 
greatest  in  the  central  span,  but  are  only  of  significance  in 
conjunction  with  the  steeper  gradients  in  the  side-spans. 
The  deflection  of  the  side-span  at  the  specified  extremes  of 
temperature  is  plus  or  minus  0.26  ft.,  and  the  corresponding 
change  of  end-gradient  amounts  to  approximately  0.2  per 
cent.  The  maximum  normal  roadway-gradient,  occurring 
at  the  shoreward  end  of  the  side-spans,  was  consequently 
established  at  4.8  per  cent,  thus  giving  the  final  requirement 
for  the  profile-curve. 

In  the  search  for  a  continuous  curve  that  would  meet  the 
said  requirements  it  was  found  that  none  of  the  conic 
sections  was  adaptable  to  the  purpose.  The  semicubical 
parabola  came  more  nearly  to  meeting  the  case,  and  this 
fact  led  to  the  adoption  of  a  modified  parabola  possessing 
the  formula  ?/  =  0.00625.rK25.  This  curve  has  its  origin  at 
the  centre-line  of  the  bridge,  and  yields  a  maximum  slope 
of  4.79  per  cent  at  the  ends  of  the  side-spans.  The  camber 
in  the  side-spans  amounts  to  approximately  six  inches,  and 
their  resulting  appearance  is  good.  In  the  case  of  the  central 
span  (with  a  camber,  incidentally,  of  25.6  ft.),  the  appear- 
ance of  the  profile  in  general  is  also  satisfactory,  though  a 
foreshortened  view  of  the  rapidly-changing  gradient  near  the 
bridge-centre  gives  the  effect  of  rather  too  rapid  a  transition 
in  that  vicinity  (Fig.  11).  The  phenomenon,  however,  is  not 
apparent  from  points  of  broader  view. 

In  the  case  of  the  north  viaduct,  the  necessity  for  an 
adequate  stretch  of  level  roadway  at  the  toll-collection 
plaza,  together  with  that  for  bringing  the  roadway  to  the 
desired  height  at  the  end  of  the  suspension  structure,  dic- 
tated that  the  maximum  permissible  gradient  should  be 
employed.  The  gradient  was  therefore  set,  with  due  defer- 
ence to  considerations  of  detail,  at  4.836  per  cent  over  the 
whole  viaduct. 

The  roadway-profile  having  thus  been  settled,  that  of  the 
cables  was  established  therefrom.  The  relation  of  span  to 
sag  for  the  central  span  is  a  more-or-less  arbitrary  quantity 
that  may  vary  considerably  without  serious  effects  upon 
either  economy  or  appearance.  A  sag  of  150  ft.  was  adopted 
in  the  present  instance,  and  the  consequent  ratio  of  10.33 
is  in  accord  with  the  modern  trend  towards  securing 
additional  vertical  and  lateral  stiffness  by  exceeding  the 
commonly-accepted  ratio  of  10. 

Depending  on  the  cable-diameter,  on  the  shortest  prac- 
ticable length  of  a  suspender-rope,  and  on  the  depth  of 
truss  and  floor  beam,  the  elevation  of  the  centre-line  of  the 
cable  at  the  mid-point  of  the  central  span  was  established 
at  331.5  ft.  above  datum;  and  the  elevation  of  the  inter- 
section of  cable-tangents  at  the  main  saddle  became  ac- 
cordingly 481.5.  The  top  of  the  tower  was  then  fixed  (at 
elevation  478.0)  in  accordance  with  the  height  of  the  saddle- 
assembly. 

The  elevation  of  the  cable-intersection  at  the  north 
cable-bent,  also  established  at  the  lowest  practicable  level, 
is  270.0,  and  that  at  the  saddles  of  the  cable-posts  at  the 
south  end  is  272.0,  the  latter  figure  deriving  from  the  former 
in  order  to  preserve  symmetry  in  the  suspender-lengths  of 


282 


May,  1942     THE  ENGINEERING  JOURNAL 


_j 


£Ufi*Z>JO    >.  'Off 


v! 


vv/jnq  evji*9PjO  y^off 


the  two  side-spans.  The  side-span  sag,  depending  upon  the 
central  span  sag  and  upon  the  relations  of  dead  loads  and 
spans,  is  approximately  21.6  ft. 

Suspension-bridge  Loading 

For  the  main  carrying-members  of  the  suspension-bridge 
(i.e.,  the  towers,  the  cables  and  anchorages,  and  the  stiffen- 
ing-trusses  except  insofar  as  the  latter  are  affected  by  local 
concentrations  of  load),  two  classes  of  live  loading,  termed 
"normal"  and  "congested"  respectively,  were  established. 
These  loadings  were  arrived  at  by  a  study  of  the  actual 
weights  and  spacings  of  vehicles  likely  to  occur.  Thus  the 
normal  loading  (referred  to  by  the  letter  N,  used  as  a 
suffix  in  the  calculations)  of  470  lb.  per  linear  ft.  represents, 
for  one  side  of  the  bridge  only,  the  effect  of  three  lanes  of 
three-ton  vehicles  at  30-ft.  spacing,  with  20  lb.  per  sq.  ft. 
on  each  sidewalk,  together  with  a  general  allowance  of  5 
lb.  per  sq.  ft.  to  take  into  account  the  effect  of  a  light 
snowfall.  For  the  congested  loading  (C)  the  figure  adopted 
was  615  lb.  per  linear  ft.,  representing  the  same  vehicles 
spaced  at  20  ft.,  together  with  a  heavier  sidewalk-loading. 

In  the  case  of  members  (such  as  floorbeams,  stringers, 
suspenders,  and  truss-web  members)  that  receive  loads 
directly,  the  design  was  made  on  the  assumption  of  a  con- 
centration consisting  of  three  conventional  20-ton  trucks 
(C.E.S. A.)  abreast  with  impact,  together  with  a  sidewalk 
load  of  100  lb.  per  sq.  ft. 

The  basic  wind-load  (W)  considered  was  500  lb.  per 
linear  ft.  of  the  bridge.  This  load,  which  represents  a  pres- 
sure of  about  25  lb.  per  sq.  ft.  on  the  exposed  area  of  trusses, 
deck,  and  vehicular  traffic,  was  assumed  to  be  capable  of 
application  over  any  continuous  length  of  bridge  up  to  600 
ft.  For  longer  lengths,  it  was  arbitrarily  reduced  to  380  lb. 
per  linear  ft.  Lateral  loads  considered  in  the  design  of  the 
towers  are  referred  to  on  p.  294. 

Temperature  effects  (T)  were  based  on  a  range  of  120 
deg.  F.  with  an  assumed  normal  temperature  of  60  deg.  F. 
The  maritime  climate  of  Vancouver  is  very  equable,  and 
extremes  of  temperature  such  as  occur  in  other  parts  of 
Canada  are  unknown. 

Stresses  due  to  dead-loading  are  referred  to  by  the 
symbol  D. 

Light-weight  Deck 

The  weight  of  the  floor-system  is  of  prime  importance  in 
view  of  its  effect  upon  the  size  and  cost  of  the  main  support- 
ing members  of  the  bridge.  In  the  present  case  it  was  clear 
from  the  outset  that  general  economy  would  derive  from 
the  use  of  a  "light-weight"  slab  even  though  the  latter 
might  cost  more  than  one  of  reinforced  concrete.  Numerous 
grid-floors  are  on  the  market,  and  the  choice  of  the  engin- 
eers, supported  by  satisfactory  previous  experience,  was 
the  Truscon  Steel  Company's  "Teegrid"  composite  slab. 
The  steel  grid  therein  employed  involves  no  riveted  con- 
nections, contains  none  but  simple  sections,  and  is  well 
adapted  for  fabrication  in  a  structural-steel  shop.  Also,  the 
grid-sections  themselves  are  extremely  rugged  and  are  not 
likely  to  be  damaged  during  handling.  The  finished  slab 
presents  an  armoured  non-skid  surface  to  traffic,  and  is 
opaque  and  solid  in  appearance.  In  the  latter  connection, 
the  use  of  an  open  grid  was  deemed  inadvisable  for  so  long 
and  high  a  roadway,  in  a  location,  moreover,  where  heavy 
pedestrian-traffic  obtains. 

The  construction  of  the  Teegrid  slab  is  shown  in  the 
accompanying  isometric  view  (Fig.  23).  The  steel  grid 
which  forms  the  basis  of  the  slab  was  shop-fabricated  in 
panels  29  ft.  33^  in.  long  and  approximately  4  ft.  wide. 
Each  ordinary  panel  consists  of  16  structural  tees  (3  by  3 
in.,  and  1.38  sq.  in.  in  area)  in  contact,  with  stems  upward, 
the  flanges  being  welded  together  at  16H_m-  intervals.  The 
tops  of  the  stems,  punched  for  the  purpose,  are  connected 
by  a  series  of  half-round  J^-in.  bars,  at  4-in.  centres  welded 
at  every  intersection.  The  ends  of  the  grid-sections  are 
closed  by  %-in.  plates  welded  to  the  tees.  The  material  is 


THE  ENGINEERING  JOURNAL     May,  1942 


283 


» 


<? 


iSÎ! 


^^N.            ^\.        ' 

^^sS^                '. 

j^t^ 

'^4^ 

^r           ^"Vi^CT  S^^^              J/d^^                ^^  ^^  ^~~~~~  NOTCHED      FOR     WELDING 
^^^^g^'             ^^^             S^ \^^               T0    ADJACENT     SECTION 

® 

2."**H"    SLOT      FOR    WELO 

TO     STRINGER 

® 

HEAVY     ANGLE    TO    STIFFEN 

® 

^^§L>*6          s"       s^        ^^^£^M< 

FREE      EDCE     OF     GRID 

; 

© 
® 

NO     9     GAUGE      MESH      WELDED 
TO    TOP     OF    FLOORBEAH 

;    15"  ®  35  lbs 

;  roadway-stringer 

PRE-MOLDED     ELA3TITE 

1 

^^  ^\ 

Fig.  23 — Isometric  view  of  Teegrid  slab. 


medium-carbon  steel  (C.E.S. A.  S-40)  with  a  copper-content 
of  0.25  to  0.30  per  cent. 

The  grid-sections  (weighing  2,000  to  2,600  lb.  each)  lie 
athwart  the  roadway  and  rest  directly  on  the  stringers,  each 
section  being  welded  in  three  places  to  each  stringer  and, 
at  16}/^-in.  intervals,  to  the  contiguous  sections.  The  cross- 
bars are  not  continuous  at  the  junctions  of  the  sections, 
but  alternate  ones  are  bent  down  as  indicated  in  the  figure. 
The  weight  of  the  Teegrid  slab  after  receiving  its  concrete 
filling  is  52  lb.  per  sq.  ft.,  whereas  that  of  an  ordinary  con- 
crete deck  would  be  80  to  90  lb.  A  valuable  incidental 
advantage  of  the  Teegrid  slab  is  that  the  grids,  before  con- 
creting, are  capable  of  supporting  considerable  traffic-loads 
without  damage,  so  that  a  roadway  suitable  for  the  passage 
of  erection-equipment  becomes  available  as  soon  as  the 
steel  sections  are  in  place,  and  prior  even  to  their  welding 
to  the  stringers.  Another  advantage  is  that,  since  the  grid 
itself  acts  as  a  container  for  the  fresh  concrete,  a  good  deal 
of  what  might  well  be  hazardous  work  in  the  placement  and 
removal  of  forms  is  avoided. 

As  shown  in  Figs.  23  and  24,  the  Teegrid  is  not  con- 
tinuous over  the  floorbeams,  the  top  flanges  of  which  are 
Y2  m-  above  the  stringers.  The  pavement  of  the  floorbeams 
consists  of  a  23^-in.  depth  of  concrete,  reinforced  by  steel 
mesh  welded  to  the  flange.  To  avoid  cracking  of  this  slab 
at  its  junction  with  the  adjoining  grids  it  is  separated  there- 
from by  a  ^8-in.  pre-moulded  filler  ("Givantake")  cemented 
to  the  grid  before  pouring  the  concrete.  The  figure  also 
shows  the  arrangement  whereby  (at  intervals  of  approxi- 
mately 97  ft:)  the  continuity  of  the  deck  is  deliberately 
broken  to  prevent  its  participation  in  the  action  of  the 
stiffening-trusses  to  the  detriment  of  the  latter.  Such 
breaks  occur  at  every  sixth  floorbeam,  and  the  stringers 


at   those   points    are    provided/  with   sliding-connections. 

The  sidewalk  is  constructed  ôf  a  similar  slab,  known  as 
"Anglgrid,"  the  steelwork  of  which  consists  of  a  series  of 
34-in.  angles,  \l/i  in.  deep,  welded  together  in  the  same 
fashion  as  the  tees  of  the  roadway-grids,  and  similarly 
reinforced  (but  at  6-in.  intervals)  with  half-round  bars.  It 
was  fabricated  in  sections  4  ft.  wide  and  16  ft.  1^  in.  long, 
one  section  (weighing  approximately  600  lb.)  thus  pro- 
viding the  sidewalk  between  two  adjacent  floorbeams.  The 
sidewalk-grids  are  field-welded  to  transverse  tees  located 
immediately  over,  and  midway  between,  the  floorbeams. 
These  tees  are  carried  on  brackets  riveted  to  the  outer 
stringer  of  the  roadway  and  to  an  8-inch  sidewalk-beam 
which  rests  on  pedestals  riveted  to  the  floorbeams.  The  con- 
tinuity of  the  sidewalk-slabs  is,  like  that  of  the  roadway- 
slab,  interrupted  at  intervals. 

The  fabrication  of  the  grid-sections  was  successfully 
accomplished  in  the  Dominion  Bridge  Compan}r's  struc- 
tural-steel shops  in  Vancouver,  the  chief  problem  encoun- 
tered being  the  selection  of  welding-rods  best  adapted  for 
use  in  the  confined  spaces  presented  by  the  grid-assembly. 
The  teegrid-sections  were  built  without  camber,  and  were 
sufficiently  flexible  to  bed  down  to  the  camber  of  the  road- 
way. The  Anglgrid-sections  were  found  to  warp  during 
welding,  but  were  satisfactorily  straightened  in  the  plate- 
rolls.  Slight  variations  (within  the  rolling-tolerance)  in  the 
depths  of  the  tees  and  angles  were  accommodated  by  punch- 
ing the  half-round  holes  with  reference  to  the  back  of  the 
section. 

Floor-system  and  Roadway 

The  floor  beam-and-stringer  system  on  which  the  deck 
rests  is,  in  the  main,  of  conventional  construction,  as  may 
be  seen  from  the  typical  cross-section  shown  in  Fig.  25. 


284 


May,  1942    THE  ENGINEERING  JOURNAL 


The  floorbeams,  spaced  1G  ft.  \\  in.  apart,  are  hog-backed 
to  suit  the  camber  of  the  roadway:  and,  for  the  same 
reason,  the  15-in.  I-beam  stringers,  which  frame  into  the 
floorbeams  immediately  below  the  top  flange-angles,  are 
variously  inclined  to  the  vertical.  The  floorbeams  are 
necessarily  normal  to  the  changing  roadway-grade,  and 
their  end-connections  accordingly  make  varying  angles 
with  the  truss-verticals  into  which  they  frame.  The  end- 
connections  are  designed  to  resist  distortion  of  the  bridge 
cross-section  due  to  unequal  loading  of  the  two  sides  of 
the  deck.  End-moment  stress  of  the  bottom  flange  is  trans- 
ferred to  the  truss-chord  (and  thence  to  the  vertical) 
through  a  horizontal  tie-plate,  and  the  complementary  top- 
flange  stress  passes  through  a  vertical  gusset  into  a  welded 
insert  in  the  truss- vertical. 

The  29-ft.  roadway,  having  a  3-in.  elliptical  camber 
(giving  a  four  per  cent  drainage-slope  at  the  gutter),  is 
bounded  by  steel  kerbs,  10  inches  high,  and  the  sidewalks 
have  a  drainage  towards  the  kerb  of  one  in.  in  their  4-ft. 
width.  The  kerb,  consisting  of  a  tee  made  by  halving  a 
15-in.  British  standard  beam,  derives  its  support  from  the 
same  brackets  that  carry  the  sidewalk  cross-tees.  The  6-in. 
back  of  the  tee  slopes  away  from  the  side-walk  at  an 
inclination  of  one  in  five  and  its  upper  edge  forms  the 
boundary  of  the  sidewalk-slab.  The  4-in.  space  between  the 
roadway-surface  and  the  lower  edge  of  the  tee  performs  the 
function  of  a  continuous  open  scupper,  simplifying 
cleaning  and  drainage  of  the  roadway  and  obviating  any 
need  for  catch-basins  (see  Fig.  24).  The  kerb-tees  are  dis- 
continuous at  every  sixth  floorbeam. 


Fig.  25 — Typical  cross-section  of  suspended  spans 


Fig.  2i — Grid  deck  before  concreting. 

Owing  to  the  proximity  of  the  comparatively  hea\y  and 
continuous  steel-work  of  the  trusses  (which,  together  with 
the  high  kerb,  presents  an  effective  obstacle  to  prevent  a 
vehicle  from  falling  overbroad),  there  is  no  necessity  for 
heavy  fences.  The  fence  (Fig.  28)  consists  of  galvanized 
2-in.  diamond  wire-mesh  of  No.  6  gauge.  The  mesh  for 
each  16-ft.  panel  of  fence  is  woven  onto  a  frame  of  13^-in. 
channels  and  is  bounded  top  and  bottom  by  l^-in.  pipe, 
to  which  the  longitudinal  channels  are  bolted.  The  height 
of  the  top  rail  above  the  sidewalk  is  3  ft.  8  in.,  the  fence 
proper  having  a  depth  of  3  ft.  4  in.  The  fence  is  supported 
by  welding  the  pipe-rails  to  angle-posts  which  themselves 
are  welded  to  the  trusses.  The  end-channels  of  adjoining 
fence-panels  are  connected  with  galvanized  bolts.  The 
weight  of  each  fence,  including  posts  and  brackets,  is 
approximately  17  lb.  per  ft. 

The  steelwork  of  the  suspension-bridge  deck  was  fabri- 
cated in  Vancouver.  All  the  stringers,  together  with  a  num- 
ber of  floorbeams,  were  fabricated  by  Western  Bridge  Com- 
pany, while  the  majority  of  the  floorbeams,  together  with 
the  sidewalk-supports,  kerbs,  and  fence-posts,  were  made 
by  Dominion  Bridge  Company. 

Stiffening-Trusses  :  Design 

The  function  of  the  stiff ening-trusses  is  to  distribute  local 
live-loading  amongst  all  the  suspender-ropes,  so  maintain- 
ing the   parabolic   shape    of    the    cable,  and    eliminating 
uneven  roadway-gradients  such  as  would  occur  if  the  cable 
were  the  sole  restraining  influence.  In  comparison  with  that 
of  the  loaded  cable,  however,  the  stiffness  of  the  long  truss 
is  comparatively  small,  and  deflections  in  general  are  but 
little  affected  by  its  presence.  The  stiff  ening-trusses  are 
thus  of  hardly  any  assistance  as  load-carrying  members 
(the  cables  taking  something  more  than  95  per  cent  of  live- 
loads)  except  insofar  as  they  span  between  adjacent  sus- 
penders. Chord-stresses  are  thus  to  all  intents  and  purposes 
directly  related  to  the  moment  of  inertia  of  the  truss,  and 
it  would  seem  that  the  optimum  truss-depth  is  therefore 
the  minimum  consistent  with  efficacious  control  of  deflec- 
tions.   On    the   other   hand,    however,    it   is   increasingly 
apparent  (and  particularly  since  the  lamentable  failure  of 
Tacoma   Bridge)   that    the  use    of   an 
unduly  light  and  limber  truss  is  likely 
to  be  attended  by  dangerous   oscilla- 
tions of  the  structure.  In  the  present 
state   of  knowledge   there  is   no   clear 
ruling  for  establishing  truss-depth,  and 
the  engineer  is  perforce  guided  by  past 
experience,     the     trends     of     current 
practice,  and  by  the  circumstances  of 
the  project  in  hand. 

In  the  present  case,  an  examination 
of  the  span-depth  ratios  of  various 
existing  bridges  led  to  the  selection  of 
a  depth  of  18  ft.  between  chord-centres 


THE  ENGINEERING  JOURNAL     May,  1942 


285 


!' 

8 

rt  ISO 

§ 

>  IOO 

1 

^    60 

<$ 

\ 

&4Z 

Cv 

^ 

SxtA 

**£ 

wrv»0 

\ 

\ 

V 

— 

i^    4-0 

5W* 

Mtf^ 

Hfc 

\ 

20 

-_J 

T_~ 

J 

'""J 

»<f-w 

TW) 

••V 

^ 

v-v- 

\\ 

\ 

's 

««•■»< 

-■£« 

^ 

^1 

\ 
«C 

0"*22  J/?fe  if  JO  J^J<»  CiO  IT/-*  CL.O  CLIZ  Ci /b  C120  CLS4  CLZ3  CL3Z  CI  36  Ci.40  CLA4 

SJDE-SPAN  CENTR.AL    SPAN 

Fig.  26 — Bendi rig-moments  and  shears  in  stiffening-trusses. 


as  a  preliminary  figure,  the  span  contemplated  at  that 
time  being  1,500  ft.  The  depth  was  subsequently  reduced 
to  16  ft.;  and  ultimately  a  depth  of  15  ft.  was  adopted, 
for  the  1550-ft.  span. 

Contributing  to  this  decision  were  studies  of  panel-length, 
suspender-spacing,  and  of  overall-sizes  and  weights  for 
shipment  and  erection.  The  spacings  chosen  are  seen  in  the 
general  diagram  of  Fig.  22,  the  panel-length  being  16  ft. 
\]/2  in.  (varied  slightly  in  the  special  cases  of  the  end-panels), 
and  suspenders  being  located  at  alternate  panel-points. 
The  web-system  is  of  the  Warren  type,  with  a  vertical 
member  at  each  panel-point,  the  diagonals  being  sloped  at 
approximately  45  deg.  The  trusses  are  two-hinged,  but  for 
aesthetic  reasons  the  physical  discontinuity  at  the  towers 
has  been  largely  concealed  by  the  extension  of  the  upper 
chords  as  far  as  the  ends  of  the  trusses.  The  trusses,  40  ft. 
apart,  hang  in  the  planes  of  the  cables,  and  lateral  X-bracing- 
is  provided  between  the  lower  chords. 

With  regard  to  stress-computations,  theories  have  been 
advanced  for  direct  solutions  by  approximate  methods,* 
but  it  is  by  no  means  certain  that  accurate  results  are  avail- 
able any  more  swiftly  thereby.  While  an  approximate 
method  is  of  great  value  in  setting  up  initial  assumptions, 
the  author  believes  that  the  continued  use  of  the  "deflec- 
tion" theory  thence  onwards  until  accord  is  reached  between 
assumption  and  result,  is  the  most  satisfactory  routine  to 
follow.  This  latter  procedure  was  employed  in  the  present 
instance,  use  being  made  of  Mr.  L.  S.  Moisseiff's  stress- 
analysis.  Maximum  bending-moments  and  shears  were 
evaluated  (involving  the  theoretically-worst  distributions, 
in  any  pattern  of  discontinuity,  of  the  specified  live-load- 
ings), at  frequent  intervals  throughout  the  spans;  and 
curves  of  the  maxima  were  prepared  (see  Fig.  26)  for  the 
governing  conditions  of  loading.  The  usual  assumptions,  of 
uniform  dead-loading  and  of  an  equivalent  mean  truss 
moment  of  inertia,  were  made. 

In  dealing  with  resistance  to  lateral  loads,  the  partici- 
pation  of   the  upper   chords   was  recognized,   and  wind- 

*Preliminary  Design  of  Suspension  Bridges:  Hardesty  and  Wess- 
mann.  Trans.  Am.  Soc.  C.  E.  Vol.  104:  Discussion. 


pressures  were  translated  into  equivalent  vertical  loads  in 
the  trusses.  Furthermore,  in  the  case  of  the  central  span, 
the  lateral  wind-unit  of  380  lb.  per  linear  ft.  (together  with 
an  assumed  unit  of  30  lb.  per  ft.  on  the  cables)  was  divided 
between  trusses  and  cables  by  use  of  the  ingenious  method 
of  Messrs.  Moisseiff  and  Lienhard**,the  resulting  lateral  load 
on  the  trusses  amounting  to  210  lb.  per  linear  ft.  For  the 
side-spans  such  a  distribution  is  not  operative,  and  the  full 
lateral  load  of  500  lb.  per  linear  ft.  was  applied  to  the  trusses. 
The  following  are  the  properties  of  the  interacting  truss- 
and-cable  system  that  finally  emerged  from  the  design- 
calculations: 

Truss-depth 15'-0"  c.  to  c.  chords 

Cable-area 71.1  sq.  in. 

Total  dead  load — central  span 2,300  lb.  per  lin.  ft. 

Total  dead  load — side-span 2,104  lb.  per  lin.  ft. 

Truss  M.I.  —central  span 5,250  in?  ft? 

Truss  M.I.  —side-span 2,900  in?  ft? 

Lateral  M.I.       —central  span 83,000  in?  ft? 

From  the  following  tabulation  it  will  be  seen  that  the 
actual  weights  of  the  suspended  structure  exceeded  those 


Item 

Total  weight  (kips)  suspended 
from  one  cable 

Estimated 

Actual 

Cable,  wrapping,  fillers 

Cable-bands,  bolts 

Suspenders,  Sockets,  rungs 

Trusses,  laterals,  all  field  rivets .  . 
Floorbeams 

788.88 

46.36 

86.74 

1,495.86 

567.92 

589 . 52 
2,306.22 

61.16 
12.56 

783.866 

47.186 

84.018 

1,477.862 

590 . 272 

Stringers,  kerbs,  sidewalk-sup- 

Deck-slab  (grids  and  concrete) .  .  . 
Electrical  and  water  services, 
lamp-standards 

615.386 
2,330.112 

51.450 

Paint 

included  in  other 
items 

Total 

5,955.22 

5,980.152 

** Volume  98.  Trans.  Am.  Soc.  C.  E. 


286 


May,  1942     THE  ENGINEERING  JOURNAL 


-CitaLe  j9/*kd 


S£CT/ONAL    y/£W   OF  SHOC 
AT  SLO  . 


Stss*>e*r0e* 


Fig.  27 — Suspended  spans:  Typical  details,  at  south  end. 


rHE  ENGINEERING  JOURNAL     May,  1942 


287 


estimated  by  0.40  per  cent.  In  determining  the  geometry 
of  the  cable-polygon,  loads  were  computed  separately  for 
each  suspender,  and  the  range  of  error  in  these  individual 
weights  was  from — 0.32  per  cent  to  as  much  as  +1.17  per 
cent. 

The  subsequent  addition  of  four  observation-platforms 
and  of  the  signal-station  (the  weights  of  which  were  not 
anticipated  in  the  estimated  figures),  however,  increased 
the  dead  load  in  several  of  the  suspenders.  That  of  the 
central  suspender  (the  most  severely  affected)  became  14 
per  cent  in  excess  of  the  design-load;  but,  as  will  be  seen 


Fig.  28 — Arrangement  of  observation-platform. 

by  reference  to  Part  III,  the  safety-factor  was  not  appre- 
ciably reduced.  Correspondingly  the  general  overrun  of 
total  suspended  dead  load  increased  by  1.13  per  cent,  but, 
in  view  of  the  ample  provision  for  live  load,  it  was  not 
necessary  to  make  any  changes. 

Stiffening-Trusses ;  Working-Stresses 

Comparatively  high  unit-stresses  aie  permissible  in  the 
stiffening-trusses.  The  reason  for  this  is  two-fold.  In  the 
first  case,  each  member  is  designed  to  resist  forces  that  are 
set  up  by  the  most  severe  arrangement  of  live-loading 
possible  for  the  member  in  question.  It  is  highly  improbable 
that  such  peculiar  patterns  of  live  loading  will  ever  obtain, 
while  the  possibility  of  their  occurrence  in  conjunction  with 
high  wind  and  extreme  temperature  may  be  discounted 
altogether.  Secondly,  as  has  already  been  pointed  out,  the 
trusses  are  not  primary  supporting-structures,  and  truss- 
members  could  sustain  relatively  severe  damage  without 
jeopardising  the  safety  of  the  roadway. 

The  trusses  are  built  of  medium-carbon  steel,  and  the 
basic  unit-stresses  adopted  were  as  follow: 

Tension:  20,000  lb.  per  sq.  in. 

20  L 

Compression:  -^  (18,000  —  00  — )  lb.  per  sq.  in.  (maximum 

1S  r  1 0,200). 

In  proportioning  the  chord-members,  these  units  were 
used  for  stresses  due  to  D  or  W  alone.  They  were  increased 
in  the  ratio  25/20  for  cases  DW  or  DNT,  and  in  the  ratio 
30/20  for  DCT  or  DNWT.  For  the  upper  chord,  the  com- 
pressive units  were  arbitrarily  reduced  by  2,000  lb.  per  sq. 
in.  For  vertical  members,  the  basic  units  were  specified  for 
all  cases  not  involving  W,  and  were  increased  in  the  ratio 
25/20  when  effects  due  to  W  were  involved.  The  same 
increased  units  were  employed  for  all  cases  of  loading  in 
the  truss-diagonals.  The  basic  shear-unit  for  shop  rivets 
was  13,500  lb.  per  sq.  in.,  and,  for  field  rivets,  12,000  lb. 
per  sq.  in.;  and  these  were  increased  respectively  to  15,000, 
17,000  and  to  13,000,  14,000  in  accordance  with  the  tensile 
and  compressive  units.  Rivets  were  manufactured  to  comply 
with  C.E.S. A.  specification  S-42. 

Stiffening-trusses:  Detail 

Typical  details  of  the  trusses  are  given  in  Figs.  25  and 
27.  The  chords  each  consist  of  two  vertical  web-plates  and 
four  flange-angles    with    horizontal  legs  turned   outwards 


in  the  case  of  the  upper  chord  and  inwards  in  the  lower. 
Double  lacing  is  used  for  the  upper  chord;  but  for  the  <t 
narrower  lower  chord,  single-lacing  becomes  obligatory  and, 
for  the  heavier  sections,  wider  bars  with  two-rivet  con- 
nections are  necessary.  The  lGV^-in.  width  of  the  truss 
was  determined  mainly  by  the  exigencies  of  the  suspender- 
connection. 

All  vertical  members  of  the  trusses  are  truly  vertical 
under  "normal"  conditions,  and  are  of  the  same  built-up 
H-section  throughout.  The  governing  loading  occurs  in  the 
case  of  the  hanger-vertical,  and  this  member,  as  well  as 
being  designed  for  the  maximum  direct  tension  from  the 
suspender,  is  calculated  to  withstand  bending-stresses  from 
the  floorbeam-connection  and  also  to  provide  lateral  stiff- 
ness for  the  upper  chord  in  addition  to  that  deriving  from 
the  suspender-pull.  Connection  of  the  truss  to  the  suspender 
is  made  directly  to  the  hanger-vertical,  as  shown  in  Fig.  43. 

The  diagonals,  except  for  the  end-posts  (which  are  of 
double-channel  section  for  stiffness  and  for  connection  to 
the  chords),  consist  of  two  angles  the  backs  of  which  are 
braced  together  with  batten-plates  and  the  toes  with  light 
welded  angles.  These  members,  receiving  stress  from  live- 
load,  temperature,  wind,  and  from  local  loadings  between 
suspenders,  are  of  varying  cross-section,  becoming  lighter 
towards  the  centres  of  the  spans.  Lateral-bracing  members, 
apart  from  those  in  the  end  panels,  consist  each  of  a  pair 
of  angles  with  the  shorter  legs  downstanding  and  riveted  in 
contact.  Connection  to  the  trusses  is  made  through  gusset- 
plates  riveted  to  the  undersides  of  the  lower  chords.  Gussets 
at  the  intersections  of  the  braces  are  riveted  to  the  bottoms 
of  the  floorbeams,  and  additional  support  is  given  to  each 
member  by  a  /^-in.  rod-hanger  which  hangs  from  the  lower 
flange  of  the  appropriate  roadway-stringer.  Studies  indi- 
cated that  greater  economy  of  material  was  effected  by  such 
a  tension-system  than  by  one  of  K-bracing. 

The  lateral  system  terminates,  at  either  end  of  each  of 
the  three  suspended  spans,  with  two  heavier  latticed- 
channel  members  (designed  for  compression  as  well  as 
tension),  through  which  the  whole  wind-reaction  is  delivered 
into  a  suitable  "nose"  detail. 


^éHMskL 

Bj 

BBB^^w  I*  ftr«  ifgiu. 

LjJ,  4 

1  a7T 

f     \                        **fc  Van 

Fig.  29 — Signal-station:  Steel  structure. 

The  trusses  and  bracing  are  riveted  with  7/s-iu.  rivets. 
The  C.E.S. A.  highway-bridge  specification  was  referred  to 
for  workmanship  and  detail. 

Stiffentng-Trusses  :  Fabrication 

In  order  to  achieve  the  anticipated  balance  of  inter- 
dependence between  cables  and  tinsses  wherein  the  latter 
are  unstressed  under  dead  load  at  normal  temperature,  it. 
is  essential  that  the  field-geometry  of  the  structure  shall 
conform  closely  to  the  theoretical  dimensions.  The  lengths 
of  cables  and  suspenders  were  obtained  very  accurately, 
and  every  effort  was  made  to  attain  equal  precision  in  the 
profile  of  the  long  trusses. 

The  contractor  made  complete  detail  drawings  of  the 
trusses  from  the  end  of  the  side-span  to  the  middle  of  the 


288 


May,  1942     THE  ENGINEERING  JOURN  M 


StCTIONAL  PLAN 
ATBCAMN6 
PLATS. 


SECTION 


the  present  case,  the  tolerance  was  obtained  by  drilling  the 


pecial"  diameter 
selves  being  a  neat  2z/i  inches  in  diameter 

Inspection-Travellers 


the  pins  them- 


S/£>£   £l£V/ITtON 


Fig.  30 — Sliding  shoes  at  main  towers. 

central  span,  and  each  section  was  fabricated  individually. 
On  account  of  the  constantly-changing  gradient  of  the  sus- 
pended structure,  the  only  repetitive  details  were  those  of 
the  vertical  members.  The  engineers  required  accurate 
facing  of  the  ends  of  chord-members  at  all  splices,  and  the 
varying  angles  of  these  members  necessitated  extremely 
precise  workmanship.  As  an  instance,  the  bevel  to  which 
one  of  the  lower-chord  splicing-faces  was  successfully 
machined  is  stated  on  the  detail  drawing  to  be  9/32-in.  in  4  ft. 

The  trusses  were  fabricated  in  sections  of  approximately 
48  ft.  in  overall  length,  each  shipping-piece  comprising  two 
adjacent  vertical  members,  two  diagonals,  and  two  panels 
of  each  chord.  Upper  chord  splices  were  made  midway 
between  suspenders,  the  faced  ends  of  the  material  being 
at  the  panel-point.  The  lower  chord  splices  were  made  a 
little  to  one  side  of  the  alternate  panel-points,  so  that 
adjoining  sections  might  be  bolted  together  in  the  field 
without  complicating  the  subsequent  connection  of  the 
floorbeam. 

The  trusses  were  built  in  the  Burnaby  plant  of  the 
Dominion  Bridge  Company.  They  were  shop-assembled, 
four  at  a  time,  and  bevels  and  dimensions  were  checked 
before  reaming  or  riveting  took  place.  The  main  production- 
problem  encountered  was  that  of  so  ordering  the  sequence 
of  fabrication  of  the  170  pieces  as  to  anticipate  the  ship- 
ment-programme and  to  avoid  as  far  as  possible  any 
unproductive  sorting  in  the  j^ards. 

A  recommendation  made  by  the  fabricating-shop  was 
that  pin-holes  (for  suspender-lugs)  should  be  made  to  suit 
a  standard  drill,  since  it  is  simpler  to  allow  for  the  necessary 
fitting-tolerance  in  the  diameter  of  the  machined  pin.  In 


The  importance  of  providing  adequate  access  to  all  parts 
of  a  steel  structure  in  maritime  surroundings  is  very 
evident.  For  inspection  of  the  underside  of  the  deck 
of  the  suspension-bridge,  the  first  idea  was  to  provide  a 
continuous  walkway  for  the  full  length  of  the  structure; 
and  to  this  end  the  floorbeams  were  designed  with  man- 
holes (Fig.  25)  through  the  web-plates.  Further  consider- 
ation, however,  led  to  the  adoption  of  movable  underslung 
platforms,  giving  convenient  and  safe  access  to  all  under- 
neath parts.  The  three  travellers  each  consist  of  two  light 
welded  trusses,  spanning  the  full  width  of  the  bridge.  The 
trusses  are  braced  apart  by  4-in.  cross-channels  welded 
under  the  lower  chords,  the  channels  functioning  also  as 
supports  for  a  plate  platform,  4  ft.  wide.  The  top  angles  of 
the  trusses  (which  are  3  ft.  6  in.  deep)  constitute  handrails 
for  the  walkway,  while  the  truss-webs  form  protective 
fencing.  At  each  end  is  a  widening  of  the  platform  (to  7  ft. 
(5  in.),  from  which  a  crank  can  be  operated  for  moving  the 
traveller  by  hand.  The  cranks  at  the  two  ends  of  the 
traveller  operate  on  a  full-length  shaft,  from  which  the 
manpower  is  transmitted  at  each  end  by  a  chain-gear  to 
one  of  the  wheels.  The  two  wheels  at  each  end  are  spaced 
6  ft.  apart  and,  double-flanged,  run  on  the  flange  of  a 
standard  7-in.  I-beam  which  is  supported  from  the  lower 
chord  of  the  truss  at  every  panel-point.  The  travellers  are 
equipped  with  hand-brakes,  and  there  are  safety-bolts 
which  lock  into  holes  punched  at  4-ft.  intervals  in  the  webs 
of  the  rail-beams.  The  primary  purpose  of  these  travellers 
is  for  regular  maintenance  of  the  bridge,  but  they  were 
found  invaluable  during  construction  for  work  that  other- 
wise would  have  necessitated  the  use  of  elaborate  scaffold- 
ing. Each  traveller  weighs  approximately  43^  tons. 

Observation- Platforms 

At  the  instance  of  the  owners,  four  observation-platforms 
for  the  use  of  pedestrians  were  incorporated  into  the  struc- 
ture of  the  central  span.  These  are  steel  structures,  sus- 
tained, at  sidewalk-level,  on  cantilever-brackets  outside  the 
trusses.  Each  is  about  6  ft.  wide  and  32  ft.  long,  extending 
between  panel-points  2  and  4  (i.e.,  about  30  ft.  from  the 


THE  ENGINEERING  JOURNAL     May,  1942 


289 


main  tower  in  each  ease),  and  commands  an  extensive  view 
of  the  surrounding  scenery.  The  platforms  are  floored  with 
chequered  plating  and  are  protected  by  stout  fences  4  ft.  6 
in.  high.  Uninterrupted  access  is  obtained  from  the  side- 
walk, two  openings  in  the  fence  (Fig.  28)  being  provided 
for  each  platform.  Fixed  steel  benches  are  also  furnished. 

The  signal-bridge  and  the  observation-platforms  were 
fabricated  in  Vancouver  by  Western  Bridge  Company  and 
Dominion  Bridge  Company  respectively. 

Signal  Station 

In  accordance  with  a  stipulation  of  the  Federal  Govern- 
ment, provision  was  made  for  the  replacement  of  the 
marine  signal-station  on  Prospect  Point  by  a  new  structure 
situated  at  the  middle  of  the  bridge.  This  new  station  was 
put  into  operation  on  January  15th,  1939,  and  its  location 
affords  a  considerably  more  extensive  view  both  seawards 
and  into  the  harbour. 

The  steel  structure  consists  of  a  light  cross-bridge  over 
the  roadway  at  span-centre,  giving  a  20-ft.  clearance  over 
the  roadway-crown.  The  }i~in.  chequer-plate  deck  of  the 
"signal-bridge"  is  supported  on  5-in.  channels  (spaced  2 
ft.  9  in.  apart)  which  in  turn  are  carried  on  two  light  welded 
trusses,  10  ft.  apart  and  of  such  depth  (4  ft.  6  in.)  as  to 
permit  of  their  functioning  as  handrails.  The  trusses  are 
supported  by  framework  built  onto  the  stiffening  trusses, 
and  the  signal-bridge  deck,  with  an  overall  length  of  48  ft., 
is  cantilevered  out  at  either  end,  where  suitable  railing  is 
provided.  A  steel  stairway  connects  the  east  end  of  the 
signal-bridge  with  a  small  platform  at  sidewalk-level,  access 
to  that  platform  being  given  by  a  gate  in  the  fence. 

The  signal-bridge  carries  two  cabins  (9  by  8  ft.  in  plan, 
and  8  ft.  high),  one  near  either  end  (Fig.  29),  and  a  36-ft. 
steel  mast  with  10^-ft.  cross-arms  is  set  in  the  middle  of 
the  deck.  The  cabins  are  of  welded  construction,  with  walls 
of  No.  12  gauge  steel  plate  lined  with  5-ply  wood  veneer. 
The  ceilings  are  finished  with  "Masonite"  and  the  floors 
are  of  oak.  Generous  window-space  is  provided.  The 
western  cabin  serves  as  office  and  control-room,  and  the 
eastern  contains  batteries,  machinery,  meters  and  switch- 
gear,  storage-space,  and  toilet  accommodation,  the  soil-pipe 
from  the  latter  discharging  directly  over  the  water.  Water 
is  provided  by  an  insulated  copper  pipe  from  the  south 
bridge-head. 

Ancillary  to  the  signal-station  (but  not  comprising  part 
of  the  main  contracts  as  administered  by  the  engineers)  is 
a  cottage-dwelling  built  near  the  south  anchorage,  for  the 
resident  personnel. 

Provisions  for  Expansion 

In  the  case  of  the  main  suspension-system,  thermal  and 
elastic  variations  in  the  lengths  of  the  cables  are  self- 
accommodating.  The  cables  are  free  to  adjust  themselves 
by  alterations  in  sag,  and  the  cable-saddles  are  also  to  all 
intents  and  purposes  free  to  move  within  the  limited  ranges 
involved. 

Provision  is  essential,  however,  to  cater  for  changes  in 
the  long  horizontal  length  of  the  truss-and-deck  system  of 
each  span,  and  for  angular  end-movements  both  lateral  and 
vertical. 

The  linear  movements  are  provided  for  at  the  points 
where  the  trusses  take  their  end-bearing  on  the  two  towers, 
the  outer  ends  of  the  side-spans  being  "fixed."  This  arrange- 
ment, although  it  has  the  disadvantage  of  concentrating 
the  expansion-movement  of  the  whole  2,778  ft.  of  structure 
at  only  two  points,  was  resorted  to  in  order  to  avoid  the 
effects  of  flexure  on  the  shorter  suspender-ropes  and  rather 
to  make  use  of  the  freer  support  of  the  very  long  ropes  in 
the  vicinity  of  the  towers. 

The  other  movements,  caused  by  lateral  or  vertical 
deflections,  demand  articulation  of  the  suspended  structure 
at  each  end  of  each  span.  The  lateral-bracing  system  in  all 
cases  terminates  in  a  central  intersection  at  which  the 


reaction  is  delivered.  At  the  shoreward  end  of  the  south 
side-span  this  intersection  is  connected  by  a  vertical  pin  to 
a  wind-anchorage  secured  into  the  front  fact  of  the  pedestal  ; 
and,  in  the  case  of  the  north  side-span,  to  the  cable-bent. 
Thus  at  these  two  shoreward  ends  of  the  bridge  the  trusses 
are  fixed  in  regard  to  longitudinal  movements  (excepting 
those  due  to  deflections  of  the  cable-bent)  but  are  free  to 
deflect  laterally  by  rotation  of  their  ends  about  the  wind- 
pins.  The  accompanying  small  to-and-fro  movements  of  the 
truss-ends  are  accommodated  by  sliding  details,  the  trusses 
bearing  on  horizontal  pins  that  permit  of  angular  move- 
ment due  to  vertical  deflections  but  which  restrict  vertical 
movements  to  the  small  clearance  needed  for  sliding. 
Expansion-details  at  the  south  end  of  the  bridge  are  shown 
in  Fig.  27,  while  those  at  the  north  end  are  discussed  in 
connection  with  the  cable-bent  (p.  296). 

At  the  towers,  provision  is  made  for  similar  movements, 
and,  in  addition,  for  longitudinal  expansion  of  the  suspended 
spans.  The  wind-reaction  of  each  truss  is  delivered  through 
a  sliding  "nose"  (riveted  to  the  end  floorbeam  at  the  inter- 
section of  the  terminal  lateral-members)  which  can  move 
longitudinally  between  phosphor-bronze  guides  mounted  on 
the  top  of  the  wind-strut  immediately  under  the  roadway. 
The  rubbing  surfaces  of  those  bronze  guides  are  curved  to 
a  radius  of  3  ft.,  and  are  spaced  to  give  3i6_in-  clearance  for 
sideways  motion  of  the  nose. 

The  possible  extent  of  movement  of  the  ends  of  the  trusses 
at  these  expansion-points  is  considerable,  such  movements 
emanating  from  various  sources.  Thus,  at  the  north  tower, 
the  side-span  truss,  in  addition  to  its  alteration  in  length 
owing  to  stress-and-temperature-variations,  moves  bodily 
with  deflections  of  the  cable-bent,  to  which  it  is  fixed.  At 
the  same  time  the  northerly  half  of  the  central  span  con- 
tracts and  expands,  with  its  natural  fixed  point  at  span- 
centre.  Furthermore,  wind-loads,  in  bowing  the  spans  side- 
ways, cause  rotation  of  the  end  floorbeams  about  the  wind- 
pins,  so  that  the  leeward  truss-ends  of  adjacent  spans 
approach  each  other,  while  the  windward  ends  retreat. 
Further,  there  is  to  be  considered  the  elastic  deflection  of 
the  tower  itself  due  to  displacement  of  the  saddle  on  account 
of  cable-adjustments.  Movements  at  the  south  tower  are 
smaller  in  extent,  but  the  same  expansion-assembly  is  pro- 
vided in  both  cases. 

The  arrangement  of  the  truss-shoes  at  the  main  expan- 
sion-joint is  shown  in  Fig.  30.  The  end  of  each  truss  is  pin- 
connected  (with  a  43/2-in.  horizontal  pin)  to  a  sliding  shoe 
which  moves  between  upper  and  lower  bronze  guides.  In 
this  manner  no  resistance  is  offered  to  longitudinal  move- 
ments or  to  vertical  angular  motion,  but  the  truss-end  is 
constrained  against  movement  due  to  positive  or  negative 
reaction.  Weather-protection  for  the  shoes  is  afforded  by 
light  articulated  steel  frames  with  canvas  covers. 

Traction-forces  in  the  suspended  structure  are  transferred 
from  the  trusses  into  the  main  cables  at  the  low  points  of 
the  latter.  In  each  span,  as  shown  in  Fig. 27,  two  points  of 
the  upper  chord  (some  30  ft.  apart)  are  connected  to  the 
lowest  cable-band,  which  is  specially  adapted  for  the  pur- 
pose, by  a  pair  of  1^-in.  high-tensile  rods.  The  lengths 
of  these  are  adjustable  by  turnbuckles,  and  their  outer  ends 
are  forged  and  bored  to  receive  23^-in.  pins.  Each  of  the 
six  assemblies  is  designed  to  withstand  a  traction-force  (see 
Part  III)  of  51  kips.  In  this  manner  the  three  spans  are 
severally  prevented  from  bodily  movements  longitudinally, 
and  expansion  of  the  central  span  is  constrained  to  take 
place  equally  at  both  ends. 

Expansion-Joints  in  Roadway 

The  engineers'  drawings  in  the  first  place  called  for  a 
conventional  type  of  expansion-finger  joint:  such  a  detail 
comprises  two  sets  of  narrow  steel  bars  set  on  edge,  attached 
respectively  to  the  ends  of  the  adjoining  deck-slabs,  the 
bars  of  one  set  meshing  with  those  of  the  other.  Owing, 
however,  to  the  large  movement  to  be  accommodated,  the 


290 


May,  1942     THE  ENGINEERING  JOURNAL 


r/x£D  rtr*&ess  Z'-3k 


f/xmo  r/netfts   S'-Si" 


S/D£    SPAN 
ree-aaio  slab. 


PART  PLAN.   FULLY    OPEN. 


SECTION.  —  FULLY  OPEN. 

(iv/A/OW/l*0     GUTT£R:     D.W.T  (coioS* 


/'-//" 


-o 


2'-"" 


Si,o(NC   r,N<it*s  /t>  eeiow  c**oe  f/xto  „„6£„s  8  ~m>ov**vw 


(oe/iD  lo»o  no  mind,   rertp.  eovj 
J/OS    SPAN. 


SECTION  — FULLY  CLOSED. 


é 


*i~. 


/3       9       *       3 


L_3_ 


Fig.  31 — Main  expansion-joint  for  roadway. 


THE  ENGINEERING  JOURNAL     May,  1942 


291 


consequent  abnormal  overhang  (17^4  in.)  and  depth  (6  in.) 
of  the  fingers,  and  the  wide  finger-spacing  needed  to  prevent 
binding  due  to  rotation  of  the  span-ends,  the  contractor 
suggested  an  alternative  in  which  the  total  movement  is 
divided  into  two  parts  that  occur  at  separate  finger-mesh- 
ings.  This  amended  design  utilised  smaller  bars  for  the 
fingers,  eliminated  the  cantilever  feature,  and  offered  certain 


40-0"  c.To  c  crates    _ 

/?£4//n  OasT*tscr/on/  Se*co*i 


Fig.  32 — Main  tower. 


advantages  in  fabrication.  In  spite  of  additional  complica- 
tion, the  design  was  accepted  by  the  engineers  on  account 
of  its  superior  qualities  of  stability  and  rigidity,  and  the 
details  were  duly  approved. 

The  joint  is  shown  in  Fig.  31.  Rigidly  attached  to  the 
end-stringers  of  the  adjacent  spans,  and  thus  forming  in 
in  each  case  an  extension  of  the  deck-slab  proper,  are  two 
"fixed"  sets  of  53^  by  %  medium-steel  fingers  set  up  on 
edge  at  l^jg-in.  centres.  The  fingers  of  each  set  are  welded 
to  two  transverse  supports  (each  made  up  of  a  3  by  2  bar 
welded  to  a  9M  by  %  web-plate)  that  span  between  the 
stringers,  the  latter  being  cut  down  and  strengthened  to 
receive  them.  The  supports  are  curved  so  that  the  top  sur- 
face of  the  finger-assembly,  which  extends  across  the  road, 
follows  the  roadway-camber.  A  third  set  of  fingers  (43^  in. 
deep  and  tapering  in  thickness  from  %-in.  at  the  top  to 
Jié-in.  at  the  bottom  to  prevent  accumulation  of  road- 
debris),  spaced  similarly  to  those  of  the  "fixed"  sets  and 
welded  with  spacers  to  form  a  single  cambered  unit,  inter- 
meshes  with  the  two  fixed  units,  and  bears  and  slides  on  the 
outer  supporting-bars  of  the  latter. 

In  Fig.  31  are  shown  the  relative  positions  of  the  three 
sets  of  fingers  under  normal  conditions  and  also  when  the 
gap  between  the  two  adjoining  deck-slabs  is  at  its  maximum 
and  its  minimum.  It  will  be  noted  that  the  anticipated  range 
of  movement  at  the  edges  of  the  roadway  amounts  to  as 
much  as  30  inches.  It  will  also  be  seen  that  the  central  (or 
"sliding")  fingers  are  free,  except  in  the  extreme  cases 
(when  their  movement  is  controlled  by  "stops"  which,  con- 
nected to  the  stringer-ends,  engage  with  chocks  welded 
between  the  fingers),  to  move  independently.  The  weight 
of  the  sliding-fingers  is  probably  sufficient  to  prevent  any 
vertical  movement  or  "chattering,"  but,  as  a  safeguard,  they 
are  held  down  positively  by  two  one-in.  steel  rods  whose 
lower  ends  are  seemed  to  the  main  tower-strut.  The  rods 
are  pin-connected,  and  tension  is  maintained  by  coil- 
springs. 

In  order  to  maintain  an  unbroken  roadway-surface  as 
far  as  possible,  both  sets  of  fixed  fingers,  together  with  the 
centra!  portion  of  the  sliding  fingers,  are  covered  over  with 
welded  chequer-plating.  Also,  to  accommodate  angular 
movements  due  to  deflections  of  the  spans,  the  sliding 
fingers  are  set  at  a  lower  level  than  the  fixed  ones,  and  the 
latter  are  sloped  slightly  downwards.  The  sliding-surfaces 
of  the  support-bars  are  rounded  for  the  same  reason. 

A  conventional  assembly,  of  two  intermeshing  sets  of 
fingers,  is  provided  at  the  cable-bent,  where  relative  move- 
ment of  side-span  and  viaduct  may  amount  to  9  in.  At  the 
south  end  of  the  bridge  there  is  no  provision  for  expansion, 
but  a  sliding-plate  assembly  is  furnished  to  take  care  of 
deck-movements  due  to  rotation  about  the  wind-pin. 

Main  Towers:  Description 

The  two  main  towers  are  shown  in  outline  in  Fig.  32, 
and  pictorially  in  Fig.  33.  Each  tower,  which  is  304  ft.  in 
height  from  the  top  of  masonry  (elevation  117.5)  to  the 
theoretical  intersection  of  the  cable-curves,  consists  of  a 
pair  of  slender  columns  carrying  the  main  cable-saddles  and 
thus  providing  primary  support  for  the  suspension-system. 
The  tower  is  braced  to  resist  transverse  loads,  and  derives 
its  longitudinal  stability  from  the  fixity  of  its  base  and  from 
the  restraint  afforded  at  the  top  by  the  cables  themselves: 
the  saddles  are  attached  positively  to  the  towers.  The  two 
columns  of  each  tower  are  battered  at  1  in  24,  the  cable- 
saddles  being  40  ft.  apart  and  the  centres  of  the  pier-shafts 
69  ft.  9%  in. 

The  importance  of  the  appearance  of  the  towers  was 
realized  from  the  outset,  and  every  effort  was  made  by  the 
engineers  to  render  these  dominating  structures  pleasing  to 
the  eye.  To  this  end  the  form  and  arrangement  of  the  tower- 
bracing  were  carefully  considered,  the  X-type  being  deliber- 
ately selected  as  possessing  those  satisfactory  aesthetic 
qualities  which  normally  derive  from  a  "functional"  design. 


292 


May,  1942     THE  ENGINEERING  JOURNAL 


Fig.  33 — South  main  tower. 

The  bracing  is  continuous  except  for  the  portal-opening 
through  which  the  roadway  passes.  Each  diagonal  is  built 
up  of  four  angles  and  two  vertical  webplates,  and  is  braced 
with  two  planes  of  angle-latticing.  The  gusset-plates  at  all 
bracing-intersections  and  connections  are  rounded,  and  the 
three  visible  cross-struts  (at  the  top  and  bottom  of  the 
tower,  and  over  the  roadway-portal),  which  would  other- 
wise be  oppressive  in  appearance,  are  "lightened"  by  a 
series  of  carefully-spaced  piercings  of  the  web-plates.  The 
crown-  and  portal-struts  are  also  shaped  in  such  a  manner 
as  to  emphasize  the  functions  which  are  implied  by  their 
locations.  The  fourth  strut,  which  receives  the  wind- 
reactions  from  the  suspended  spans  and  on  which  the  sliding 
end-bearings  of  those  spans  are  mounted,  is  rendered  incon- 
spicuous by  its  position  immediately  below  the  deck  of  the 
bridge,  and  consequently  did  not  receive  any  special 
architectural  treatment. 

The  cross-section  of  the  tower-column  (Fig.  34)  is  gov- 
erned principally  by  structural  requirements.  Cruciform  in 
general  outline,  and  built  up  of  plates  and  angles,  it  con- 
sists of  a  rectangular  core  flanked  by  two  symmetrical  wing.-. 

The  core-section  is  of  constant  size  and  material  through- 
out. Stiff ening-diaphragms,  with  a  vertical  spacing  of  about 
6  ft.,  consist  of  peripheral  angles  only,  leaving  a  clear 
central  shaft  4  ft.  by  2  ft.  6  in.  This  shaft  is  large  enough 
to  accommodate  an  electric  elevator  in  the  event,  at  one 
time  probable,  of  a  signal-station  being  required  at  the  top 
of  the  tower.  The  two  wing-sections  are  also  rectangular. 
They  are  of  constant  width,  but  their  depth  increases 
(apart  from  the  entasis  introduced  by  a  change  in  the  side- 
batter  from  1  to  60  in  the  upper  part  of  the  column  to  1 
in  80  from  the  roadway  downwards)  regularly  from  the 
underside  of  the  cable-saddle  to  a  point  about  19  ft.  above 
the  masonry.  Below  that  point  the  wing-sections  are  flared 
out  in  order  to  accentuate  the  appearance  of  stability  of  the 
fixed  base.  For  the  greater  portion  of  its  length,  each 
wing  is  subdivided  into  two  parts  by  a  latticing-system 
connecting  two  vertical  angles,  the  whole  tower-column 
thus  comprising  five  separate  chambers.  The  wing-sections 
are  stiffened  by  U-shaped  diaphragm-angles,  the  spacing  of 
these  being  as  for  the  core,  again  leaving  clearance  for  con- 
tinuous access.  The  material  of  the  wing-sections  is  also,  as 
far  as  possible,  constant  throughout. 

An  inspection-ladder  is  provided  in  each  chamber  of  the 
tower-column.  These  ladders  (there  are  ten  to  each  tower) 


are  continuous  for  the  full  length  of  the  chambers,  and 
manholes  give  access  from  one  chamber  to  another  at 
various  levels.  Entrance  to  the  interior  of  the  columns  is 
effected  by  doors  (equipped  with  locks)  at  roadway-level 
and  at  the  base  of  the  tower.  Other  doors  are  located  at  the 
tops  of  the  columns,  and  also  at  every  bracing-connection, 
the  latter  connecting  with  the  ladders  that  are  provided 
inside  all  of  the  diagonal  members.  There  are  also  fenced 
walkways  along  the  tops  of  the  crown-strut  and  portal- 
strut.  Electric  lighting  is  installed  in  all  the  chambers,  the 
controlling  switches  being  situated  near  the  principal  points 
of  entrance. 

Main  Towers:  Design 

Under  any  condition  of  bridge-loading,  the  cables  assume 
a  position  of  equilibrium  so  that  the  horizontal  component 
of  tension  is  constant  throughout  the  system.  Since,  how- 
ever, the  reaction-pressure  of  the  cables  on  the  main  saddles 
is  sufficiently  great  to  preclude  cable-slip  at  those  points, 
and  as  in  any  case  it  would  be  undesirable  to  permit  such 
sliding  to  occur,  any  balancing-movements  are  accommo- 
dated by  longitudinal  displacements  of  the  tower-tops.  The 
range  of  these  displacements  being  of  definite  and  limited 


PLAN  AT  TOP 


constant  matcrial  shown  solio 

■tor  corc-  for 

4  t*    e  .  a  .4 

2  fi     ».  >f 


SECTION  AT  gi.S90.O- 

BATT£P    CHANGÉ    POINT 


VARIAdLf   MATERIAL     SHOWN   HATCH£Q 


SECTION  AT  ELE.   136.66' 

AT    SPLAY   POINT 


SECTION     AT  £IC.  ISI.3' 

0PSS. 


Fig.  34 — Cross-sections  of  tower-column. 


THE  ENGINEERING  JOURNAL     May,  1942 


293 


extent,  it  has,  in  modern  practice,  been  found*  both  con- 
venient and  practicable  to  provide  for  them  by  invoking 
the  inherent  flexibility  of  the  tall  tower-columns,  assuming 
that  the  latter  are  free  to  adopt  any  position  dictated  by 
the  pull  of  the  cables. 

The  conditions  of  loading  which  govern  the  design  of  the 
towers  are  apparent  from  inspection.  Thus,  the  heaviest 
cable-reaction  will  occur  when  all  three  suspended  spans 


Fig.  35— Main 


are  fully  loaded  and  minimum  temperature  obtains.  The 
greatest  saddle-movement,  however,  will  take  place  when 
the  central  and  far-side  spans  are  loaded,  and  at  maximum 
temperature.  The  latter  case,  together  with  wind-loading, 
was  found  to  control.  It  may  be  noted  here  that,  owing  to 
the  greater  length  of  the  north  back-stay,  deflections  are 
larger  at  the  north  tower,  which  is  thus  the  more  severely 
loaded.  The  towers  were,  however,  made  identical  in  struc- 
ture, being  designed  for  the  worse  case. 

For  each  condition  of  loading  investigated,  the  amount 
of  the  cable-reaction  at  the  saddle,  and  its  simultaneous 
displacement,  were  first  determined.  The  cable- reaction 
bears  a  fixed  relation  (approximately  82  per  cent)  to  the 
horizontal  component  of  cable-tension,  which  latter  is 
arrived  at  by  the  relevant  deflection-theory  computation. 
The  displacement  of  the  saddle,  or  departure  of  the  tower 
from  vertically,  is  obta  ned  from  consideration  of  the 
changes  in  length  and  shape  of  the  cable  between  the  saddle 
and  the  nearest  anchorage.  For  the  case  of  DCT  (as  given 
in  the  tabulation  below),  for  instance,  the  total  riverward 
movement  is  comprised  of  0.454  ft.  due  to  thermal  elong- 
ation of  the  cable,  0.606  ft.  due  to  elastic  lengthening  of  the 
cable  from  stress,  and  0.460  ft.  due  to  upward  deflection 
of  the  unloaded  side-span. 

The  first  step  in  design  was  the  assumption  of  a  suitably- 
tapered  "trial"  column,  capable  of  withstanding  the  loading 
from  the  cable  with  the  saddle  in  its  deflected  position.  The 
physical  properties  of  cross-sections  about  20  ft.  apart  were 
evaluated,  and  the  elastic  curve  due  to  a  hypothetical  unit 
load  acting  horizontally  on  the  saddle  was  computed, 
establishing  the  relation  between  the  horizontal  load  and 
the  movement  of  the  saddle.  In  the  final  design,  the  deflec- 
tion of  the  top  of  the  column  due  to  a  load  of  1,000  lb.  was 
calculated  to  be  0.0564  ft. 

The  second  step  was  the  assumption  of  an  elastic  curve 
for  the  column  when  subjected  to  a  particular  loading  and 
simultaneously  deflected  by  the  appropriate  amount  (first 
and  second  columns  of  the  tabulation).  With  this  assump- 
tion, the  stresses  in  and  deflections  at  the  various  sections 
were  figured,  and  it  was  naturally  found  that  the  top 
deflection  differed,  one  way  or  the  other,  from  the  original 
amount,  owing  to  the  moments  caused  by  the  eccentricity  i  >f 
the  vertical  loads.  That  original  amount,  however,  which  is  a 
definite  quantity,  is  entirely  independent,  for  all  practical 

*The  first  use  of  fixed  flexible  towers  with  immovably-connected 
saddles  was  in  the  Manhattan  Bridge,  built  1909.  Such  towers  have 
since  been  invariably  used  for  bridges  of  long  span. 


purposes,  of  the  dimensions  of  the  column.  Accordingly, 
the  next  step  was  the  evaluation  (from  the  unit-load 
deflection  previously  obtained)  of  the  induced  horizontal 
load  necessary  to  maintain  the  status  quo.  The  elastic 
curve  due  to  this  induced  load  was  then  superimposed  on 
that  due  to  the  vertical  loading-condition,  and  the  resulting 
composite  curve  gave  the  required  actual  saddle-deflection 
but  did  not  necessarily  agree  throughout  its  length  with 
the  assumed  curve.  New  assumptions  for  the  curve  were 
then  tried  until  such  agreement  occurred.  The  stresses  over 
the  various  sections  were  then  inspected,  and  suitable 
alterations  in  size  and  disposition  of  metal  were  made.  The 
argument  was  then  repeated  to  determine  the  new  elastic 
curve.  Similar  computations  were  performed  for  all  import- 
ant loading-conditions  including  those  involving  longitu- 
dinal wind-loads,  which  set  up  a  cable-pull  in  addition  to 
the  above  induced  load. 

The  tabulation  given  below  summarizes  the  cable- 
reactions,  saddle-offsets,  and  induced  cable-pulls  for  the 
principal  conditions  of  loading,  applied  to  the  column 
finally  adopted. 

Tower  Loadings  and  Deflections 


Loading 

Vertical 
Load 
(Kips) 

Deflection 
of  Saddle 
Riverward 

(feet) 

Induced 

Horizontal 

Load 

(Kips) 

DNT 

DCT 

4,582 

4,790. 

4,582 

4,582 

4,582 

1.249 
1.520 
1.249 
1.249 
1.249 

+    .286 
-     648 

DNTL  (offshore) 

DNTL  (onshore) 

DNTW 

+2.151 
-1.581 
-1  623 

Note: — Figures  are  for  high  temperature  (120°). 

The  bracing  of  the  tower,  which  is  stressed  only  by  lateral 
loads,  was  designed  independently  (except  insofar  as  the 
rigid-frame  moments  around  the  portal  influenced  and  were 
dependent  on  the  column-sections  over  that  length)  as  a 
simple  framework.  The  determining  factor,  however,  was 
that  of  appearance,  the  members  in  question  being  in  general 
of  considerably  heavier  section  than  is  necessary  to  fulfil 
the  minimum  requirements.  An  approximate  estimate  of 
stresses  in  the  bracing  due  to  its  participation  in  the  main 
function  of  the  tower-structure  indicated  that  such  were 
not  of  significance. 

Loading  and  Working-Sthesses 

The  loadings  D,  N,  C,  T,  which  are  described  on  p.  283, 
were  used  also  for  the  towers.  The  lateral  load  W  was 
extended  to  include  the  effect  of  IV2  X  30  lb.  per  sq.  ft.  of 
vertical  projection  of  the  tower.  A  longitudinal  wind  load 
L  of  300  lb.  per  ft.  of  height  on  each  column  was  also  con- 
sidered, this  being  effective  either  off-shore  or  on-shore:  and 
a  further  wind-load  W\,  of  \x/i  X  50  lb.  per  sq.  ft.  of 
column,  operative  on  the  unloaded  tower,  was  the  controll- 
ing factor  in  the  bracing-design. 

The  normal  compression-unit,  for  medium-carbon  steel 
(C.E.S.A.:  S-40),  was  specified  to  be 


20 


(17000- 


240  h  (358-/0 


)  lb.  per  sq.  in.,  with  an  upper 


18'    358  r 

limit  of  16,222  lb.  per  sq.  in.,  where  h  is  the  height  above 
elevation  120  of  the  section  in  question,  and  r  is  its  radius 
of  gyration.  This  formula  is  an  adaptation  of  the  common 

mild-steel  formula  fe=  (17000  —  (50-).  It  was  designed  to  per- 
mit higher  working-stresses  near  the  restrained  ends  of  the 
column,  and  the  units  are  also  increased  in  accordance  with 
the  higher  quality  of  the  material.  The  upper  stress-limit 

corresponds  to  a  "cut-off"  at  -  =    10. 

The  above  unit  was  used  for  stresses  due  to  D,  YV,  DW, 
or  DNT,  and  a  15-per-cent  increase  was  permitted  in  the 


294 


May,  1942     THE  ENGINEERING  JOURNAL 


case  of  DCT,  DNTW,  or  DXTL.  It  was  found  that  the 
column-section  up  to  roadway-level  was  governed  by  load- 
ing DNTW,  and  thence  to  the  top  by  loading  DNTL  (on- 
shore) except  for  some  30  ft.  of  the  portal,  where  the  effects 
of  DNT  preponderated. 

The  bracing  was  designed  to  a  working-stress  of  20,000 

20  / 

lb.  per  sq.  in.  in  tension  and  — -  (17000  —  60  -)  in  compres- 
sion. 1S  r 

The  unit-stresses  for  rivets  throughout  were  15,000  lb. 
per  sq.  in.  for  shop-rivets  and  13,500  for  field-rivets,  the 
rivet-material  according  with  CE. S.A.  specification  S42. 
J/g-in.  rivets  were  used. 

Tower-Shoes 

Satisfactory  experience  with  this  type  of  fabrication  for 
the  Island  of  Orleans  Bridge,  together  with  the  fact  that 
the  contractor  possessed  complete  and  modern  facilities 
(including  stress-relieving  furnaces  of  adequate  size)  for 
such  work,  led  the  engineers  to  adopt  without  hesitation  an 
all-welded  construction  for  the  base-pedestals  of  the  towers, 
although  these  members  are  considerably  heavier  than  were 
those  of  the  earlier  bridge. 

The  tower-shoe  (seen  in  Figs.  32  and  35)  is  built  up 
entirely  of  heavy  plates  of  medium  steel.  In  plan  it  is 
shaped  to  conform  with  the  outline  of  the  base  of  the 
column,  its  overall  dimensions  being  23  ft.  7  in.  and  12  ft. 
1  in.  The  top  and  bottom  slabs  which  provide  the  bearing- 
surfaces  are  respectively  1)4  and  1^  in.  thick  after  machin- 
ing, the  former  being  smooth  and  the  latter  rough-planed. 
The  bottom  slab  is  horizontal,  to  rest  on  the  dressed  con- 
crete, while  the  top  slab  is  inclined  to  match  the  l-in-24 
batter  of  the  tower-leg.  The  central  depth  of  the  shoe  is 


36 — Main  saddle. 


2  ft.  6  in.  The  slabs  each  consist  of  three  sections  (corres- 
ponding with  the  core  and  wings  of  the  tower-column) 
which  are  heavily  butt-welded  together,  and  openings  are 
provided  in  the  top  slab  for  access  during  fabrication. 

Separating  the  bearing-slabs  is  a  series  of  transverse  and 
longitudinal  vertical  webs  of  mild  steel.  Of  these,  the 
heavier  ones  (2  in.  thick)  supply  direct  support  under  the 
main  material  of  the  column;  while  lighter  ones  (13^  in. 
thick)  function  as  subsidiary  supports  and  as  stiffeners  for 
the  former.  Semi-circular  drain-holes,  2  inches  in  diameter, 
are  cut  at  the  bases  of  the  webs  to  prevent  accumulation  of 
water  inside  the  member.  The  shoe  is  fabricated  with  3^-in. 
fillet  welds  throughout  (apart  from  the  heavier  welding  of 
the  butt-joints  to  which  reference  has  been  made)  and  the 
whole  assembly  was  stress-relieved  before  bearing-surfaces 
were  planed.  The  weight  of  each  shoe  is  18  tons. 

The  tower-column  is  riveted  to  the  shoe  with  fifty-two 
%-in.  rivets  and  sixty-two  1  J^-in.  rivets  to  resist  wind-loads 
during  erection,  and  the  shoe  is  anchored  to  the  pier  by 
twelve  2^-in.  bolts  18  ft.  6  in.  long  and  twenty  l}^-in. 
bolts  9  ft.  long.  The  anchors  functioned  during  erection 
only:  under  working-conditions  there  is  no  uplift. 


Main  Saddles 

The  cable-saddles  for  the  towers  are  also  all-welded.  The 
bearing-surface  for  the  strands  is  a  billet  of  medium  steel 
19  in.  wide,  9}^  in.  deep,  and  approximately  10  ft.  long. 
Its  top  surface  is  at  the  level  of  the  centre-line  of  the  cable, 
and  is  curved  to  a  radius  of  10  ft.  4  in.  The  billet  is  machined 
out  to  receive  the  lower  half  of  the  cable,  and  the  bottom 
and  sides  of  the  cut  are  grooved  to  seat  the  individual 
strands  (Fig.  36) .  The  billet  is  supported  from  a  base-plate 
(2  in.  thick  and  of  the  same  plan  as  the  top  of  the  tower- 
column)  by  two  main  longitudinal  webs  2  in.  thick  and 
battered  inwards  to  give  lateral  stability:  five  transverse 
2-in.  webs  are  also  provided  (Fig.  61).  Continuous  3^-in. 
fillet-welds  are  employed  except  in  the  connections  of  the 
main  webs  to  the  base-slab  and  to  the  saddle  forging,  those 
joints  being  made  with  ^-in.  continuous  reinforced  fillet- 
welds.  There  are  no  caps  (such  as  are  necessary  at  the  cable- 
bent  saddles)  for  the  main  saddles  since  the  frictional  com- 
ponent of  the  cable-reaction  suffices  to  prevent  slipping; 
but  six  "keepers"  are  provided  to  obviate  the  possibility 
of  the  upper  strands  of  the  cable  being  displaced  from  any 
cause.  Each  saddle  is  secured  to  the  tower  by  thirty-four 
134-in.  rivets,  and  each  assembly  weighs  six  tons. 

Finials  and  Aerial-Beacon  Supports 

Three  purposes  are  served  by  the  finials  which  surmount 
the  tops  of  the  main-tower  columns.  Weatherproof  pro- 
tection is  afforded  to  the  important  saddle-and-cable 
assembly;  a  satisfactory  architectural  termination  is  pro- 
vided for  the  tower-column  ;  and  the  aesthetically-awkward 
conjunction  of  the  slender  tensile  lines  of  the  cable  with 
the  comparatively  heavy  profile  of  the  post  itself  is  ade- 
quately masked. 

The  column-finial,  seen  in  detail  in  Fig.  37  and  as  part 
of  the  tower-assembly  in  Fig.  72,  is  a  light  welded  box  of 
simple  outline,  fabricated  from  34-in.  mild  steel.  The  top 
plate  is  curved  to  a  radius  struck  from  the  centre  of  the 
saddle-curve,  and  the  planes  of  the  end  plates  through 
which  the  cable  passes  are  normal  to  the  respective  cable- 
tangents.  The  open  bottom  of  the  "box"  fits  neatly  over 
the  saddle-base,  and  the  outline  of  the  core-section  of  the 
tower  is  continued  to  form  a  buttress  on  either  side  of  the 
finial. 

The  finial  stands  six  ft.  high  above  the  top  of  the  column, 
and  has  a  door  that  gives  access  from  the  top  strut  of  the 
tower.  Zinc  flashings  with  painted  canvas  gaskets  are 
provided  at  the  points  of  entrance  of  the  cable.  The  weight 
of  each  of  the  four  finials  is  2,900  lb. 

In  accordance  with  a  requirement  of  the  Department  of 
Transport,  aerial-obstruction  beacons  were  placed  on  the 
tops  of  the  towers.  To  elevate  the  lights  above  the  top  of 
the  finials,  a  structural-steel  support,  13  ft.  6  in.  high 
(weight  1,100  lb.),  and  comprising  a  small  platform  carried 
on  an  A-frame  made  of  two  light  stairs,  is  riveted  to  the 
crown  strut  of  each  tower  (Fig.  32). 


Fig.  37 — Finial  over  main  saddle. 


THE  ENGINEERING  JOURNAL     May,  1942 


295 


Towers:  Fabrication 

The  towers,  each  containing  some  1,000  tons  of  steel, 
were  fabricated  by  Dominion  Bridge  Company.  The  welded 
saddles  and  bases,  together  with  the  three  lower  sections 
of  each  column  (Fig.  32),  were  made  up  in  Lachine,  but 
the  greater  part  of  the  fabrication  was  done  in  Vancouver: 
the  company's  Burnaby  shops  were  supplied  with  a  detailed 
programme  of  the  operations  entailed,  and  the  major 
machinery  was  overhauled  prior  to  the  start  of  work. 

In  view  of  the  importance  of  precise  alignment  of  the 
tower-columns  to  ensure  their  vertically  when  erected, 
great  care  was  taken  in  the  fabrication  of  the  112  pieces 
(not  including  bracing  and  struts)  involved.  Facing  of 
material  was  done  with  the  utmost  precision  and  every 
joint  was  shop-assembled  for  checking  and  for  reaming 
splice-holes.  In  the  course  of  joint-assembly  at  Burnaby, 
some  difficulty  was  encountered  owing  to  "growth"  of  the 
main  angles  of  the  wing-sections  (which  had  been  assembled 
and  milled  with  the  core-sections)  relative  to  the  core 
material,  during  riveting.  The  growth,  partly  due  to  tem- 
perature-variations in  the  shop  and  partly  the  effect  of 
riveting,  did  not,  however,  exceed  a  few  thousandths  of  an 
inch,  and  was  rectified  by  filing  the  angles  flush  where 
necessary.  That  the  accuracy  achieved  in  the  shop-work 
was  of  a  very  high  order  was  borne  out  by  the  subsequent 
speed  and  facility  of  erection. 

The  length  of  the  tower-columns  as  detailed  and  fabri- 
cated was  1%-in.  longer  than  the  theoretical,  that  amount 
representing  the  normal  compressive  strain  when  in  service. 
The  long  and  relatively  light  braces,  however,  were  built 
to  uncambered  dimensions,  and  their  assembly  under  the 
necessary  slight  tension  presented  no  difficulty. 

An  interesting  feature  of  the  lower  sections  of  the  towers 
is  that  the  contractor  obtained  from  the  engineers  per- 
mission to  use  cold-driven  rivets.  This  was  the  first  use  (if 
this  comparatively  new  process  on  major  bridge-work  in 
Canada,  and  it  was  successful  in  all  particulars. 

North  Cable-Bent 

This  structure  serves  the  dual  purpose  of  supporting  the 

cables  and  the  suspended-span  hearings  at  the  end  of  the 


//vspfcr/ort  rx/iveu.£# 


tt*.  £T£.cn' 


flf.  4+9  S* 


el  F  //<?.OQ- 


Fig.  38— Cable-bent. 


side-span,  and  of  providing  bearing  for  the  expansion-end 
of  the  most  southerly  of  the  approach-spans.  Support  for 
the  cables  is  required  at  this  point  in  order  to  deflect  them 
towards  the  anchorage  at  a  slope  approximating  to  the 
maximum  inclination  already  established  near  the  tower- 
saddles. 

The  cable-bent  (Fig.  38)  has  a  height  of  166  ft.  from  the 
pedestal-concrete  to  the  cable-intersection.  Below  the  level 
of  the  approach-span  bearings,  the  two  columns  are  con- 
nected by  lateral  K-bracing  (harmonizing  with  that  of  the 
viaduct-bents),  and  are  battered  at  a  slope  of  1  in  20,  that 
batter  being  selected  as  midway  between  the  l-in-24  of  the 
tower-legs  and  the  l-in-16  of  the  viaduct-columns.  Above 
that  level,  however,  the  columns  are  vertical  and  40  ft. 
apart  centre  to  centre,  the  final  12  ft.  of  each  column  being 
self-supporting. 

Two  load-bearing  cross-struts  (Fig.  39)  are  provided. 
The  lower  of  these  receives  the  heavy  reactions  (amount- 
ing to  246  kips  from  each  girder  under  full  load)  from 
the  123-ft.  viaduct-span,  and  is  stiffened  by  incorp- 
oration into  a  truss-system  which  includes  the  upper 
members  of  the  K-bracing.  The  upper  strut,  situated  below 
the  roadway,  functions  as  an  end-floorbeam  for  the  sus- 
pended span  and  also  supports  the  vertical  pin  which 
receives  the  wind-reaction  of  the  suspended  span.  The 
upper  strut  has  substantial  connections  to  the  columns, 
designed  to  resist  lateral  forces  from  the  cable-saddles. 

The  lower  chords  of  the  stiffening-trusses  are  each  pin- 
connected  to  a  pair  of  bronze  slabs  which  can  slide  hori- 
zontally (the  end  of  the  span  rotating  about  the  wind-pin) 
inside  the  column  of  the  cable-bent.  The  ends  of  the  trusses 
are  thus  free  to  move  to  accommodate  both  vertical  and 
horizontal  rotations  of  the  span,  though  they  are  restrained 
against  vertical  movements.  The  reaction  at  either  pin  may 
range  between  a  maximum  of  95  kips  and  a  minimum  of  -77 
kips.  Movements  of  the  end-stringers  of  the  side-span  are 
permitted  by  sliding  shoes  on  the  floorbeam-strut. 

The  cable-bent  saddles,  like  the  main  saddles,  are  of  all- 
welded  construction  and  are  rigidly  attached  to  the  sup- 
porting columns.  Subjected  to  much  smaller  loads  (the 
maximum  reaction  to  one  saddle  is  1,463  kips)  however, 
they  are  smaller  than  the  tower-saddles,  the  overall  size  of 
the  lj^-in.  base-plate  being  4  ft.  1  in.  by  3  ft.  6  ins.,  and 
the  length  of  the  grooved  billet  being  5  ft.  2  in.  In  order 
to  prevent  slipping  of  the  cables  and  consequent  forward- 
movement  of  the  bent  (the  reaction-friction  being  insuffi- 
cient for  that  purpose,  on  account  of  the  relatively  small 
change  in  cable-direction),  tire  saddles  arc  equipped  with 
heavy  curved  covers  which  arc  bolted  down  with  sixteen 
\x/±-\\\.  high-tensile  bolts  each.  The  complete  saddle  weighs 
three  tons,  and  is  shown  in  Fig.  66.  (Part  IV.) 

Each  of  the  two  cable-bent  columns  is  composed  of  a 
pair  of  plate-girder  sections  braced  together  by  two  planes 
of  heavy  latticing,  the  lattice-bars  being  connected  to  loin- 
longitudinal  angles,  two  of  which  are  riveted  to  the  inside 
of  each  main  web.  The  girders  are  spaced  2  ft.  8  in.  apart 
throughout;  and  the  distance  between  latt icing-planes  is  3 
ft.  The  width  of  the  girders,  which  is  presented  in  a  side- 
view  in  Fig.  38,  increases  (with  side-batters  of  1  in  80)  from 
4  ft.  under  the  cable-saddle  to  7  ft.  %]/i  in.  at  the  top  of  a 
basal  Hare  that  is  modelled  from  the  formula  used  for  the 
viaduct-columns.  The  sectional  area  of  the  column  varies 
from  121  sq.  in.  at  the  top  to  299  sq.  in.  at  the  base.  Hori- 
zontal diaphragms  are  located  at  approximately  6-ft. 
intervals  throughout  the  length  of  the  column,  and  each 
is  Hanked  by  a  pair  of  stil'fening-angles  on  the  outsides  of 
the  main  webs.  The  outstanding  legs  of  the  stiffeners  are 
dished  to  facilitate  drainage.  The  central  space  of  the 
column  is  uninterrupted  except  where  the  truss-bearings 
are  housed,  and  contains  an  inspection  ladder,  access  to 
which  is  gained  from  the  ground  or  from  the  roadway. 
Other  ladders,  and  platforms,  are  provided  for  inspection 
of  the  varions  articulated  connections.  Each  column  bears 
on  a  steel  slab  16  ft.  6  in.  by  5  ft.  in  extent  and  planed  to 


296 


May,  1942    THE  ENGINEERING  JOURNAL 


KffPfO    CASTIM6 


On/  A0*AOACM 
SAAAtS 


COVC«T*      ML  AM 


MA/Af   MATSJttAL. 
4    -e*&m\L* 


SECTION    AT     CENTRE 


ELEVATION 
Fig.  39 — Cable-bent:  detail  of  upper  part. 


the  appropriate  batter  from  an  original  thickness  of  \x/l 
in.  The  column  is  anchored  by  sixteen  lj^-in.  anchor-bolts. 
There  is  no  uplift  of  any  part  of  the  base  under  service- 
sonditions. 

The  cable-bent,  fixed  at  the  base  and  subjected  to  known 
loadings  simultaneously  with  known  saddle-movements,  is 
susceptible  to  the  same  analytical  process  of  design  as  the 
tower.  Saddle-movements,  being  influenced  by  the  back- 
itay-length  alone,  are  small,  the  range  of  movement  being 
53^  in.  from  normal.  Loading-conditions,  on  the  other  hand, 
ire  more  complicated,  owing  to  the  presence  of  the  sliding- 
bearings  of  the  approach-girders,  and  to  the  horizontal 
fiction-force  developed  by  these  under  the  influence  of 
sxpansion-movements.  The  governing  case  of  loading  for 
the  lower  part  of  the  posts  is  that  due  to  D.N.T.W.;  while, 
or  the  upper  part,  the  same  loading,  but  with  the  addition 
jf  the  frictional  force  due  to  contraction  of  the  girders, 
produced  the  worst  stresses.  For  the  former  case,  the  basic 
suit-stresses  were  increased  by  15  per  cent;  and  for  the 
after,  by  25  per  cent. 

The  material  is  medium  steel,  and  permissible  stresses 
Irere  similar  to  those  for  the  tower,  the  compression- 
'ormula  being  adapted  to  suit  the  shorter  length  of  the 
solumn. 


The  cable-bent  was  fabricated  at  Burnaby,  and  was 
joint-assembled  for  reaming  the  connection-holes.  The 
planing  of  the  base-slabs  from  4  3/2  in.  to  a  thickness  varying 
from  4  in.  to  1  in.  proved  a  costly  procedure,  but  it  is 
doubtful  whether  alternative  base-details  could  ensure 
equally  efficient  bearing  for  these  important  members. 

South  Cable-Posts 

At  the  south  end  of  the  bridge  the  cables  are  deflected 
to  the  backstay-gradient  by  means  of  saddles  carried  on 
short  rocker-posts  which  bear  on  a  pedestal  in  front  of  the 
anchorage-pier.  The  cable-reaction  to  each  post  amounts 
to  1,234  kips  under  the  severest  loading-conditions.  The 
post  is  inclined  (at  17  deg.)  in  order  to  equalize  the  tension 
on  either  side  of  the  saddle,  and  thus  there  is  no  need  for 
special  anchoring  of  the  cable  such  as  is  essential  at  the  vert- 
ical cable-bent.  The  small  cable-movements  at  the  saddle,  due 
to  changes  in  the  backstay-length  of  (38  ft.,  are  accommo- 
dated by  the  0-in.  pin  at  the  foot  of  the  post.  The  cable- 
saddle,  (Fig.  67),  which,  like  the  other  saddles,  is  weld- 
built,  is  a  relatively  small  structure,  the  size  of  its  1-in. 
base-plate  being  2  ft.  2  in.  by  2  ft.  2x/i  in-  Together  with 
its  cast-iron  cover,  which  is  protective  only  and  does  not 
bear  on  the  strands,  its  weight  is  1,600  lb. 


Editor's  Note: — Part  III  of  this  paper  will  appear  in  the  June  issue. 


fHE  ENGINEERING  JOURNAL     May,  1942 


297 


DISCUSSION  ON 

THE  MANUFACTURE  OF  THE  25-POUNDER  IN  CANADA 

Paper  by  W.  F.  Drysdale1,  M.E.I.C.,  published  in  The  Engineering  Journal,  January,  1942,  and  presented 

before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Montreal,  Que.,  on  February  5th,  1942. 


W.  D.  Black,2  m.e.i.c. 

A  mechanical  analysis  such  as  Mr.  Drysdale's  on  the 
25-pounder  gun  is  both  timely  and  significant.  It  points 
to  the  fact  that  engineering  in  Canada  has  entered  a  new 
phase  in  its  development. 

History  and  Hitler  have  brought  about  an  era  when 
the  first  requisite  of  Canadian  life  is  a  virtually  unlimited 
supply  of  complicated  mechanisms,  lethal  and  otherwise. 
The  day  of  the  mechanical  engineer  has  arrived.  The 
fourteen  acre  plant  at  Sorel  producing  25-pounders  is  one 
of  many  huge  new  establishments  in  which  the  engineer- 
ing problems  to  be  solved  are  almost  exclusively  of  a 
mechanical  nature. 

It  is  to  be  noted,  however,  that  gun  designers  are  largely 
guided  by  military  and  ballistic  considerations  in  originat- 
ing ordnance.  Such  study  as  is  devoted  to  speed  and 
facility  of  production  (there  is  undoubtedly  some)  is  a 
secondary  consideration.  This  can  be  seen  by  comparing 
the  component  parts  of  any  considerable  artillery  piece 
with  those  of  a  commercial  mechanism  designed  for 
quantity  production.  The  complexity,  and,  from  an  oper- 
ational viewpoint,  the  greater  all-round  difficulty  of  the 
gun  parts  are  immediately  apparent.  Further,  there  is 
the  fact  that,  due  to  the  high  stresses  to  be  provided  for, 
the  use  of  materials  having  high  physical  properties  be- 
yond the  range  of  ordinary  commercial  machine  shop 
practice  is  necessary.  If  the  gun  is  of  an  automatic  type, 
the  permissible  manufacturing  tolerances  for  much  of 
the  assembly  will  be  such  as  to  demand  the  best  of  any 
commercial  shop,  however  well-equipped  and  manned  it 
may  be.  These  are  some  of  the  difficulties  connected  with 
the  problem  of  producing  modern  guns  with  the  available 
equipment  and  with  labour  that  may  be  ninety  per  cent 
lacking  in  any  previous  mechanical  training,  as  was  the 
case  at  Sorel. 

In  his  final  paragraphs,  the  author  alludes  to  some 
aspects  of  the  Sorel  project  that  are  not,  in  the  technical 
sense,  engineering  matters.  But,  to-day,  such  questions 
as  employee  training,  housing  hostels,  morale,  and  other 
human  factors  have  to  be  dealt  with.  It  is  regrettable 
that  Mr.  Drysdale  could  not  take  the  additional  space  to 
enlarge  somewhat  on  these  important  problems,  as  en- 
countered at  Sorel.  We  may  hope  that  he  will  take  a 
future  occasion  to  do  so,  for  the  size,  success  and  peculiar 
circumstances  of  the  project  would  render  such  a  discussion 
of  exceptional  interest. 

It  is  a  matter  of  common  report  that  the  housing 
provided  at  Sorel  is  of  a  high  standard.  Some  description 
of  this  would  have  been  of  interest  to  many,  like  myself, 
who  feel  much  of  our  wartime  housing,  designed  on  the 
assumption  that  it  is  entirely  temporary  in  character, 
will  in  fact  have  to  be  used  for  a  long  period.  If  the 
occupants  of  this  housing  are  to  be  dispossessed  after  the 
war,  other  accommodation  must  be  found  for  them.  There 
is  nothing  to  indicate  that  the  field  of  low  cost  housing 
will  be  any  more  attractive  to  private  enterprise  after  this 
war  than  it  was  previously.  Consequently,  the  betterment 
of  mass  housing  which  must  ultimately  come,  will  prob- 

^irector-C.eneral  of  Industrial  Planning,  Department  of  Munitions 
and  Supply,  Ottawa,  Ont. 

2President,  Otis-Fensom  Elevator  Co.  Ltd.,  Hamilton,  Ont. 


298 


ably  have  to  be  undertaken  on  a  community  basis.  "With- 
out criticizing  the  excellent  work  done  under  great  pressure 
by  the  Wartime  Housing  Board,  I  am  of  the  opinion  that, 
at  least  in  the  cities,  our  wartime  housing  should  be 
recognized  and  accepted  as  permanent  and  designed  ac- 
cordingly. For  this  reason  information  concerning  the 
housing  provision  made  at  Sorel  would  be  of  exceptional 
interest. 

At  this  time  it  seems  impossible  to  plan  any  large 
scale  manufacturing  project  apart  from  the  personnel 
and  labour  relations  problems  which  it  involves.  When 
we  consider  the  peculiar  circumstances  of  Sorel  Industries, 
with  its  bi-racial  and  bi-lingual  problems,  its  importation 
of  supervisory  personnel  and  the  almost  complete  absence 
of  local  skilled  labour,  we  may  safely  assume  that  per- 
sonnel and  employee  relations  required  a  high  degree 
of  judgment  and  discretion.  I,  for  one,  should  certainly 
like  to  hear  more  of  this  phase. 

Employee  training  is  another  element  of  war  industry 
that  must  have  been  of  exceptional  consequence  in  the 
production  of  the  25-pounder.  Behind  the  authors  brief 
intimation  that  not  more  than  ten  per  cent  of  employees 
had  previous  mechanical  training,  there  must  lie  a  story 
of  employee  training  under  emergency  conditions.  Let  us 
hope  we  may  have  a  future  opportunity  of  hearing  it. 

James  Crone3 

It  is  a  great  pleasure  to  receive  an  invitation  from  your 
Institute  to  join  in  this  discussion.  It  gives  me  an  oppor- 
tunity to  extend  hearty  greetings  as  a  member  of  the 
Institution  of  Mechanical  Engineers  of  the  United  King- 
dom. Having  had  a  fairly  long  experience  connected  with 
armament  production,  I  would  like  to  state  how  proud 
I  am  to  be  associated  with  the  progress  that  has  been 
made  in  Canada,  generally,  with  particular  reference  to 
Sorel.  Mr.  Drysdale's  paper,  so  ably  presented,  is  a  full 
record  of  a  great  Canadian  accomplishment.  May  I  pass 
a  few  general  remarks,  which,  although  not  directly  con- 
cerned with  the  production  of  25-pounder  equipment,  are 
applicable  to  such  a  project. 

The  manufacture  of  a  gun  and  carriage  has  always 
been  regarded  as  embracing  work  requiring  the  highest 
technical  skill.  In  times  of  peace  we,  in  the  Old  Country, 
have  always  had  available  a  -plentiful  supply  of  highly 
skilled  mechanics.  It  has  been  very  illuminating  to  help 
in  this  case  of  successful  production  of  high  class  equip- 
ment by  practically  unskilled  labour.  That  success  has 
been  due  to  very  efficient  jigging  and  tooling,  whereby 
complicated  machining  operations  are  reduced  to  those  of 
a  repetition  nature,  and  here  I  will  stress  the  point  re- 
ferred to  by  the  author,  viz: — that  something  in  the  region 
of  90  per  cent  of  the  workers  at  Sorel  were  unskilled  and 
now  can  probably  be  classed  as  semi-skilled.  The  aptitude 
with  which  these  employees  have  learned  to  perform 
intricate  operations  is  creditable  and  speaks  highly  for 
Canadian  initiative,  and  enterprise,  and,  in  this  connection, 
tribute  must  be  paid  to  the  great  Canadian  family  of  the 
Simards,  particularly  to  my  good  friends,  Messrs.  Joe  and 
Edouard  Simard,  without  whose  initiative  the  Sorel  plant 
would  not  exist. 


3Special    Adviser   to    the  Minister,  Department   of  Munitions  and 
Supply,  Ottawa,  Ont. 


May,  1912    THE  ENGINEERING  JOURNAL 


i 


The  author  has  drawn  attention  to  the  hearty  co- 
operation and  efficient  service  given  to  this  development 
by  the  Chrysler  Corporation,  who  have,  to  a  great  extent, 
introduced  automobile  production  methods  in  gun  and 
carriage  manufacture.  This  is  particularly  noticeable  in 
the  arrangement  of  the  machine  tools  in  the  shops.  Each 
major  component  has  its  own  special  machine  tools  allo- 
cated and  congregated  around  the  production  of  that 
component.  This  method  of  layout  is  perfectly  correct 
and  leads  to  efficiency  in  cases  where,  as  at  Sorel,  a 
particular  equipment  is  being  manufactured  in  large 
quantities,  but  is  not  so  suitable  in  a  plant  engaged  on 
work  of  a  general  nature.  Having  been  trained  and 
associated  with  shops  of  the  latter  class  it  has  been  very 
pleasing  to  note  the  increase  in  efficiency  resulting  from 
the  system  adopted  at  Sorel.  Although  a  large  office 
technical  personnel  is  required,  the  ultimate  cost  produc- 
tion figures  will  justify  the  methods  that  have  been  intro- 
duced. After  all,  the  test  is  in  the  number  of  guns  on 
the  assembly  line  and  this  line  is  daily  increasing  in 
length. 

There  is  no  doubt  that  the  introduction  of  this  and 
other  work  of  a  similar  nature  will  improve  manufacturing 
technique  in  Canada.  Such  was  undoubtedly  the  case  in 
the  Old  Country  after  the  last  war.  Changes  in  production 
methods  in  the  general  engineering  industry  are  taking 
place  due  to  the  efforts  of  the  automobile,  aircraft  and 
other  similar  industries.  The  old-fashioned  ideas,  prac- 
tised in  general  engineering,  are  now  giving  way  to  ideas 
based  essentially  on  mass  production  practice. 

To  maintain  position  in  the  markets  of  the  world 
economic  production  is  a  necessity  and  production,  without 
system,  will  not  attain  cheap  manufacture.  To  take  an 
example,  consider  the  many  firms  here  and  elsewhere 
which  have  been  built  up  on  the  production  of  specialties. 
A  firm  of  this  type,  if  successful  and  in  operation  for  a 
number  of  years,  finds  itself  in  the  position  of  having  a 
minimum  number  of  executives  and  an  efficient  workshop 
staff  who,  in  many  cases,  can  be  classed  as  the  equivalent 
of  working  foremen.  The  development  staff  is  neglected 
and  dwindles  in  numbers,  which  fact  becomes  very  appar- 
ent when  a  new  proposition  is  submitted  for  the  firm's 
consideration.  Without  labouring  this  point  I  would  sum 
up  by  pointing  out  the  danger  of  such  a  state  of  things 
and  stress  the  importance  both  of  the  maintenance  of  a 
full  engineering  staff,  capable  of  tackling  any  class  of 
manufacture,  suitable  for  the  plant,  and  also  the  necessity 
for  the  introduction  of  system  methods  to  effect  cheap 
manufacture. 

Colonel  F.  M.  Gaudet,4  m.e.i.c. 

Will  the  author  add  to  the  value  of  his  interesting  paper 
by  giving  information  on  the  following  points: — 

(1)  What  is  the  life  of  the  inner  tube  in  rounds? 

(2)  What  is  the  action  of  the  recuperator. 

(3)  What  are  the  physical  properties  of  the  steel  in 
the  finished  inner  tube? 

(4)  Describe  the   heat  treatment   and   normalizing  of 
the  steel. 

(5)  Describe   the    sighting   arrangements    of   the    gun, 
and  the  range  of  elevation  provided. 

(6)  What  is  the  rate  of  fire? 

Chestek  B.  Hamilton,  jr.,5  m.e.i.c. 

I  should  like  to  ask  for  a  little  more  explanation  on  the 
application  of  the  straight  line  production  method — the 
use  of  specific  machines  for  specific  operations  on  only 
one  kind  of  part  as  it  moves  along.  With  a  production  of 
only  fifty  units  per  month,  or  about  one  per  twelve-hour 

'Canadian  Car  Munitions  Limited,  Montreal,  Que. 

'President,  Hamilton  Gear  and  Machine  Company,  Toronto,  Ont. 


shift,  this  arrangement  is  not  at  all  easy  for  the  many 
short  operations.  How  is  it  accomplished  without  idle 
machine  intervals  or  much  changing  over  of  machines 
from  one  operation  and  set  of  jigs  to  another  different 
set  up. 

Colonel  J.  B.  Howard0 

There  appears  to  be  little  to  add  to  Mr.  Drysdale's 
paper.  With  characteristic  modesty,  however,  he  has  not 
mentioned  the  part  he  and  his  associates  of  the  Depart- 
ment of  Munitions  and  Supply,  and  of  the  Ministry  of 
Supply  in  England,  have  had  in  bringing  about  this 
important  achievement. 

It  may  be  that  the  difficulties  involved  in  initiating  gun 
and  carriage  manufacture  in  Canada  are  not  realized  by 
those  who  have  not  been  concerned  with  that  phase  of 
armament  manufacture.  The  most  exacting  material 
specifications  must  be  met,  to  begin  with.  These  specifica- 
tions were,  in  many  cases,  based  on  British  materials  and 
practice;  consequently,  materials  to  meet  them  had  to 
be  specially  produced,  or  alternatively,  the  specification 
amended  to  permit  the  use  of  what  was  available  here. 

On  the  machining  side,  close  tolerances  must  be  main- 
tained to  ensure  satisfactory  performance  of  the  weapons. 
Any  laxity  in  this  respect  can  only  lead  to  functioning 
failure. 

Mr.  Drysdale  has  mentioned  the  advantages  of  the  loose 
barrel  type  of  gun  construction  as  compared  to  the  wire- 
wound  guns.  In  the  former  case,  the  allowable  clearance 
between  the  exterior  of  the  barrel  and  the  interior  of  the 
jacket  is  very  small,  since  the  latter  takes  up  part  of 
the  firing  stresses.  This  entails  precise  finishing  of  that 
part  of  the  barrel  inside  the  jacket.  This  finish  was  un- 
necessary with  wire-wound  or  built-up  guns. 

Many  other  difficulties  were  encountered,  the  details  of 
which  are  probably  of  less  interest.  The  fact  that  they 
have  all  been  met  successfully  is  a  tribute  to  the  team- 
work shown  by  all  who  had  to  do  with  this  project. 

As  far  as  quality  is  concerned,  it  is  certain  that  the 
guns  and  carriages  which  reach  the  service  from  the  hands 
of  our  French-speaking  Canadian  workmen  of  Sorel  are 
fully  up  to  standard,  and  wherever  they  meet  the  enemy, 
they  will  give  a  good  account  of  themselves. 

J.  G.  Notman,7  m.e.i.c. 

Mr.  Drysdale  in  his  paper  mentions  the  fact  that  the 
barrels  of  25-pounder  guns  made  from  steel  having  a  yield 
point  in  the  neighbourhood  of  40  to  45  long  tons  per 
sq.  in.  are  auto-frettaged.  I  heard  this  word  during  the 
early  months  of  the  war  and  my  curiosity  was  aroused 
when  our  firm,  Dominion  Engineering  Works,  Limited, 
was  called  upon  to  make  up  the  intensifiers  for  converting 
triplex  pump  pressure  into  the  necessary  pressures  for 
auto-frettage  work. 

It  is  known  that  pressure  in  the  internal  bore  of  heavy 
walled  cylinders  will  set  up  stresses  in  the  walls,  having 
their  maximum  intensity  in  the  innermost  layers  and 
gradually  reducing  towards  the  outside,  and  that  when 
pressure  is  applied  which  will  exert  in  the  innermost  layers 
stresses  beyond  the  elastic  limit  of  the  material  that  is 
being  used,  the  mere  addition  of  extra  thickness  does  not 
help.  Therefore,  one  of  three  alternative  methods  must 
be  adopted:  either  the  built-up  method,  where  one  tube 
is  shrunk  on  to  another,  or  wire-winding,  or  auto-frettage. 

Auto-frettage  may  be  defined  in  general  terms  as  the 
process  of  automatically  setting  up  the  effects  of  shrinking 
a  number  of  infinitely  thin  hoops  on  one  another  to  make 


6Deputy  Inspector  General,  (Canada). 

'Manager    of     Manufacturing,     Dominion     Engineering     Works, 
Limited,  Montreal,  Que. 


THE  ENGINEERING  JOURNAL     May,  1942 


299 


up  the  wall  thickness  of  a  cylinder  or  tube  in  such  a 
manner  that  when  the  internal  pressure  is  removed  the 
inner  layers  are  in  a  state  of  residual  compression  and 
the  outer  layers  in  a  state  of  residual  tension.  These 
effects  are  produced  in  a  monobloc  cylinder  or  tube  by 
the  application  and  release  of  a  radial  pressure  (auto- 
frettage  pressure)  on  the  bore,  which  pressure  during  its 
application  sets  up  over-tension  in  some  or  all  of  the 
layers  in  the  wall. 

Each  layer  of  steel  from  the  bore  to  the  exterior  being 
subjected  to  tensile  stress  set  up  by  the  radial  bore 
pressure  will  behave  in  accordance  with  the  stress-strain 
relationship  of  the  class  of  steel  used,  that  is,  as  the 
internal  pressure  applied  increases  continuously  from  zero, 
the  bore  layer  will,  in  turn,  be  stressed  in  the  elastic  range 
through  the  slip  and  yield  ranges  into  the  semi-plastic 
range.  The  layer  next  to  the  bore  layer  will  in  its  turn 
be  stressed  in  these  ranges  but  here  the  permanent  de- 
formations will  be  less  than  in  the  bore  layer.  Layers 
in  sequence  more  remote  from  the  bore  will  be  over- 
tensioned  to  graduated  lesser  degrees  until  a  layer  or 
diameter  is  reached  where  the  stress  set  up  is  just  equal 
to  the  elastic  limit  of  the  steel.  Layers  more  remote  from 
the  bore  than  this  particular  layer  will  be  stressed  in 
the  elastic  range  of  the  steel. 

When  the  auto-frettage  pressure  is  removed  the  steel 
in  the  inner  layers  is  left  in  a  state  of  residual  compression 
while  the  outer  layers  are  in  tension,  and  show  some 
residual  expansion. 

In  the  auto-frettage  process,  0.025  strain  of  the  bore 
layer  under  load  has  been  considered  the  limit  for  the 
manufacture  of  guns,  closed  vessels,  etc.  The  selection  of 
this  degree  of  overtension  was  also  made  from  considera- 
tion of  impact  qualities  which  were  practically  unaltered 
after  2.5  per  cent  overtension,  whereas  after  a  greater 
overtension  they  were  markedly  lowered. 

Formulae  have  been  developed  which  enable  radial  pres- 
sures, stresses  and  strains  set  up  at  any  diameter  in  the 
wall  of  a  monobloc  steel  cylinder  to  be  determined  within 
a  limit  under  load  of  0.025  strain  at  the  bore. 

To  produce  stability,  low  temperature  heat  treatment 
is  a  part  of  the  auto-frettage  process.  In  general,  the 
effect  of  low  temperature  treatment  on  a  cylinder  which 
has  been  subjected  to  auto-frettage  pressure  is  to  increase 
the  elastic  limit  of  the  material. 

In  the  application  of  the  auto-frettage  process  to  gun 
construction,  three  gun  steels  have  been  considered:  nickel, 
nickel-chromium  and  nickel-chromium-molybdenum. 

Cylinder  experiments  show  that  provided  the  compres- 
sive stress  in  the  bore  layer  after  the  first  auto-frettage 
does  not  exceed  15  tons  per  sq.  in.,  one  low  temperature 
treatment  in  producing  new  tensile  elastic  limits  and  re- 
storing compressive  elastic  limits  insures  that  the  cylinder 
is  elastic  for  a  bore  pressure  equal  to  the  auto-frettage 
pressure. 

If  the  compression  is  between  15  and  20  tons  per  sq.  in. 
after  the  first  auto-frettage,  the  first  low  temperature 
treatment  must  be  followed  by  reapplication  of  the  pres- 
sure equal  to  the  auto-frettage  pressure  and  a  second  low 
temperature  treatment. 

If  a  second  application  of  auto-frettage  pressure  and 
second  low  temperature  treatment  does  not  produce  stab- 
ility for  this  pressure,  the  requisite  elastic  strain  range 
must  be  obtained  by  subsequent  applications  of  the  auto- 
frettage  pressure  and  low  temperature  treatments. 

If  for  any  practical  reason  it  is  necessary  to  remove 
metal  from  the  bore  of  the  stabilized  cylinder  or  tube,  the 
requisite  treatments  must  be  based  on  the  compression 
in  the  finished  bore. 

The  test  for  stability  is  the  reapplication  of  a  pressure 


equal  to  the  auto-frettage  pressure.  If  the  cylinder  or 
tube  is  stable  (a)  the  pressure  expansion  curve  of  the  ex- 
terior of  the  cylinder  is  a  straight  line  graph,  (b)  the 
expansion  of  the  exterior  diameter  is  the  same  each  time 
the  pressure  is  applied,  (c)  there  is  no  alteration  in  the 
bore  or  exterior  diameters  as  shown  by  measurements 
taken  before  and  after  test. 

Low  temperature  heat  treatments  are  carried  out  at 
temperatures  ranging  from  250  degrees  C.  to  400  degrees 
C,  allowing  a  soaking  time  of  two  hours  after  the  piece  is 
up  to  heat. 

Commercial  glycerine  has  been  found  to  be  the  most 
suitable  liquid  for  applying  auto-frettage  pressure.  At 
pressure  of  42  long  tons  per  sq.  in.,  the  compressibility  of 
glycerine  is  approximately  10.7  per  cent. 

I  am  indebted  to  Major  General  A.  E.  Macrae  and  to 
his  book  for  such  limited  knowledge  as  I  may  have  of 
the  subject. 

P.  E.  Poitras,s  M.E.I. c. 

The  subject  treated  by  Mr.  Drysdale  is  of  great  interest 
to  all  engineers — and  in  particular  to  industrial  engineers. 

Of  the  many  recent  developments  mentioned  by  him, 
one  of  the  most  notable  is  the  auto-frettage  of  the  gun 
barrel.  By  this  operation  the  metal  is  pre-stressed  so  that 
in  action  the  strain  of  the  explosion  is  distributed  over 
the  entire  cross  section  of  the  barrel. 

By  this  auto-frettage  operation,  the  manufacture  of  a 
gun  barrel  shows  important  economics  in  time,  labour,  and 
materials,  and  the  use  of  single  forgings.  Furthermore,  the 
increased  elastic  strength  enables  the  weight  of  the  piece 
to  be  reduced,  thus  offering  greater  mobility  for  a  given 
service. 

The  recuperator  is  an  important  component  of  the  gun 
that  requires  very  accurate  machining  and  specialized 
workmen  for  its  fabrication.  A  brief  description  of  the 
hydraulic  principle  used  in  the  recuperator  would  be 
appreciated. 

Noting  the  author's  remarks  about  the  distribution  of 
work  to  different  sub-contractors  for  the  manufacture  of 
some  700  different  components,  was  it  really  necessary  to 
have  a  Rolling  Mill  installation  in  Sorel  Industries?  Sav- 
ing in  waste  of  crop  ends  from  the  ingots  and  the  ability 
to  get  at  wish  stock  bars  for  bolts,  studs  and  small  forg- 
ings must  have  been  the  dominant  points  in  the  recom- 
mendation of  such  an  installation.  Would  Mr.  Drysdale 
give  us  some  information  on  the  size  and  capacity  of  the 
projected  Rolling  Mill  installation? 

Thanks  are  due  to  him  for  his  tribute  to  the  French- 
speaking  Canadians  of  Sorel  who,  like  all  other  Cana- 
dians, will  never  shirk  their  responsibilities,  and  will 
always  answer  the  call  of  their  country. 

Harold  J.  Roast,9  m.e.i.c. 

The  author  should  be  complimented  on  the  clarity  of 
his  presentation  and  the  pertinence  of  his  illustrations. 
Undoubtedly  the  Sorel  people  have  done  a  marvellous  job 
in  this  connection  and  their  success  is  a  tribute  to  the 
85  per  cent  of  labour  which  was  French-Canadian,  and  75 
per  cent  of  which  had  had  no  mechanical  training  before- 
hand. 

In  the  ramifications  brought  about  by  distributing  work 
to  the  80  sub-contractors,  I  am  glad  to  know  that  in  a 
very  modest  way  I  was  able  to  assist  the  production  of 
gun  parts  in  one  plant  as  their  consulting  metallurgical 
adviser. 


8j\Iechanical  Engineer,  The  Steel   Company  of  Canada,  Limited, 
Montreal,  Que. 

9Vice-President,   Canadian   Bronze  Company,  Limited,    Montreal] 
Que. 


300 


May,  1942     THE  ENGINEERING  JOURN  M. 


F.  0.  Whitcomb10 

The  opportunity  of  discussing  Mr.  Drysdale's  excellent 
paper  is  particularly  appreciated  by  me  as  I  am  now 
connected  with  an  ammunition  filling  project  which  pro- 
duces the  finished  ammunition  for  this  particular  gun.  The 
paper  points  out  that  actual  operational  work  had  to  be 
performed  by  untrained  labour  on  very  fine  machine  tools 
to  the  limit  of  accuracy  which  the  machines  are  capable 
of  producing.  This  somewhat  paradoxical  condition  had 
to  be  faced  by  training  the  labour  available  and  provid- 
ing the  necessary  jigs  and  gauges  to  ensure  the  accuracy 
and  speed  of  production  required.  Mr.  Drysdale  has  been 
very  modest  in  his  treatment  of  this  phase  of  the  Sorel 
operation. 

In  an  operation  of  this  kind,  the  rapid  assembly  of  such 
a  fine  piece  of  precision  equipment  as  a  gun,  it  is  neces- 
sary that  the  accuracy  of  preceding  machining  operations 
is  assured.  It  should  be  remembered  that  the  designer  of 
the  gun  has  decided  on  the  type  of  fit  which  any  two 
mating  parts  require,  which  fits  may  be  push,  drive,  run- 
ning or  shrinkage  and  each  type  of  fit  has  its  own  definite 
clearance.  It  should  also  be  remembered  that  it  is  practi- 
cally impossible  to  turn  or  bore  a  piece  to  mathematically 
correct  dimensions  so  that  the  machined  parts  must  be 
gauged  by  limit  gauges.  These  consist  of — 

Snap  gauges  for  ouside  diameter  checking. 

Plug  gauges  for  inside  diameter  checking. 

Thread  gauges,  both  internal  and  external,  for  sizing. 

Thread  gauges   for   form    (usually   now  checked   by 
comparators) . 

Receiver  gauges  for  locating  a  number  of  holes  in 
different  planes  in  a  machined  forging  or  casting. 

Length,  ring,  profile,  depth  and  many  other  types. 

The  material  to  be  assembled  is  checked  by  the  British 
inspectors,  whose  gauges  are  set  to  the  limits  shown  on 
the  drawings;  it  follows  that  the  manufacturers'  gauges 
must  be  set  to  even  closer  limits  in  order  that  the 
individual  parts  will  pass  the  final  British  inspection. 

When  the  Sorel  plant  was  first  started  I  was  concerned 
with  the  manufacture  of  several  hundred  snap  and  plug 
gauges  for  use  in  the  gun  shops,  which  gauges,  of  course, 
had  very  small  differences  between  the  "  go  "  and  "  no- 
go  "  dimensions;  that  is  the  tolerances  of  the  parts  gauged 
were  very  close.  Thus  the  dimensions  of  the  "  go  "  and 
"  no-go  "  gauges  themselves  had  to  be  held  within  much 
narrower  limits,  the  permissible  error  in  the  gauges  being 
of  the  order  of  approximately  .0001  inch.  Before  these 
gauges  could  be  used  they  had  to  be  checked  by  the 
standards  of  the  National  Research  Council  at  Ottawa. 

"When  it  is  considered  that  each  gun  has  such  a  large 
number  of  pieces  and  that  each  piece  may  require  as 
many  as  a  dozen  different  types  of  gauges,  the  magnitude 
of  the  task  is  evident. 

Anyone  associated  with  the  production  of  large  quanti- 
ties of  parts  to  very  close  dimensions  will  fully  understand 
the  difficulties  which  can  well  be  encountered  if  proper 
gauges  and  jig  facilities  are  lacking.  The  management  of 
Sorel  and  its  associate,  The  Chrysler  Corporation  are  to 
be  commended  for  the  splendid  manner  in  which  they 
jointly  have  mastered  the  situation. 

The  Author 

The  mechanical  engineering  of  manufacture  began  to 
develop  in  Canada  about  forty  years  ago.  The  ma- 
jority of  our  designs  had  to  be  imported  and  also  the 
mechanics  to  carry  out  the  instructions  contained  in  the 
specifications.  There  were  exceptions,  but  at  that  time 
most  large  engine,  electrical,  mining  and  other  machinery 


"Executive  Assistant  to  General  Manager,  Canadian  Car  Munitions 
Limited,  Cherrier,  Que. 


manufacturers  dealt  chiefly  with  the  replacement  and  re- 
pair of  imported  parts;  apart  from  certain  types  of  slow 
reciprocating  engines,  locomotives,  marine  reciprocating 
engines,  very  little  original  design  and  manufacture  was 
done  in  Canada.  With  the  advent  of  hydro  electric  power, 
and  the  motor  car,  and  the  use  of  internal  combustion 
engines,  a  limited  programme  began,  and  it  was  to  the 
nucleus  of  mechanical  engineers  then  starting  that  we 
went  when,  in  World  War  I,  we  undertook  to  make  shells, 
cartridge  cases,  and  fuses.  Canada  then  found  herself  as 
a  manufacturing  nation.  Development  was  rapid  in  the 
twenties,  but  came  to  an  abrupt  stop  which  lasted  through 
the  thirties. 

When  World  War  II  started  a  certain  amount  of  pre- 
paratory work  was  commenced.  However,  in  May,  1940, 
an  intensified  programme  of  manufacture  of  serial  bombs, 
aeroplanes,  and  guns  was  started.  This  period  is  the  cycle 
of  Canadian  engineering  to  which  Mr.  Black  refers.  Two 
large  operations  on  shell  and  guns  were  soon  underway, 
largely  due  to  the  initiative  of  certain  manufacturers  who 
anticipated  a  demand  which  came  in  volume  many  months 
after  they  started. 

When  a  demand  came  for  skilled  help  at  Sorel,  em- 
ployee training  received  attention.  Night  classes  were 
started  and  elementary  training  in  use  of  chisel  and  ham- 
mer, filing,  scraping  and  surfacing,  reading  drawings,  were 
given  in  the  shops.  Elementary  as  this  was  it  helped  to 
familiarize  the  youths  with  the  general  idea  of  the  hand- 
ling and  processing  of  metal.  From  then  on  progress  has 
been  rapid  and  we  have  developed  and  trained  a  large 
percentage  of  our  skilled  and  semi-skilled  help. 

Housing  was  a  serious  problem  from  the  start,  and  will 
continue  to  be  as  the  work  expands.  A  separate  and  inter- 
esting paper  could  be  prepared  on  that  alone.  Briefly  it 
may  be  said  that  the  management,  in  close  co-operation 
with  the  Government,  decided  to  provide  accommodations 
of  three  classes: 

1.  Single  men's  accommodation, 

2.  Married  men's  accommodation, 

3.  Inspectors'  accommodation. 

Old  warehouses  were  converted,  new  extensions  made 
to  existing  facilities,  and  new  structures  with  communal 
dining  accommodations  were  provided,  so  that  2,500  men 
and  their  families  could  be  accommodated  in  existing  and 
recently  constructed  buildings. 

It  did  not  make  matters  easier  when  we  had  to  bring 
skilled  English-speaking  help,  into  an  area  where  French 
only  had  been  spoken  for  many  years. 

The  cottages  put  up  in  a  plot  adjoining  the  city  are 
of  a  type,  which  although  low  in  cost,  are  intended  for 
permanent  occupancy;  and  as  Sorel  is  located  in  a  strate- 
gic commercial  situation,  we  have  every  reason  to  believe 
that  after  the  war  is  over  these  buildings  will  not  only 
be  used,  but  will,  in  the  meantime,  have  set  a  style  which 
will,  if  emulated,  raise  the  standard  in  adjoining  parts, 
and  emphasize  the  importance  to  health  and  happiness 
of  ample  air,  small  garden  plots,  and  sanitation. 

The  management  has  made  a  point  of  giving  talks  to 
the  workers,  with  an  occasional  party.  The  various  con- 
tacts of  the  Simard  Brothers  with  their  help  have  been 
close  and  democratic.  The  good  relations  established  over 
many  years  between  Protestants  and  Catholics  remain 
excellent,  and  we  trust  this  will  set  a  good  example  to 
other  similar  localities  in  building  up  a  united  community 
truly  Canadian  in  the  broadest  sense. 

Mr.  Crone  has  been  of  inestimable  value  in  the  Sorel 
effort.  Having  a  lifetime  of  experience  in  armament 
manufacture,  he  has  encouraged  us  from  the  start.  It  is 
a  great  satisfaction  to  know  that  his  confidence  was  well 
placed  and  that  we  have  been  able  to  deliver  the  goods. 
We  reached  and  exceeded  our  production  goal  this  month 
of  February,  1942. 


THE  ENGINEERING  JOURNAL     May,  1942 


301 


Answering  Colonel  Gaudet's  questions: 

(1)  The  normal  life  of  an  inner  tube  varies  between 
2500  and  3000  rounds,  this,  however,  depends  entirely  on 
the  rate  of  fire,  and  varies  according  to  the  charge  being 
used. 

(2)  The  object  of  the  recuperator  is  to  control  the  re- 
coil of  the  gun  when  fired.  In  a  25-pdr.  gun  the  recuperator 
is  provided  with  four  bores — air  cylinder,  buffer  cylinder, 
recuperator  cylinder  and  the  storage  tank,  which  is  also 
a  cylinder  designed  to  receive  the  recoil  dampening  liquid 
when  the  gun  is  fired.  The  recuperator  block  is  submitted 
to  a  hydraulic  pressure  test.  Test  pressures  on  the  various 
cylinders  range  from  3000  to  5000  lb.  per  sq.  in.,  except 
for  the  storage  tank  which  is  only  tested  to  40  lb.  per 
sq.  in.  The  buffer  cylinder  is  rifled,  the  grooves  having  a 
slight  helix  angle,  and  serving  to  operate  the  valve 
mechanisms. 

(3)  Cannot  answer. 

(4)  Taking  barrels  for  example.  After  forging,  these 
are  normalized.  They  are  then  rough  turned  and  bored, 
following  which  they  are  heat  treated  and  annealed.  The 
barrels  are  then  machined  for  auto-frettage.  After  auto- 
frettage  they  are  submitted  to  a  low  temperature  treat- 
ment. This  completes  the  heat  treating  operation. 

(5)  Cannot  answer. 

(6)  Cannot  answer. 

Referring  to  Mr.  Hamilton's  query  as  to  lining  up 
specific  machines  for  specific  operations  on  a  single  com- 
ponent, I  may  say  that  when  laying  out  the  machining 
operations  a  ten-hour,  two  shift  basis  was  established. 

In  selecting  the  machine  tools  required  for  the  different 
operations  the  actual  machining  times  were  so  broken 
down  that  each  machine  is  fully  occupied.  Where  several 
identical  operations  are  involved  the  work  returns  to  the 
same  machine  twice  and  in  certain  cases,  three  times. 

For  instance,  in  machining  the  breech  block,  the  first 
operation  is  a  milling  operation  requiring  a  vertical  mill- 
ing machine,  the  second  a  grinding  operation,  the  third 
a  lathe  operation,  the  fourth  a  milling  operation  on  a  hori- 
zontal miller.  The  fifth  operation  is  a  further  milling  op- 
eration executed  on  the  same  vertical  milling  machine  as 
the  first  milling  operation.  The  sixth  is  a  piano-milling 
operation  and  the  seventh  a  further  milling  operation  re- 
quiring a  vertical  miller  so  that  the  work  returns  to  the 
first  machine  for  the  third  time. 

The  machines  have,  of  course,  been  laid  down  in 
sequence  of  their  operations  and  so  as  to  reduce  handling 
to  a  minimum.  Thus  one  can  safely  say  that  no  machine 
is  ever  idle. 

For  the  machining  of  the  breech  block  there  are  16 
machines,  at  least  eight  of  which  perform  more  than  one 
operation. 

It   is   a  great   satisfaction  to   note  Colonel   Howard's 


appreciation  of  the  many  difficulties  encountered  and 
successfully  overcome. 

Regarding  the  team  work  to  which  he  refers  and  which 
enabled  us  to  achieve  success,  I  wish  to  take  this  oppor- 
tunity of  paying  tribute  to  the  wonderful  co-operation 
of  every  one  associated  with  the  enterprise.  By  their 
united  work  and  unswerving  loyalty  they  did  their  best 
to  bring  the  plant  to  early  production  without  sacrificing 
quality. 

The  comments  of  Mr.  Notman  are  well  timed  as  the  art 
of  pre-stressing  metals  has  not  been  used  as  much  on  this 
Continent  as  has  been  the  case  in  Europe. 

His  qualitative  description  of  auto-frettage  follows  sub- 
stantially that  of  Major  General  A.  E.  Macrae's  book, 
"  Overstrain  of  Metals  "  (His  Majesty's  Stationery  Office, 
1930). 

It  may  be  of  interest  to  know  that  the  cost  of  manufac- 
turing the  twenty-five  pounder  gun  barrel  is  being  further 
reduced  and  production  rate  increased  at  Sorel  by  a  con- 
cession on  the  part  of  the  Government  Inspection  Board, 
who  are  now  willing  to  eliminate  auto-frettage  provided 
the  quality  of  the  steel  is  raised  to  60  tons  per  sq.  in. 
yield  point. 

Re  auto-frettage,  I  would  call  Mr.  Poitras'  attention 
to  the  discussion  on  this  subject  contributed  by  Mr.  J. 
G.  Notman,  which  is  a  clear  exposé  of  the  method  en- 
abling us  to  use  a  40-ton  steel  to  do  the  work  of  the  more 
expensive  and  difficult  60-ton  steel. 

The  recuperator  operation  has  been  described  in  answer- 
ing Colonel  Gaudet. 

The  rolling  mill  is  a  great  advantage  at  Sorel,  particu- 
larly as  it  enables  us  to  speed  up  delivery  of  rounds  and 
square  bars  made  of  special  steel  which  is  produced  at 
Sorel.  We  are  installing  a  16  in.  roll  with  two  3  roll  stands 
and  one  2  roll  stand.  Also  we  have  in  operation  a  14  in. 
roll  with  one  3  roll  stand. 

This  will  enable  us  to  reduce  from  an  8  in.  x  8  in. 
billet  to  lx/2  in.  on  the  large  roll  and  from  2  in.  x  2  in. 
to  %  in.  on  the  smaller  roll. 

The  sub-contractors  of  Ontario  and  Quebec  have  con- 
tributed greatly  to  the  success  of  Sorel's  operations,  saving 
skilled  men,  machines,  and  housing.  Sub-contracting  sys- 
tems developed  here  have  been  used  as  a  pattern  for  the 
enlarged  Canadian  sub-contracting  effort. 

Mr.  Whitcomb  has  pointed  out  the  size  of  the  task  of 
providing  the  shop  gauges  for  the  inspection  of  the  25- 
pdr.  parts.  What  this  means  can  more  easily  be  appreci- 
ated when  one  considers  that  for  the  gun,  150  different 
gauges  are  required,  and  for  the  carriage,  more  than  300. 

It  must  be  further  borne  in  mind  that  some  of  the 
gauges  are  of  a  complicated  type,  such  as  the  gauge  for 
checking  blow  and  concentricity  of  striker,  and  the  turn- 
over gauges  for  measuring  the  bore  and  depth  of  rifling. 
His  tribute  to  the  management  will  be  appreciated. 


SAVE  FOR  VICTORY 

If  yon  do  not  keep  your  Journals  do  not  burn  or  destroy 
them.  Give  them  to  a  salvage  organization.  They  are 
needed  for  victory. 


302 


May,  1942    THE  ENGINEERING  JOURNAL 


DISCUSSION  ON 

THE  JUSTIFICATION  AND  CONTROL  OF  THE 
LIMIT  DESIGN  METHOD 

Paper  by  F.  P.  Shearwood,1  M.E.I.C.  published  in  The  Engineering  Journal-  June,  1941. 


W.  P.  COPP,3  M.E.I.C. 

It  is  a  fact  that  in  fabrication  and  erection  many  parts  of 
structures  are  strained  beyond  the  elastic  limit.  I  remember 
in  my  experience  of  years  ago  certain  I-beam  stringers 
which  were  badly  bent  when  used  for  erection  purposes. 
They  were  condemned  but  because  they  were  needed 
immediately  in  the  permanent  structure  they  were  straight- 
ened for  temporary  use  and  placed  in  position.  As  far  as  I 
am  aware  they  are  still  there,  carrying  the  same  loads  as 
the  stringers  which  were  not  damaged.  However,  these 
stringers,  no  doubt,  would  be  stressed  beyond  their  elastic 
limit  at  local  points  only,  while,  if  I  follow  Mr.  Shearwood's 
reasoning,  the  whole  outer  flange  layers  would  be  stressed 
to  the  elastic  limit  at  least,  if  designed  by  the  limit  design 
method.  An  overload  therefore  would  stress  these  outer 
layers  beyond  their  elastic  limit.  It  would  be  interesting  to 
know  what  would  be  the  distribution  of  stress  on  the  next 
application  of  a  severe  load  and  whether  a  designer  could 
compute  the  strains  with  any  feeling  of  security  under  these 
conditions.  At  the  end  of  his  paper  Mr.  Shearwood  states 
that  the  limit  design  method  is  less  safely  justifiable  for 
structures  supporting  their  full  load  or  those  subjected  to 
severe  vibration,  but  might  properly  be  used  to  the  design 
of  structures  which  will  probably  seldom  or  never  be  loaded 
to  their  designed  capacity  and  to  those  carrying  an  im- 
movable load.  It  seems  to  me  that  for  such  structures  the 
mistake  is  not  in  designing  by  the  elastic  theory  but  in  the 
choice  of  loadings  that  are  altogether  excessive. 

With  respect  to  fatigue  it  is  common  knowledge  that 
material  will  fail  at  stresses  far  below  the  elastic  limit,  after 
many  repetitions.  Except  in  limited  cases  it  seems  to  me 
impossible  always  to  restrict  uniformly  the  strain  as  sug- 
gested in  the  paper  and  thus  avoid  fatigue  failure  in  every 
part  of  a  structure.  I  remember  at  one  time  observing  a 
swing  bridge  in  the  process  of  being  dismantled.  When  one 
of  the  end  diagonals  was  cut  free  at  its  top  it  had  not 
enough  strength  to  support  its  own  weight  and  failed  by 
bending  near  its  bottom  connection,  presumably  from 
fatigue  stresses  set  up  during  the  years  of  service.  At  the 
time  it  seemed  fortunate  that  there  were  unused  paths 
along  which  the  stress  must  have  acted  since  it  would 
appear  evident  this  particular  diagonal  could  not  have 
functioned  for  some  time.  In  a  case  of  this  kind  would  the 
limit  design  method  result  in  these  other  paths  being  able 
to  carry  extra  stress  without  serious  damage  ? 

From  Mr.  Shearwood's  paper  I  gather  that  some  members 
of  a  structure  would  be  designed  by  the  limit  design  method, 
while  others  would  be  designed  by  the  elastic  theory 
method  depending  upon  whether  or  not  there  were  portions 
of  the  members  that  could  not  be  stressed  fully  until 
other  parts  had  been  overstressed.  Would  not  this  some- 
what complicate  the  design  ? 

For  some  time  it  has  appeared  to  me  that  in  many  cases 
steel  designers  are  excessively  cautious  in  their  choice  of 
loadings  and  factor  of  safety,  particularly  in  the  case  of 
static  loading.  It  would  seem  that  to  design  by  the  limit 
design  method  while  using  excessive  loadings  would  result 
in  many  cases  in  members  being  strained  elastically  only 

'Consulting  engineer,  Dominion  Bridge  Company,  Limited,  Mont- 
real, Que. 

2The  paper  as  it  appears  in  the  June  1941  issue  of  the  Journal  was 
laid  out  with  two  galleys  interchanged  with  the  result  that  the  con- 
tinuity is  badly  broken.  Corrected  copies  have  been  made  and  are 
available  at  Headquarters. 

'Professor  of  Civil  Engineering,  Dalhousie  University,  Halifax,  N.S. 


since  the  loads  used  with  the  large  factor  of  safety  are  so 
greatly  in  excess  of  actual  conditions.  The  use  of  more 
practical  loads  and  the  elastic  theory  of  design  would 
accomplish  the  same  end,  namely  saving  of  material. 

The  thanks  of  the  Institute  are  due  Mr.  Shearwood  for 
his  paper  because  it  represents  a  real  effort  to  avoid  a  waste 
of  material  by  suggesting  a  line  of  study  and  research  to 
that  end.  No  doubt  models  could  be  made  and  tested  by 
modern  methods  to  show  the  stresses  and  strains  suggested 
in  the  paper.  The  fact  that  an  engineer  with  the  experience 
and  prestige  of  the  author  suggests  a  study  of  the  limit 
design  method  is  proof  to  the  writer  that  it  deserves  careful 
thought  and  consideration. 

Hardy  Cross4 

It  is  not  at  all  difficult  to  recognize  the  mathematical 
theory  of  elasticity  as  an  intriguing,  highly  skilled,  and 
frequently  illuminating  field  of  study.  It  is  doubtful 
whether  any  structural  engineer  in  America  ever  thought 
that  steel  structures — or  concrete  structures  either  for  that 
matter — fail  elastically.  We  have  always  recognized  that 
plasticity  was  an  important  element  to  be  taken  into 
account.  I  have  always,  I  believe,  emphasized  that  evidence 
from  the  theory  of  elasticity  is  merely  some  of  the  evidence 
to  be  considered  in  judging  structural  parts  and  is  often 
not  the  most  important  source  of  evidence. 

It  is  important  to  point  out  that  there  are  two  objectives 
of  what  is  called  structural  theory.  One  objective  is  to 
predict  action  of  structures  as  they  exist,  each  structure 
being  to  some  extent  a  different  problem.  The  other  object- 
ive, which  some  seem  to  think  is  the  only  purpose,  is  to  set 
up  specifications  or  their  equivalent  so  that  not  too  much 
judgment  is  left  to  the  individual  designer.  The  author  has 
recognized  this  and  has  tried  in  a  practical  way  to  set  up 
some  "acceptable  tests"  for  a  structure  based  upon  con- 
ditions at  failure.  He  has  also  clearly  recognized  that  this  is 
very  difficult  to  do.  It  is  perhaps  unfortunate  that  our 
specifications  in  the  past  have  been  directed  primarily  to 
structures  which  were  statically  determined.  We  all 
hesitate  to  break  abruptly  with  our  traditions  in  regard  to 
such  matters  because  our  experience  and  the  experience  of 
the  profession  is  correlated  with  these  traditions. 

I  do  not  differ  from  the  author  in  our  ideas  in  regard  to 
these  questions.  I  have  been  a  little  annoyed,  I  confess,  by 
the  suggestion  that  the  idea  of  considering  structural  action 
beyond  the  elastic  stage  originated  on  the  continent  of 
Europe  in  recent  years.  Certainly  we  built  enough  Whipple 
trusses  and  double  intersection  trusses  in  pioneer  days  in 
this  country.  It  is,  I  suspect,  the  concept  of  structural 
engineering  as  a  branch  of  mathematics  which  has  come 
from  the  continent  of  Europe. 

Edward  Godfrey6 

The  subject  of  the  paper  is  a  matter  that  has  interested 
me  for  many  years.  It  is  epitomized  in  the  statement, 
"Steel  must  be  recognized  as  a  material  not  perfectly 
elastic."  There  are  many  cases  where  this  fact  can  be  taken 
advantage  of  and  where  perfectly  safe  design  can  be 
effected — cases  where  perfect  elasticity  in  the  steel  would 
mean  sure  failure. 

A  few  years  ago,  Prof.  J.  A.  Van  den  Broek  called  my 

4Chairman,  Department  of  Civil  Engineering,  Yale  University, 
New  Haven,  Conn.,  U.S.A. 

5Civil  Engineer,  Pittsburgh,  Pa.,  U.S.A. 


THE  ENGINEERING  JOURNAL     May,  1942 


303 


attention  to  the  fact  that  a  publication  of  the  Royal 
Institute  of  Engineers  of  the  Hague,  The  Netherlands, 
consisting  of  specifications  for  steel  structures,  refers 
specifically  to  an  article  of  mine  in  Engineering  News 
Record,  May  13,  1920,  which  deals  with  the  subject  and 
emphasizes  the  paucity  of  information  and  instruction  on 
the  benefit  derived  from  a  knowledge  that  steel  is  ductile  as 
well  as  elastic. 

The  author,  in  his  paper,  cites  some  cases  where  the 
property  of  ductility  in  steel  is  an  advantage  in  the  matter 
of  safety  of  design.  One  case  is  in  pins  for  pin-connected 
structures.  In  girders,  particularly  continuous  girders, 
doubtless  advantage  could  safely  be  taken  of  ductility,  if 
experimental  tests  could  be  devised  to  determine  to  just 
what  extent  rules  could  be  relied  on. 

In  the  author's  hypothetical  example  of  several  rods  of 
different  lengths  taking  the  same  load  jointly,  it  would  be 
hazardous  to  let  the  stress  of  one  of  these  approach  near  the 
elastic  limit,  unless  the  load  were  to  be  permanently  static. 
For  such  load  the  condition  would  resemble  a  bent  rod 
carrying  a  static  load.  I  have  more  than  once  found  that 
loading,  releasing  and  reloading  rods,  where  loads  approach 
the  elastic  limit  leads  to  disaster.  Static  loads  do  not 
produce  this  effect. 

If  several  rods  carried  the  same  dynamic  or  oft-repeated 
load,  and  one  were  stressed  near  the  elastic  limit  by  reason 
of  its  shorter  length,  that  rod  might  fail  by  fatigue  and  thus 
put  added  stress  on  the  others. 

Recently  a  paper  was  published  which  aimed  to  show  that 
punched  holes  in  riveted  plate  girders  do  not  weaken  the 
girder,  and  the  method  of  design  which  uses  the  gross 
section  is  therefore  justifiable.  It  was  stated  that  stresses 
beside  the  holes  in  excess  of  the  elastic  limit  of  the  steel 
serve  to  raise  the  elastic  limit  and  thus  the  strength  of  the 
steel.  This  is  false  reasoning,  for  it  is  only  when  the  sub- 
sequent applications  of  stress  are  much  less  than  that  which 
exceeded  the  elastic  limit  that  integrity  is  assured.  Fatigue 
is  almost  sure  to  follow  repeated  loads  of  the  same  intensity 
as  those  that  permanently  stretch  the  steel. 

C.  M.  Goodrich,6  m.e.i.c. 

The  author,  in  his  discussion  of  the  limit  design  method 
offers  interesting  examples,  in  particular  the  one  of  the 
three  rods.  The  points  wherein  one  agrees  are  many,  those 
wherein  one  differs  are  few;  but  the  differences  offer  ground 
for  discussion. 

He  proposes  (a)  to  consider  the  sum  of  all  resisting  paths 
at  normal  unit  stresses  when  treated  independently;  (b) 
to  stress  no  path  above  the  elastic  limit  when  treated 
elastically.  The  writer  would  prefer  to  examine  what 
happens  when  the  structure  as  such  is  loaded  increasingly, 
to  determine  as  limit  that  point  where  something  detri- 
mental to  the  appearance,  integrity,  or  use  of  the  structure 
occurs,  and  to  take  such  a  portion  of  the  loading  as  safe 
loading  as  may  be  consonant  with  the  duty  of  the  structure. 
The  limit  may  be  strength  as  such,  it  may  be  deflection,  it 
may  be  appearance,  it  may  be  the  psychological  effect  on 
the  user  of  too  much  shake;  other  elements  may  enter  as 
wrell,  such  as  the  very  important  one  of  reversal  of  stress, 
which  in  many  cases  would  be  the  determining  factor. 

In  certain  mill  buildings  in  the  United  States,  stiffness 
has  been  secured  by  adding  weight,  while  comparable 
buildings  of  half  the  weight  and  of  greater  stiffness  have 
been  built,  by  designing  to  this  end.  This,  in  the  writer's 
opinion,  is  limit  design;  the  limit  here  is  a  matter  of 
stiffness. 

Most  telephone  and  telegraph  lines,  and  many  transmis- 
sion lines  as  well,  are  supported  on  wood  poles.  Every  year 
stretches  of  them  are  blown  down.  Yet  we  continue  to 
build  them.  Presumably  we  think  that  practice  economically 

Consulting  engineer,  The  Canadian  Bridge  Company,  Limited, 
Walkerville,  Ont. 


correct;  and  in  many  instances  this  is  true,  while  in  others 
it  is  untrue.  It  depends  on  a  good  many  factors.  Mr. 
Shearwood's  criteria  do  not  apply. 

Take  the  case  of  the  three  rods  of  different  lengths  sup- 
porting a  vertical  load.  If  the  load  is  suddenly  applied 
and  released,  there  would  be  an  unpleasing  sight  to  see  if 
the  longest  rod  shook  and  shuddered  too  violently.  If  the 
load  were  a  steady  load  that  would  not  happen.  In  that 
case,  if  deflection  were  not  objectionable,  there  is  no  reason 
the  short  rod  should  not  be  allowed  to  stretch. 

In  the  case  of  the  beam  fixed  at  both  ends,  if  the  loading 
is  from  one  side  only,  let  the  fibres  stretch  if  they  want  to  do 
so;  the  centre  deflection  will  be  smaller  in  any  normal  case 
than  that  of  the  alternative  simple  beam.  If  the  loading  is 
reversed,  then  one  should  stay  inside  the  elastic  limit. 

There  are  in  existence  structures  where  a  stiff  bent  is 
guyed  with  ropes.  Here  it  often  happens  that  the  guy  will 
stretch  say  ten  times  as  far,  before  it  is  doing  its  figured 
duty,  as  the  stiff  bent  will  deflect  before  it  is  in  trouble. 
Here  one  may  say  that  the  limits  have  not  been  properly 
correlated. 

In  many  cases  it  would  cost  more  to  figure  stresses  in  a 
frame,  or  in  certain  of  its  parts,  than  it  would  to  make  it 
amply  strong.  Here  the  limit  is  set  by  the  cost  of  the  design 
work. 

Limit  design  invites  us  to  face  all  the  facts  we  can  gather 
together,  and  then  throw  away  those  we  believe  non- 
essential, employing  the  least  amount  of  design  work 
economically  consistent  with  the  character  and  importance 
of  the  work  in  hand,  and  producing  a  result  which  will  be 
adequate  to  all  its  uses. 

Kenneth  W.  Lange7 

What  has  been  referred  to  in  recertt  papers  as  limit  design 
has  been  used  by  engineers  for  a  considerable  time.  Mr. 
Shearwood's  paper  is  of  value  as  it  reopens  discussion  of 
many  problems  of  importance  to  structural  engineers. 

It  occurs  to  the  writer  that  any  discussion  of  limit  design 
also  should  involve  careful  consideration  of  what  is  meant 
by  factor  of  safety.  Without  discussing  here  what  the  factor 
of  safety  against  failure  should  be,  and  why  it  is  provided, 
it  can  be  said  that  many  older  structures  are  in  use  to-day 
because  the  safety  factor  used  in  their  design  renders  them 
useful  under  present  day  overloads. 

Many  of  our  existing  structures,  designed  by  the  so- 
called  elastic  theory,  when  analyzed  by  the  method  out- 
lined in  this  paper,  will  show  usefulness  under  loads  con- 
siderably in  excess  of  those  for  which  they  were  designed. 
Had  these  same  structures  been  designed  by  the  principles 
of  limit  design,  the  useful  loads  which  they  could  withstand 
would  be  proportionately  less.  The  same  result  might  be 
achieved  by  raising  the  allowable  stresses  and  continuing  to 
design  under  the  elastic  theory,  which  is  in  effect  what  some 
writers  on  the  subject  propose  to  do. 

It  is  interesting  to  note  that  the  hanger  of  Fig.  3  will 
withstand  a  load  of  some  110  kips  or  more  when  analyzed 
by  the  theory  of  the  paper.  Elastic  analysis  at  design 
stresses  with  a  safety  factor  of  three  permits  a  load  of  36.7 

kips.  Actually  then  the  factor  of  safety  is  ôâf  =  3.  By  al- 
lowing a  load  which  will  induce  yield  point  stress  (or  strain-' 
in  one  member,  the  capacity  of  the  hanger  is  55  kips  with  a 

safety  factor  of  -^-  =   2.  In  any  case,  the  failure  of  the 

hanger  will  follow  the  rupture  of  the  shortest  bar. 

In  the  design  of  concrete  slabs,  it  has  long  been  recognized 
that  any  reasonable  distribution  of  reinforcing  steel  across 
a  section  is  satisfactory,  so  long  as  the  amount  of  this 
reinforcing  is  sufficient  to  withstand  the  statical  moment 
on  this  section.  Tests  have  shown  that  generally  a  slab  so 

'Research  engineer,  Chicago  Bridge  and  Iron  Company,  Chicago, 
111. 


304 


May,  1942     THE  ENGINEERING  JOURNAL 


designed  will  not  fail  until  all  of  this  reinforcing  has  been 
stressed  beyond  the  yield  point. 

The  accepted  practice  of  proportioning  foundations  for 
some  average  bearing  pressure,  presupposes  that  before 
any  one  region  of  the  soil  under  the  foundation  fails  com- 
pletely, the  remaining  part  will  act  to  resist  the  applied  load. 

The  design  of  steel  structures  without  regard  to  locked  up 
rolling,  fabricating  and  sometimes  welding  stresses,  re- 
cognizes and  utilizes  the  ductility  of  steel. 

It  is  intended  to  point  out  here  that  the  philosophy  of 
limit  design  is  not  new  in  engineering.  Perhaps  the  use  of  a 
formal  theory  of  limit  design  will  lead  to  some  revisions  in 
current  practice.  The  contemplation  of  such  a  theory 
requires  a  reconsideration  of  the  reasons  for  some  of  our 
present  design  requirements. 

I.  F.  Morrison8,  m.e.i.c. 

In  this  paper  there  appears  to  be  a  certain  amount  of 
misunderstanding  especially  of  fundamental  facts,  which 
has  led  the  author  to  present  his  argument  perhaps  not 
quite  so  soundly  and  clearly  as  might  have  been  the  case. 
To  be  sure,  the  paper  is  purely  theoretical,  based  on 
hypothetical  thinking,  but  it  is  intended  that  its  method 
could  be  applied  to  practical  design.  This  being  so,  one  is 
led  to  question  the  propriety  of  applying  an  hypothesis 
beyond  the  point  at  which  it  comes  into  conflict  with 
natural  phenomena.  After  all,  nature  does  not  recognize 
hypothesis. 

In  order  to  make  clear  the  discussion  that  follows,  it  is 
proposed  just  to  set  down  in  review  certain  well  established 
facts.  Whatever  theories  we  may  propose  and  put  to  use, 
these  facts  must  not  be  disregarded  and  any  application  of 
our  theory  must  not  lead  to  results  contrary  to  them. 

In  Fig.  9  is  shown  the  usual  graph  based  on  the  results  of 
a  tension  test  on  a  bar  of  mild  steel.  The  characteristics  of 
this  graph  to  which  the  writer  wishes  to  direct  attention 
are  as  follows: 

1 .  The  curve  rises  as  a  straight  line  from  0  to  some  point 
F  after  which  it  bends  over  slightly  to  point  A. 

The  unit  stress — load  divided  by  the  original  cross-sec- 
tional area — at  F  is  called  the  proportional  limit  because  for 
stresses  larger  than  it  the  load-stretch  relationship  is  no 
longer  linear,  i.e.,  Hooke's  law  ceases  to  exist.  This  linear 
relationship  is  assumed  by  the  author  to  hold  for  all 
stresses  with  utter  disregard  of  the  existence  of  a  propor- 
tional limit. 

2.  At  A,  which  is  called  the  upper  yield  point,  there  is  a 
sudden  yielding.  If  the  load  be  of  the  reaction  type,  a 
decrease  will  take  place  and  a  considerable  amount  of 
stretch  will  follow  until  it  rises  again  to  B  due  to  the  strain 
hardening  of  the  material.  On  the  other  hand,  and  this  is 
extremely  important  in  what  follows,  if  the  load  be  of  the 
gravity  type  the  complete  stretch  takes  place  continuously, 
with  no  diminution  of  load,  from  A  to  B  and  its  advance 
cannot  be  checked  at  any  intermediate  point  between  A 
and  B,  i.e.  when  a  unit  stress  corresponding  to  point  A  is 
attained  a  large  unit  strain  of  amount  AB  is  suddenly 
developed.  The  author  disregards  this  fact  or  fails  to 
recognize  the  horizontal  portion  A-B  of  the  stress-strain 
graph.  He  assumes  that  the  process  of  stretching  under  a 
gravity  load  will  stop  at  some  strain  lying  between  A  and  B. 
This  is  contrary  to  the  fact  as  established  by  experiment. 

3.  After  the  point  B  is  passed,  a  region  of  gradually  in- 
creasing load  is  experienced  until  the  maximum  load  cor- 
responding to  point  C  is  attained.  During  this  region  of 
loading  the  entire  specimen  has  gradually  increased  in 
length  and  decreased  in  diameter  by  the  process  of  plastic 
deformation. 

4.  At  the  load  C,  a  constriction  at  some  point  along  the 
specimen  starts  to  develop  and  continues  to  do  so  through 
the  region  CD.  At  D,  fracture  takes  place.  If  the  load  be  of 

8Professor  of  Applied  Mechanics,  University  of  Alberta,  Edmonton, 
Alta. 


m 
x 

<n 
m 
id 

a 

i- 

vO 

z 


6o 
So 
40 
30 
10 
10 


c 

o' 

\d 

A 

JB/ 

E 

1 
1 

1 
1 

1 

Ib1 

0.1 
Unit  5traim 
Fig.  9 


0.2 


the  gravity  type,  when  point  C  is  reached  the  fracture 
process  goes  forward  continuously  to  point  D1  and  it 
cannot  be  stopped  between  C  and  D'.  The  total  unit 
stretch  of  the  piece  up  to  point  D  is  by  definition  the 
"elongation." 

5.  At  some  point  E  on  the  graph  the  material  passes 
gradually  from  the  elastic  to  the  plastic  state.  It  must  be 
recalled  that  the  concept  of  elasticity  demands  that  the 
specimen  return  to  its  original  size  and  shape  whenever  the 
stress-causing  loads  are  removed.  To  determine  the  position 
of  E  is  a  difficult  and  time  consuming  process,  which  depends 
on  the  sensitivity  of  the  instruments  used  to  measure  the 
stress  and  the  strain.  Some  doubt  may  be  cast  on  the 
actual  physical  existence  of  such  a  change  point.  The  unit 
stress  corresponding  to  the  point  E  is  called  the  "elastic 
limit."  This  term  is  often  misused  and  confused  with  the 
proportional  limit.  It  appears  to  be  so  misused  in 
the  paper. 

6.  If,  when  the  unit  stress  corresponding  to  point  B  is 
attained,  the  load  be  subsequently  released  and  then 
reapplied  the  graph  retreats  to  B'  and  returns  to  B  along 
the  straight  line  B'B.  In  this  way  B  becomes  the  new  yield 
point  and  also  the  proportional  limit. 

These,  then,  are  the  physical  facts.  Let  us  see  now  how 
some  of  the  statements  in  the  paper  compare  with  them. 
In  order  to  build  up  a  theory,  certain  hypotheses  must  be 
made  and  in  the  present  case  these  are  concerned  primarily 
with  the  relationship  between  unit-stress  and  unit-strain 
of  the  material.  This  is  done  by  the  usual  process  of  abstrac- 
tion and  the  results  may  best  be  shown  by  the  graph  of 
Fig.  10  in  which  the  corresponding  points  are  similarly 
lettered.  The  line  OA  is  straight,  i.e.,  the  material  obeys 
Hooke's  law  for  the  stress  range  OA.  The  points  F  and  E 
now  coincide  with  A,  i.e.,  the  proportional  limit,  the  yield 
point  and  the  elastic  limit  now  have  the  same  numerical 
value.  The  meanings  of  these  terms  however,  are  still  quite 

60 


x 

(0 
HI 

a  3o 

h 

O 

t* 

r 
3  w 


ft  B 


0.01  002  0.03 

Unit    5tda>m 

Fig.  10 


0.04 


0.05 


THE  ENGINEERING  JOURNAL     May,  1942 


305 


(t.(  t 


different  and  in  any  rational  argument  cannot  be  inter- 
changed indiscriminately.  The  load  is  assumed  to  be  of  the 
gravity  type. 

In  order  to  confine  this  discussion  within  reasonable 
limits,  it  is  proposed  to  discuss  only  the  first  part  of  the 
paper.  Figure  1 1  corresponds  to  Fig.  3  of  the  paper  redrawn 
for  the  sake  of  simplicity.  Three  steel  rods,  all  of  the  same 
unit  cross-sectional  area,  support  a  gravity  load,  W.  The 
lengths  are  h  =  100  in.,  l2  =  200  in.,  h  =  300  in.  A  load 
W  =  36.7  kips  is  applied.  The  total  stresses  and,  therefore, 
also  the  unit  stresses,  in  kips  per  square  inch,  in  the  rods 
then  are  p\  =  20,  pi  =  10,  pz  —  6.7,  computed  on  the  basis 
that  each  rod  behaves  according  to  Hooke's  law.  Assuming 
Es  =  30  x  106  lb.  per  sq.  in.,  the  amount  of  stretch  is  0.067 
in.  for  all  rods.  Now  suppose  that  W  be  gradually  increased, 
a  value  will  be  reached  at  which  the  unit  stress  in  rod  No.  1 
will  correspond  with  the  yield  point,  A  of  Fig.  10,  not  the 
elastic  limit9,  i.e.  pi  =  30  kips.  The  value  of  W  for  this 
condition  will  be  not  less  than  55  kips  and  the  stretch  will 
be  0.1  in.  As  the  load  increases  from  55  kips,  a  value  will 
finally  be  attained  at  which  the  unit  stress  in  rods  Nos.  1 
and  2  is  30  kips  per  sq.  in.  respectively  and  the  minimum 
value  of  W  is  90  kips,  and  the  stretch  will  be  0.3  in.  Any 
load  W  greater  than  90  kips  will  cause  a  sudden,  and  rather 
disconcerting  total  stretch  of  2.0  in.  Such  a  performance 
would  cause  alarm  on  the  part  of  the  most  ardent  proponent 
of  the  limit  design  process. 

It  will  be  noted  that  the  combination  of  p\  =  35.25  kips, 
Pi  =  22.9  kips,  p3  =  15.25  kips,  as  shown  in  the  paper 
(Fig.  3c),  is  not  possible  if  we  are  to  be  consistent  with  the 
load  stretch  curve  shown  in  Fig.  10,  for  these  values  are 
based  on  the  incorrect  assumption  that  Hooke's  law  holds 
beyond  the  physical  yield  point  of  the  material. 

It  is  apparently  anticipated,  in  the  limit 
design  process  as  set  forth  in  the  paper,  that 
the  limiting  carrying  capacity  will  be  90  kips 
and  that  for  design  purposes  the  safe  load 
would  be  obtained  by  applying  a  factor  of 
safety,  although  no  indication  is  given  of  what 
a  reasonable  value  for  it  would  be  in  this  case. 
Let  us  suppose,  however,  the  factor  to  be  1.5. 
Then  with  the  load  at  60  kips,  the  total  stresses 
will  be  pi  =  30  kips,  pz  =  18  kips  and  pz  =  12 
kips  with  total  stretch  of  0.12  in.  This  does 
not  agree  with  Fig.  4b.  The  numerical  values 
given  in  that  figure  are  inconsistent  with  the 
facts  as  determined  by  test.  If  the  stretch  of 
0.12  in.  is  satisfactory  the  design  might  be 
accepted  as  quite  safe. 

A  little  careful  consideration,  along  with 
Fig.  10,  will  convince  the  reader  that  such 
combinations  of  stresses  as  shown  in  Fig.  4e 
are  quite  incompatible  until  the  second  rising 
part  of  the  load  stretch  curve  has  been  reached 
and  therefore  only  after  a  considerable  amount  of  stretch 
has  occurred.  The  impracticability  of  basing  any  design  on 
such  figures  is  at  once  apparent. 

If  the  factor  of  safety  were  taken  at  1.8,  then  p\  =  27.3 
kips,  pi  =  13.6,  pz  =  9.1.  This  would  be  equivalent  to 
assuming  a  maximum  allowable  unit  stress  of  27.3  kips 
per  sq.  in.,  and  we  are  simply  back  to  the  classical  theory 
with  a  higher  than  usual  allowable  stress.  If  limit  design 
leads  back  to  the  customary  process,  why  not  simply 
adopt  higher  allowable  stresses  ? 

One  can  hardly  give  serious  consideration  to  such  remarks 
as  are  found  on  pages  3  and  4  of  the  paper  to  the  effect  that 
"medium  steel  specification  calls  for  an  elongation  of  22 
per  cent  or  equivalent  to  a  stress  of  6,600,000  lb.  per 
sq.  in."  Such  astronomical  flights  of  the  imagination  find  no 
place  in  such  a  paper  and  can  add  nothing  to  it.  The  author 
has  apparently  overlooked  the  technical  meaning  of  the 

•The  tone  elastic  limit  lies  slightly  below  A  and  it  is  relatively  im- 
portant in  this  discussion. 


(D 


iu  i 


@ 


LLU 


© 


tw 

Fig.ll 


word  "elongation"  as  applied  to  the  standard  test,  as  well  as 
the  facts  as  set  forth  in  Fig.  9  of  this  discussion. 

The  writer  must  confess  he  is  surprised  at  the  author's 
remarks  under  the  heading  of  Fatigue.  The  most  striking 
single  fact  concerning  fatigue  is  that  it  takes  place  without 
plastic  straining  of  the  metal.  The  cause  of  a  fatigue  failure 
is  not  "progressive  creep,"  which  is  a  different  phenomenon 
in  no  way  related  to  cyclic  stressing.  Just  why  a  restriction 
of  the  strain  should  inhibit  fatigue  failure  is  most  certainly 
not  clear. 

The  Author 

The  general  principle  of  limit  design  is  the  recognition 
that  yield  can  be  safely  counted  on  to  equalize  the  distribu- 
tion of  stresses  in  steel  frames.  Many  claim  that  this  has 
already  been  in  use  which  is,  no  doubt,  true  (sometimes 
deliberately  or  more  often  by  accident).  It  is  not,  however, 
an  accepted  standard  practice  to  allow  for  the  influence  of 
yield  when  designing  new  structures. 

Mr.  Goodrich  very  rightly  emphasizes  the  fact  that  the 
designer  should  always  consider  the  character  and  im-. 
portance  of  the  work  in  hand,  but  the  first  and  the  absolutely 
essential  condition  which  must  be  fulfilled  in  all  cases  is 
that  of  adequate  strength.  Other  items  which  he  mentions 
require  supplementary  consideration.  In  order  to  simplify 
this  discussion  it  must  be  confined  to  the  essential  require- 
ment. 

There  was  not  in  the  paper  any  intention  to  advocate  the 
discarding  of  elastic  computations,  but  rather  to  suggest  a 
more  perspective  use  of  them  in  conjunction  with  the  effect 
of  deformation,  and  to  realize  what  an  extremely  minute 
adjustment  of  strain  is  being  pursued  by  these  intricate  and 
laborious  calculations,  and  to  judge  whether  simpler  com- 
putations giving  perhaps  less  theoretically  exact  distribution 
of  strain  (interpreted  as  stress),  would  not  actually  provide 
as  safe  a  structure. 

The  stress  equivalent  of  the  elongation  requisites  of 
standard  specifications  (22  per  cent)  was  referred  to  in 
order  to  show  that  the  ratio  of  strain  to  stress  varies  so 
greatly  as  it  reaches  the  ultimate  strength  and  that  such  a 
very  minute  portion  of  the  specified  deformation  can  insure 
advantageous  readjustment  of  the  stresses. 

Fatigue  is  referred  to  by  nearly  all  those  discussing  the 
paper.  It  is  of  course  an  all  important  matter  for  structures 
supporting  intermittent  forces,  but  with  quiescent  loading 
repetition  does  not  occur  and  therefore,  fatigue  cannot 
affect  the  main  question. 

The  discussion  by  Professor  Morrison  is  very  welcome, 
since  it  views  the  problem  from  the  testing  laboratory 
angle,  whereas  the  author  may  have  been  too  greatly  in- 
fluenced by  his  observations  in  the  erection  and  fabrication 
of  steel  work. 

Prof  essor  Morrison  claims  that  there  is  a  long  flat  portion 
in  the  stress-strain  diagrams  of  structural  steel.  This  is 
generally  true  of  small  test  coupons  but  may  not  be  the 
case  with  shapes  in  which  the  yield  point  may  vary  through- 
out their  section,  and  with  built  up  members  which  generally 
have  some  assembling  inaccuracies.  The  exact  length  of  the 
straight  portion  and  as  to  whether  it  is  exactly  horizontal 
appear  to  be  somewhat  doubtful. 

The  error  or  difference  in  the  stress-strain  ratios  used  on 
Figs,  2,  3  and  4,  does  not  materially  alter  the  comparisons  of 
these  examples.  The  intention  was  to  compare  the  strengths 
as  calculated  by  the  elastic  theory  and  the  limit  design 
method  of  a  hanger  having  no  unequally  strained  rods 
(Fig.  2)  with  one  having  unequally  strained  rods  (Figs. 
3  and  4).  Professor  Morrison  takes  no  notice  of  these  com- 
parisons and  only  compares  Fig.  4  with  Fig.  3. 

Revising  the  stresses  given  in  Figs.  2,  3  and  4  for  the 
stress-strain  conditions  given  by  Professor  Morrison's 
Fig.  9,  the  working  value  of  the  member  with  equal  lengths 
(Fig.  2)  when  computed  by  either  the  elastic  or  by  the 
limit  design  methods  is  60  kips.  The  member  having  three 
rods  of  different  lengths  has  a  working  value  of  36.7  kips 


306 


May,  1912    THE  ENGINEERING  JOURNAL 


(Fig.  3)  when  computed  by  the  elastic  theory  and  of  55 
kips  (Fig.  4)  when  computed  by  the  tentative  method  of 
this  paper.  If  these  loads  are  increased  by  50  per  cent,  the 
rods  of  Fig.  2  will  all  reach  the  yield  point,  and,  according 
to  Professor  Morrison,  a  sudden  deflection  of  four  inches 
will  take  place,  certainly  rather  alarming!  In  the  case  of 
Fig.  3  only  one  rod  will  reach  the  yield  point  and  the 
deflection  will  be  limited  to  0.2  in.  because  of  the  elastic 
resistance  of  the  other  two  rods.  The  load  in  Fig.  4  will  be 
83  kips  and  the  twyo  shorter  rods  will  reach  their  yield  point, 
but  the  longer  rod  is  still  within  its  elastic  stage  and  it  will 
limit  the  deflection  to  0.23  in.  If  the  working  loads  are 
doubled  the  deflections  will  be  about  as  follows: — 

Fig.  2 about        7  in. 

Fig.  3 "      0.26  in. 

Fig.  4 "        4.8  in. 

If  the  stresses  and  distortions  of  the  hangers  having  equal 
and  unequal  length  rods  are  compared,  it  is  evident  that 
any  partially  unstressed  material  should  add  to  their 
strength  and  possibly  justify  the  values  given  in  Fig.  4 
being  nearer  the  relative  safety  than  those  given  by  Fig. 
3  when  compared  with  the  standard  given  by  Fig.  2. 

Professor  Morrison  states  that  fatigue  occurs  without 
plastic  straining  (i.e.  yield)  but  many  tests  have  shown 
that  it  takes  a  repeated  stress  greater  than  the  yield  stress 
to  produce  a  fatigue  failure  (see  Morley's  "Strength  of 
Materials"  and  others).  Therefore,  if  deformation  only 
occurs  after  the  yield  point  is  reached,  there  must  be  some 
deformation  when  a  repeated  stress  is  applied  which  is  great 
enough  to  fracture  the  metal. 

Mr.  Godfrey  points  out  that  perfect,  i.e.  the  complete 
elasticity  would  mean  sure  failure  in  many  cases.  It  would 
certainly  bring  trouble  to  the  fabricating  shops,  since  they 
could  not  straighten  any  steel  without  fracturing  it.  This 
must  prove  that  much  of  the  material  in  steel  structures 
has  been  strained  beyond  its  yield  point,  and  j^et  can 
function  as  if  undamaged. 

Professor  Copp  and  some  others  infer  that  it  is  a  good 
practice  to  neglect  any  strength  not  shown  by  the  primary 
elastic  computations  and  use  it  as  an  extra  means  of  meeting 
possible  future  increase  in  loading  or  abuse.  This  would  be  a 


very  inconsistent  provision;  e.g.  in  a  simple  span  structure 
there  would  be  no  excess  strength,  while  in  many  other 
types  the  excess  might  be  as  much  as  30  per  cent. 

To  merely  increase  the  unit  stress  and  use  the  elastic 
theory  would  not  achieve  the  same  objective  as  the  limit 
design  method  because  that  would  merely  reduce  the 
figured  margin  of  safety,  instead  of  taking  credit  for  the 
proportionately  greater  participation  of  under  stressed 
paths  coming  into  effect  as  the  primary  paths  yield,  which 
must  happen  before  there  is  any  danger  of  failure. 

Mr.  Lange  points  out  that  failure  w-ill  probably  be  in  the 
shortest  rod  (Fig.  3)  but  owing  to  the  changes  in  the 
modulus  of  the  rods  as  they  pass  their  yield  point,  the 
distribution  of  stress  between  the  rods  will  be  constantly 
more  nearly  equalized  after  the  yield  point  of  the  shortest 
rod  is  passed,  and  the  loading  is  increased. 

Mr.  Lange's  remarks  regarding  locked  up  stresses 
(strains)  are  certainly  important  in  these  days  when  plates 
and  shapes  are  being  bent,  formed  and  welded  so  frequently 
during  fabrication  and  so  generally  put  into  use  without 
stress  relief.  These  everyday  practices  must  indicate  that 
the  small  amount  of  yield  required  to  redistribute  the 
stresses  as  called  for  by  the  limit  design  method  can  be 
accomplished  without  harming  the  material  at  least  for 
those  structures  which  support  quiescent  loads. 

Professor  Hardy  Cross  has  aptly  drawn  the  author's 
attention  to  the  fact  that  the  modern  specifications,  which 
so  autocratically  govern  most  of  the  commercial  designing 
were  originally  written  for  simple  or  assumedly  simple 
structures,  but  are  now  rigidly  applied  to  all  steel  structures, 
whether  they  have  all  their  strength  in  one  brittle  path  or  in 
several  ductile  ones. 

The  discussion  as  a  whole  is  rather  non-committal  but 
while  admitting  that  yield  cannot  be  avoided  during  fabric- 
ation and  has  often  secured  the  safety  of  many  severely 
over-stressed  structures,  there  is  a  reluctance  to  count  on  it 
officially  in  designing  new  work.  It  was  to  assist  in  cor- 
recting these  inconsistent  conditions  that  this  paper  was 
written. 

The  author  wishes  to  thank  those  who  have  contributed 
to  this  purpose. 


Abstracts  of  Current  Literature 


TORPEDO  AIRCRAFT 

From  The  Engineer,  (London),  March  20,  1942 

There  was  healthy  rivalry  in  the  days  before  the  war 
between  those  in  the  Royal  Air  Force  who  flew  bombers 
and  the  crewrs  of  torpedo  aircraft.  Which  form  of  attack 
upon  hostile  warships  would  prove  the  more  effective? 
Many  practical  exercises  were  carried  out  to  throw  light 
on  this  question.  The  bombers  relied  on  the  use  of  heavy 
bombs  of  high  penetrative  power  and  flew  at  the  greatest 
possible  height  they  could  to  ensure  that  the  striking 
velocity  of  the  falling  bomb  should  be  high  enough  to 
be  effective,  as  much  as  20,000  ft.  of  altitude  being 
necessary.  Such  high-altitude  flying  led,  of  course,  to 
an  acceptable  lessening  of  the  danger  from  A.A.  fire,  but 
there  was  the  risk  lest  it  should  nullify  accuracy  of  aim. 
If  it  be  admitted,  as  it  must,  that  doubling  the  height  is 
likely  to  halve  the  accuracy,  other  things  being  equal,  it 
must  be  remembered  that  careful  training  can  go  far  to 
reduce  bombing  errors  and  that  at  the  worst  a  battleship 
is  always  a  satisfactorily  large  target.  Moreover,  the 
bigger  the  ship  the  slower  will  it  be  in  taking  avoiding 
action,  although  such  action  at  the  best  of  times  is  not 
found  to  be  a  grave  hindrance  to  the  bomb  aimer.  Low- 
height  bombing,  on  the  other  hand,  is  most  risky  to  the 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


aircraft,  and  if  it  has  to  be  done  at  all  it  had  better  be 
on  the  dive  than  by  a  level  attack.  The  dive  sometimes 
produces  very  remarkable  accuracy,  even  when  carried 
out  in  the  face  of  active  defence;  on  the  other  hand,  it 
can  never  give  high  striking  velocity,  hence  the  penetration 
will  be  slight.  Nevertheless,  it  can  disorganize  A.A.  fire, 
and  by  doing  so  enable  its  fellows,  the  torpedo  bombers, 
to  have  a  better  opportunity  to  dash  in  to  the  attack. 
Unless  they  have  assistance  of  this  kind  torpedo  aircraft 
have  a  difficult  and  dangerous  task.  They  have  to  fly 
very  low  to  release  their  torpedoes  and  they  must  come 
in  close  to  the  target  if  they  are  to  get  accurate  aim.  They 
have,  of  course,  a  far  better  chance  both  of  success  and 
of  survival  when  they  attack  in  numbers  and  from  various 
directions,  since  the  A.A.  guns,  even  when  they  are  not 
being  attacked  by  bombers,  cannot  deal  with  numerous 
torpedo  craft  all  at  once  and  a  single  torpedo  hit  may 
prove  disastrous  to  the  ship.  A  single  torpedo,  it  is  true, 
is  hardly  likely  to  sink  a  modern  warship,  but  it  may 
easily  wing  it  and  so  render  it  a  prey  to  other  forces. 

The  damage  done  by  missile  attack  on  a  ship  is  of  two 
chief  kinds:  damage  to  the  effectiveness  of  its  means  of 


THE  ENGINEERING  JOURNAL     May,  1942 


307 


propulsion  and  damage  to  its  buoyancy.  The  armour 
penetrating  bomb  aims  at  the  former;  the  bomb  which 
just  misses  the  ship — the  "  near  miss  " — may  achieve  the 
latter  if  it  detonates  closely  alongside,  but  it  is  the  torpedo 
which  is  much  the  most  effective  weapon,  since  it  explodes 
in  actual  contact.  But  whether  by  "  near  miss  "  or  by 
torpedo  the  mechanism  of  the  resulting  damage  is  much 
the  same.  The  exploding  mass  creates  two  things:  a  great 
sphere  of  very  high-pressure  gas,  and  in  the  sea  an  intense 
pressure  wave  of  the  water  hammer  variety.  The  bomb 
may  detonate  too  far  from  the  ship  for  the  blast  of  the 
explosive  gases  to  reach  it,  but  the  compression  wave  in 
the  water  rushes  outwards  at  a  speed  of  over  a  mile  a 
second  and  may  smash  its  way  right  into  the  hull  of  the 
ship  unless  the  latter  is  of  such  carefully  chosen  construc- 
tion as  to  prevent  any  great  degree  of  damage  from 
resulting.  In  the  case  of  the  torpedo  attack  both  gas  blast 
and  detonation  wave  act  together  and  very  precisely 
thought-out  defence  measures  are  needed  if  this  powerful 
combined  effect  is  to  be  neutralized. 

The  first  constructional  step  in  the  direction  of  defence 
against  torpedoes  was  made  long  ago  by  the  addition  of 
the  so-called  "  bulge,"  since  absorbed  by  the  methods  of 
construction  used  in  initial  design.  The  traditional  remedy, 
and  it  has  a  scientific  basis,  against  any  fiercely  sudden 
attack  is  the  interposition  of  a  cushion  of  some  sort.  The 
fiercer  the  attack  the  more  effective  must  be  the  cushion. 
Our  naval  architects  are  second  to  none  in  the  world  and 
we  have  in  our  councils,  potentially  at  any  rate  and  we 
hope  actually,  scientific  men  who  are  expert  in  hydro- 
dynamic  phenomena  and  who  can  advise  as  to  the  nature 
and  amount  of  these  impulsive  pressures  and  of  the 
probable  lessening  of  the  damage  they  can  do  when  suit- 
able precautionary  actions  are  taken.  These  are  matters 
which  cannot  be  probed  in  public,  but  we  hope,  as  we 
little  doubt,  that  the  authorities  are  fully  alive  to  the 
position.  One  has  an  impression  that  the  German  warships 
have  proved  themselves  able  to  stand  up  well  to  punish- 
ment, and  it  is  up  to  us  to  show  that  we  can  do  still  better. 

WAR  OUTPUT  UP  2,000  PERCENT 

From  Robert  Williamson* 

Output  of  shell  fuse  cases  in  a  British  munitions  factory 
was  increased  twenty-fold  after  industrial  psychologists 
had  suggested  improvements  in  methods  of  working. 

The  job  required  careful  hand-soldering  of  seams,  and 
as  the  factory  had  lost  most  of  its  experienced  solderers 
the  weekly  output  was  only  1,000  good  cases,  with  several 
thousand  rejects.  But  after  various  changes  of  which  the 
most  important  was  a  systematic  training  scheme,  based 
on  careful  study  of  hand  and  body  movements,  the  out- 
put was  raised  to  20,000  cases  a  week,  passed  by  the 
inspectors. 

This  is  only  one  of  the  cases  in  which  trained  psycho- 
logists from  Britain's  National  Institute  of  Industrial 
Psychology  have  helped  to  speed  up  production  in  Bri- 
tain's war  factories.  Although  the  results  are  sometimes 
startling  there  is  no  particular  magic  about  their  job. 
It  is  based  rather  on  a  careful  study  of  the  physical 
movements  entailed,  on  proper  methods  of  instruction, 
and  above  all  on  interesting  the  trainee  in  the  work. 

Hours  of  wasted  time  have  been  saved  by  getting  the 
trainees  into  the  habit  of  arranging  their  tools  around 
them  in  an  orderly  way  and  replacing  them  after  use. 
More  subtle  are  devices  whereby  both  hands  can  be  used 
instead  of  one.  For  example,  if  a  screw  has  to  be  placed 
on  either  end  of  an  article,  instead  of  holding  it  in  one 
hand  and  then  transferring  it  to  the  other  it  is  held  in 

*London  Correspondent  of  The  Engineering  Journal. 


a  vice  and  both  screws  are  put  on  simultaneously.  Then 
to  save  the  trouble  of  picking  it  up  a  foot  pedal  may 
come  into  operation  and  drop  it  into  a  box. 

Training  is  made  interesting  by  interspersing  hand- 
work with  general  instruction  so  that  trainees  understand 
how  their  work  fits  into  the  general  scheme.  In  weaving, 
for  example,  they  are  told  about  the  types  of  thread  used, 
the  use  of  the  cloth  which  is  being  woven,  and  so  on.  In 
tank  factories  they  not  only  see  their  particular  part 
assembled  into  the  completed  job,  but  are  shown  the  tank 
in  action. 

Coil  winding  operatives  trained  by  these  methods  were 
found  to  reach  a  standard  of  proficiency  in  only  five  days 
which  previously  had  taken  five  weeks.  Moreover,  this 
was  not  achieved  at  the  expense  of  output,  for  a  65  per 
cent  increase  in  the  average  output  of  good  pieces  was 
obtained,  while  the  scrap  rate  fell  from  5  to  2  per  cent. 

Apart  from  this,  the  psychologists  have  increased  pro- 
duction by  suggesting  improvement  in  working  condition 
amenities  and  by  investigating  and  smoothing  grievances. 

SAND  IN  THE  GEARS 

Editorial  Comment 
From  New  Equipment  News,  (Montreal),  March,  1942 

There  is  a  substantial  undercurrent  of  gossipy  criticism 
of  our  government,  the  country's  war  effort  and,  in  fact, 
almost  anyone  or  anything  connected  with  any  part  of 
the  war  activities  of  Canada  and  the  Empire.  This  situ- 
ation is  not  serious  in  itself  but  it  is  undoubtedly  affecting 
our  unity  of  effort  and,  if  permitted  to  gather  momentum, 
it  will  pave  the  way  for  disunity  within  this  country  and 
even  within  the  Empire  itself.  It  is  not  the  idle  ralk  of 
really  ignorant  persons  but  the  growing  theme  of  con- 
versation of  educated  people  to  whom  we  should  look  for 
"  all  out  "  (in  its  truest  sense)  support  and  personal  effort. 

Much  of  this  criticism  is  based  upon  what  might  be 
termed  apparent  facts — things  that  have  actually  hap- 
pened— things  that  are  happening — conditions  that  exist — 
decisions  and  rulings  of  the  government — actions  and 
orders  of  government  departments  and  boards — appoint- 
ments to  war  organizations — selection  of  army  recruits — 
government  administrative  expenses — and  a  thousand 
other  major  and  minor  subjects.  These  arc  general  sub- 
jects but  more  specific  items  of  conversation  include:  lack 
of  production  in  some  war  industries,  overstamng  of  gov- 
ernment war-time  offices,  excessive  expenditures  in  newly 
established  boards,  absence  of  co-ordination  of  effort  in 
special  war-time  organizations,  and  many  others.  In  fact, 
there  are  few,  if  any,  of  the  war  activities  that  are  not 
ruthlessly  pulled  to  pieces,  and  at  times  even  ridiculed,  in 
these  conversations.  And,  remember,  this  endless  stream 
of  gossipy  criticism  is  the  theme  of  conversation  of 
"  educated  people." 

"  Educated  people  " — but  thoughtless  ignorant  people — 
who  perhaps  think  it  is  smart  to  "  know  it  all."  Thought- 
less, because  they  do  not  realize  the  damage  they  are 
doing.  Ignorant,  because  obviously  they  cannot  know 
what  is  really  happening,  or  the  reason  for  things,  or  the 
wider  plan  and  strategy,  which  are  the  reasons  for  the 
"  apparent  facts  "  they  so  carelessly  discuss.  Their  greatest 
sin  is  "  thoughtlessness." 

All  this  does  not  emanate  from  any  particular  centre. 
It  is  not  an  organized  effort  in  any  sense.  It  may  be 
fostered  or  encouraged  by  enemy  propagandists  but,  if  so, 
there  does  not  appear  to  be  any  evidence  to  that  effect. 
Certainly  not  among  the  people  to  whom  the  above  state- 
ments are  attributed.  In  fact,  these  Canadians  are,  in 
their  hearts,  among  the  most  loyal  of  our  citizens.  But, 
through  their  ignorance  and  their  carelessness,  bolstered 


308 


May,  1942    THE  ENGINEERING  JOURNAL 


by  their  egotism  and  their  superiority  complex,  they  are 
playing  into  the  hands  of  the  enemy  and  leading  to  the 
one  goal — disunity.  They  talk  of  "  an  all-out  war  effort  " 
but  apparently  do  not  know  the  real  meaning  of  the 
phrase,  otherwise  they  would  support,  rather  than  dis- 
credit, the  endeavours  of  those  guiding  and  carrying  on 
Canada's  and  the  Empire's  plans  to  defeat  the  enemy. 

We  have  witnessed  an  untimely  political  flurry  in 
Ontario  and  Quebec,  when  much  was  said  in  the  heat  of 
the  campaign.  That's  over — it's  time  to  discard  politics 
for  the  duration.  Now  it  is  urgent  that  the  people  of 
Canada,  from  coast  to  coast  be  cemented  into  one  single 
unit  with  only  one  motto — "  no  effort  in  thought,  word 
and  deed  that  will  help  the  cause  of  freedom  shall  be  left 
undone  until  the  enemy  is  vanquished."  Anything  less 
than  this  is  criminal  negligence. 

Never  in  the  history  of  Canada — never  in  the  history 
of  our  Empire— has  there  been  a  time  when  it  was  so 
vitally  important  for  us  to  all  stand  together — work  to- 
gether— and  face  the  enemy  with  a  solid  united  front. 
Never  were  the  minutes  passing  more  quickly — to-day 
we  can  cast  aside  all  selfishness  and  save  all — -to-morrow 
it  may  be  too  late. 

This  is  not  a  message  from  our  government,  or  our 
churches,  or  any  group  of  our  leaders.  It  is  not  for  the 
purpose  of  supporting  any  political  party,  any  creed,  any 
race,  or  any  of  our  special  war  efforts.  It  is  a  plea  to 
every  Canadian,  whether  he  be  in  a  position  of  authority, 
or  in  some  important  war  work,  or  simply  performing  his 
regular  daily  duties,  to  face  the  facts  and  to  do  his  little 
bit  to  prevent  the  terrible  catastrophe  that  is  so  steadily 
and  rapidly  moving  towards  us. 

What  the  individual  is  doing,  or  can  do,  at  this  critical 
time  depends  very  largely  upon  circumstances  and  to  some 
extent  upon  opportunity.  It  is  not  possible  to  marshal 
millions  of  individuals  in  a  few  short  months  and  allocate 
some  obviously  important  duty  to  each.  But  each,  on  his 
own  initiative,  can  make  a  contribution  of  inestimable 
value  to  our  cause  by  standing  back  of  those  in  authority; 
by  refraining  from  idle  chatter  and  gossip;  and  above  all, 
by  openly  squelching  that  simple  but  dangerous  fool,  the 
"  scandal  monger  " — the  "  know-it-all." 

BRITISH  AIRCRAFT  PRODUCTION 

From  Engineering  (London),  February,  1942 

Addressing  a  press  conference  in  London  last  February, 
Lieut. -Colonel  J.  T.  C.  Moore-Brabazon,  then  Minister 
of  Aircraft  Production  (in  which  position  he  has  now 
been  succeeded  by  Colonel  J.  J.  Llewellin,  M.P.),  gave 
some  indication  of  the  changes  that  were  being  gradually 
effected  in  the  output  of  bombers.  Construction  of  the 
Hampden  and  Whitley  types  was  being  reduced  and 
would  eventually  cease,  the  productive  capacity  thus  re- 
leased being  devoted  to  increasing  the  output  of  long- 
range  four-engined  machines.  The  Wellington  would  re- 
main in  production,  however;  it  had  proved  to  be  a  most 
serviceable  machine,  especially  for  medium-range  work, 
and  would  still  be  used  in  considerable  numbers.  The 
Minister  recalled  that  questions  had  been  asked  in  the 
House  of  Commons  last  year,  before  the  United  States 
came  into  the  war,  regarding  the  delays  caused  by  the 
various  modifications  required  by  the  Royal  Air  Force 
to  American  machines.  Experience  had  shown  the  Am- 
erican manufacturers  the  wisdom  of  these  alterations,  and 
they  were  now  being  incorporated  in  the  designs;  the  out- 
put of  American  machines,  in  operationally  complete 
form,  would  thus  be  appreciably  accelerated,  apart  from 
the  speeding-up  that  would  result  from  the  full  mobiliza- 
tion of  the  vast  motor-car  industry  of  the  United  States. 
Machines  were  coming  from  Canada  also,  at  a  rate  which 


was  most  gratifying,  and  their  quality  was  fully  compar- 
able with  that  of  the  machines  constructed  in  this  country. 
Supplies  of  aircraft  to  Russia  continued  on  a  considerable 
scale;  under  the  agreement  made  at  Moscow,  they  were 
not  to  fall  below  the  figure  then  promised,  though  that 
figure  might  be  exceeded.  Developments  in  aircraft  en- 
gines were  progressing  satisfactorily.  The  Rolls-Royce 
Merlin  engine  was  still  the  best  liquid-cooled  engine 
manufactured  anywhere  in  the  world,  but  the  types  at 
present  in  operational  use  did  not  represent  the  last  word; 
new  models  were  in  hand  which  would  certainly  provide 
the  enemy  with  some  surprises.  The  production  of  fighters 
had  been  speeded  up  by  simplifying  manufacturing  pro- 
cesses and  so  reducing  the  number  of  man-hours  required 
per  machine;  in  the  case  of  one  type,  the  total  of  man- 
hours  had  been  halved.  The  American  fighters  which  were 
now  coming  into  service  in  useful  quantities  were  in  the 
forefront  of  their  class,  and  in  this  connection  Colonel 
Moore-Brabazon  mentioned  particularly  the  Mustang  and 
Kittihawk  machines.  In  conclusion  the  Minister  stated 
that  the  formation  of  works  committees,  which  were  help- 
ing materially  to  increase  the  production  of  aircraft  and 
engines,  was  being  pressed  forward  throughout  the  in- 
dustry; but  he  pointed  out  that  the  change-over  of  fac- 
tories to  the  construction  of  new  types  must  always 
involve  a  certain  amount  of  idle  time  for  the  relatively 
unskilled  labour  now  being  employed  in  large  numbers, 
which  could  not  be  rapidly  switched  on  to  unfamiliar 
work  without  further  training  in  the  new  processes  thus 
rendered  necessary. 

CONCRETE  ARCHED  AEROPLANE  HANGARS 

From  The  Engineer,  (London),  March  20.  1942 

Among  the  numerous  types  of  hangars  built  for  the 
aeroplane  services  of  the  American  Army  and  Navy  are 
concrete  barrel  arch  hangars,  springing  from  the  ground 
level,  with  a  span  of  294  ft.  and  a  height  of  81  ft.  at  the 
centre.  They  are  built  in  pairs,  side  by  side,  with  a  single 
central  footing,  the  narrow  space  between  the  two  arches 
being  utilized  for  repair  shops.  The  arched  roofs  are  built 
in  sections,  separated  by  expansion  joints.  Each  section 
consists  of  two  arched  ribs  with  a  thin  roof  between  them 
and  a  stretch  of  thin  roof  cantilevered  on  each  side.  The 
edges  of  these  cantilevered  stretches  are  thickened  and 
are  stiffened  by  small  ribs  in  which  the  expansion  joints 
are  formed.  Brackets  on  the  outer  sides  of  the  arch  ribs 
carry  longitudinal  beams  and  framing  for  two-storey 
offices  and  quarters.  On  the  inside,  or  intrados,  the  roof 
is  smooth  and  unbroken,  the  ribs  rising  on  the  outside. 
For  the  foundations,  where  rock  cannot  be  reached,  the 
vertical  arch  reaction  is  taken  on  wood  piles,  while  the 
horizontal  thrust  or  tension  is  taken  by  tie  bars  composed 
of  steel  cables,  each  member  having  eight  strands  of 
1  1/16  in.  diameter.  These  ties  are  anchored  in  the  foot- 
ings and  the  cables  are  pre-stressed,  so  that  under  dead 
load  the  horizontal  thrust  is  taken  by  the  ties  and  the 
footings  take  only  the  vertical  reaction.  The  arch  ribs 
are  designed  as  two-hinged  arches,  with  hinges  of  the 
Mesnager  type.  Each  hinge  consists  of  thirty-two  vertical 
lYi  in.  steel  bars  and  twenty  bars  of  one  in.  diameter 
arranged  in  fan  shape  to  take  the  horizontal  reaction.  In 
order  to  resist  overturning  moments,  such  as  might  be 
caused  by  earthquakes,  bars  of  high  yield  point  strength 
are  used  at  the  outside  of  the  hinges.  In  construction,  a 
timber  falsework  was  used,  long  enough  for  one  section, 
and  mounted  on  rollers  so  as  to  be  moved  to  each  section 
in  turn.  When  in  position  it  was  adjusted  and  supported 
by  screw  jacks  and  blocking.  The  concrete,  designed  for  a 
strength  of  3,500  lb.  per  square  inch,  was  prepared  in  two 
mixers,  which  fed  a  double  pump  having  two  8  in.  pipe 
lines  that  discharged  directly  into  the  forms. 


THE  ENGINEELÏNG  JOURNAL     May,  1942 


309 


_ 


REVERSIBLE  MAGNETIC   COUPLING   DESIGNED 
FOR  USE  IN  MARINE  ENGINES 

From  Overseas  Daily  Mail,  (London),  October  25,  1941 

Magnetic  couplings  have  been  employed  in  geared  oil- 
engine installations  for  marine  use,  and  they  have  several 
advantages.  The  couplings  act  as  a  truly  flexible  and 
resilient  member  between  engine  and  gear,  for  there  is  no 
mechanical  connection  between  the  engine  and  the  pinion 
shaft  of  the  gear  drive. 

This  benefits  design  in  several  ways,  especially  as 
regards  fluctuations  of  the  engine  speed  being  transmitted 
to  the  gears,  misalignment,  and  torsional  oscillations  be- 
tween engine  and  pinion  shaft,  which  may,  unless  damped, 
lead  to  severe  wear  on  the  gear  teeth.  The  engine  can 
be  started  under  no  load,  and  speeded  up,  when  torque 
is  applied  gradually  by  exciting  the  coupling. 

During  reversal  the  coupling  is  de-excited,  the  engine 
reversed  under  no-load,  and  the  coupling  excited  again 
to  pick  up  the  torque. 

In  the  ordinary  non-reversing  type  of  coupling  one 
member  carries  a  squirrel-cage  winding  and  the  other  a 
salient-pole  magnet  wheel — it  is  immaterial  to  the  prin- 
ciple whether  the  squirrel-cage  winding  is  attached  to  the 
engine  or  the  pinion  shaft  or  whether  it  is  the  inner  or 
outer  member  of  the  coupling. 

More  usually  the  salient-pole  magnet  wheel  rotates  with 
the  engine  shaft  around  the  squirrel-cage  winding  which 
is  attached  to  the  pinion  shaft.  The  salient-pole  magnet 
wheel  is  excited  by  D.C.  current. 

The  rotating  field  produced  by  the  D.C.  magnet  wheel 
drags  round  the  rotor  after  it;  there  is  a  little  slip,  very 
similar  to  that  between  the  rotating  field  and  the  rotor 
in  a  squirrel-cage  motor. 

To  reverse  the  propeller,  it  is  necessary  to  reverse  the 
rotation  of  the  D.C.  field,  and  this  can  only  be  done  by 
reversing  the  engine.  This  reversal  is,  in  fact,  more  easily 
permitted  because,  as  stated  above,  the  load  may  be  dis- 
connected at  the  coupling  and  the  engine  reversed  under 
no-load  conditions. 

None  the  less,  it  remains  that  reversal  of  the  propeller 
means  reversal  of  the  engine,  and  this  in  turn,  means 
complications  in  engine  design,  and  especially  the  pro- 
vision of  ample  compressed  air  equipment  and  storage. 

A  design  has  been  proposed  and  patented  by  The 
General  Electric  Co.  Ltd.,  in  which  it  is  possible  to  effect 
reversal  of  the  propeller  without  reversal  of  the  engine,  if 
necessary  at  full  torque.  The  basis  of  this  design  is  to  use 
D.C.  operation  in  the  normal  way  for  forward  running, 
but  to  substitute  three-phase  A.C.  current  to  excite  the 
rotating  field  member  in  such  a  way  as  to  produce  a 
rotating  field  in  the  opposite  sense  to  the  engine  rotation. 

The  frequency  of  the  three-phase  exciting  current  is 
double  that  corresponding  to  the  engine  speed  so  that  the 
field  rotates  backwards  at  twice  the  engine  speed  with 
regard  to  the  engine  member.  As  the  latter  is  rotating 
"  forwards  "  at  engine  speed,  the  net  result  is  that  the 
speed  of  the  rotating  field  in  space  is  the  normal  speed 
backwards.  The  propeller,  therefore,  is  reversed  and  runs 
at  normal  speed  astern. 

To  enable  this  to  be  done  the  exciting  winding  must  be 
designed  to  be  suitable  both  for  D.C.  excitation  when 
running  ahead,  and  A.C.  excitation  when  running  astern. 
The  magnet  wheel  with  salient-poles  is  therefore  replaced 
in  the  reversing  coupling  by  a  laminated  core  with  star- 
connected  three-phase  winding. 

In  ahead  running  the  exciting  winding  is  fed  by  D.C. 
current  through  two  phases  in  series  or  through  two  phases 
in  parallel  and  the  third  in  series,  in  either  case  producing 
alternate  poles  as  with  a  salient-pole  design. 

It  is  also  necessary  to  provide  a  supply  for  the  A.C. 
excitation  for  running  astern,   and  this  may  most  con- 


veniently be  obtained  from  an  alternator  incorporated  in 
the  coupling.  The  alternator  takes  the  form  of  a  salient- 
pole  rotor  with  a  three-phase  stator  surrounding  it,  the 
rotor  being  excited  with  D.C,  and  the  stator  then  pro- 
ducing A.C.  which  is  used  to  excite  the  winding  of  the 
coupling. 

Since  the  frequency  of  the  alternating  current  required 
is  double  the  normal  frequency  the  number  of  poles  in 
the  salient-pole  alternator  is  double  those  in  the  exciting 
winding.  Consideration  will  show  that  there  will  be  an 
inner  circulation  of  power  resulting  in  the  alternator 
having  to  supply  twice  the  full  power  of  the  engine.  It 
might  be  thought  that  this  would  call  for  a  disproportion- 
ately large  and  heavy  alternator,  but  this  is  not  so  severe 
a  limitation  as  might  be  assumed,  because  the  duration 
of  full  torque  reversal  is  usually  very  limited  and  an 
alternator  designed  for  a  very  short  time  rating  can  be 
used. 

The  reversing  coupling  described  consists,  therefore,  of 
the  alternator  and  the  coupling  proper,  which  behaves 
very  much  like  an  induction  motor.  It  may  very  well  be 
asked  what  advantage  this  has  over  the  ordinary  form 
of  Diesel-electric  propulsion  where  generators  and  motors 
have  to  be  provided  in  much  the  same  way. 

The  reply  to  this  is  that  the  alternator  required,  though 
it  has  to  carry  twice  full  load  power  for  astern  running 
at  full  power,  is  of  very  short-rated  design,  since  these 
conditions  are  infrequent  and  of  short  duration.  During 
ahead  running  the  alternator  is  completely  idle. 


An  arrangement  of  G.E.C.  reversible  magnetic  coupling 
for  geared  Diesel  vessels. 

The  efficiency  for  ahead  running  is  exactly  the  same  as 
for  a  simple  magnetic  coupling — not  less  than  98  per  cent., 
and  considerably  higher,  therefore,  than  a  Diesel-electric 
scheme.  The  amount  of  switchgear  is  at  a  minimum  as 
only  two  field  switches  and  two  regulators  are  required, 
none  of  which  is  required  to  carry  heavy  currents  owing 
to  the  special  arrangements  described  beiow. 

In  starting  and  ahead  running,  the  control  is  precisely 
the  same  as  with  the  non-reversing  magnetic  coupling. 
The  engine  is  started  and  runs  up  to  speed  under  no-load, 
when  the  D.C.  exciting  current  is  switched  on  and  the 
propeller  picks  up  to  a  speed  corresponding  with  that  of 
the  engine,  which  can  then  be  set  to  run  at  any  required 
speed. 

In  reversing,  the  D.C.  excitation  is  switched  off,  the 
engine  speed  reduced,  and  the  alternator  stator  winding 
connected  to  the  exciter  winding,  the  alternator  rotor- 
winding  being  itself  excited  with  D.C.  The  coupling  then 
reverses  and  the  vessel  moves  astern,  the  engine  speed 
being  as  required,  but  the  engine  still  running  in  the 
forward  direction. 

Since  power  has  to  be  transmitted  by  this  method 
between  the  two  windings  and  heavy-current  switches 
would  be  necessary,  special  methods  of  connection  have 
been  devised  which  avoid  this  difficulty.  These  include  the 
division  of  the  exciter  winding  into  two  separate  parts,  one 
permanently  connected  to  the  alternator  stator  winding, 
and  the  other  carrying  the  D.C.  excitation  for  forward 


310 


May,  1942    THE  ENGINEERING  JOURNAL 


running.  When  running  ahead,  the  part  connected  to  the 
alternator  stator  carries  no  currrent. 

In  running  astern,  special  precautions  are  taken  to 
avoid  a  voltage  being  induced  in  the  exciter  winding  by 
the  rotating  field  produced  by  the  A.C.  This  refers  par- 
ticularly to  a  design  of  coupling  whereby  the  alternator 
is  mounted  on  the  outside  of  the  coupling,  the  order  of  the 
windings  from  the  outside  being  then:  alternator  stator, 
alternator  salient-pole  rotor  attached  to  the  engine, 
coupling  exciting  member  attached  to  the  engine,  squirrel- 
cage  rotor  attached  to  the  pinion  shaft. 

This  arrangement  is  apt  to  be  of  large  overall  diameter, 
and  an  alternative  arrangement  is  to  arrange  the  alter- 
nator separately  on  the  engine  shaft  by  the  side  of  the 
coupling,  introducing  a  bearing  if  necessary.  The  squirrel- 
cage  member  can  be  attached  to  the  engine  shaft  if 
necessary,  and  the  exciter  winding  to  the  pinion  shaft; 
this  arrangement  reduces  the  overhanging  weight,  and  is 
the  one  illustrated  in  the  diagram. 

It  has  been  assumed  in  the  above  that  the  ratio  of  poles 
in  the  alternator  to  the  coupling  is  2  to  1.  Special  ad- 
vantages may  be  obtained  by  departing  slightly  from  this 
ratio,  say  1.8  to  1  or  even  1.6  to  1,  according  to  the 
reversal  torque  required  when  the  ship  is  still  moving  at 
full  speed  ahead  at  the  moment  of  reversal. 

In  the  case  of  these  fractional  ratios,  the  reversed 
coupling  acts  as  a  reduction  gear  between  engine  and  pro- 
peller; with  a  pole  ratio  of  1.8  to  1  the  gear  ratio  is  1  to 
0.8;  with  a  pole  ratio  of  1.6  to  1  the  gear  ratio  is  1  to  0.6. 
With  a  normal  pole  ratio  of  2  to  1  the  gear  ratio  is  1  to  1, 
and  in  forward  motion  the  ratio  is  always  1  to  1,  apart 
from  the  slight  slip  in  the  coupling. 


LARGER  WELDING  ROD 

From  Mechanical  Engineering,  (New  York),  April,  1942 

If  instead  of  continuing  arbitrarily  to  use  the  smaller 
diameter  rods,  industry  would  employ  just  one  size  larger, 
there  would  be  a  tremendous  increase  in  speed  of  welding 
and,  consequently,  much  faster  production  of  vitally 
needed  welded  war  products,  according  to  J.  F.  Lincoln, 
president  of  The  Lincoln  Electric  Company.  For  example, 
every  welder  working  to-day  who  would  start  using  a/4-in. 
electrode  in  place  of  the  3/16-in.  size,  could,  in  six  hours, 
do  the  same  amount  of  welding  he  now  does  in  eight.  The 
total  saving  in  man-hours,  if  only  half  the  200,000  weld- 
ing operators  were  to  make  this  change  on  only  50  per 
cent  of  the  war  welding  jobs  being  done  to-day,  would 
be  equivalent  to  25,000  welders.  This  army  of  workers 
would  thus  be  made  immediately  available  for  other,  or 
additional  work. 

Electrodes  of  larger  diameter,  says  Mr.  Lincoln,  make 
for  faster  welding  because  they  deposit  more  metal  in 
a  given  time  than  the  smaller  sizes.  Larger  electrodes 
simply  "  pour  "  the  metal  into  the  weld  faster  than  small 
ones. 

Not  only  would  adoption  of  larger  electrodes  give  in- 
dustry a  new  and  vast  army  of  skilled  welders,  but  it 
would  relieve  a  threatened  bottleneck  in  electrode  produc- 
tion. According  to  Mr.  Lincoln,  it  takes  just  as  long  to 
produce  small-size  electrodes  as  it  does  large  ones.  The 
controlling  factor  is  the  application  of  the  coating  which 
allows  the  modern  electrode  to  produce  the  much  higher 
quality  of  weld  than  was  possible  with  old-type  uncoated 
rods.  If  the  welding  industry  could  concentrate  on  pro- 
ducing larger  size  electrodes  the  availability  of  electrode 
metal  would  be  greatly  increased,  since  the  larger  sizes 
contain  proportionately  more  metal  for  welding  than 
the  smaller. 


TO-MORROW  MAY  BE  TOO  LATE 

C.  D.  Howe,  Hon.M.E.I.C,  Minister  of  Munitions  and  Supply 

From  Industrial  Canada,  April,  1942 

These  are  dangerous  days.  Never  before  in  the  history 
of  mankind  has  there  been  such  universal  havoc.  The 
proportions  of  this  bloody  battle  are  beyond  the  compre- 
hension of  peace-loving  citizens  who  have  spent  their  lives 
creating  a  new  world  where  men  could  look  forward  with 
confidence  to  a  future  of  comfort. 

This  war  has  rudely  upset  all  of  our  calculations.  Yet 
an  alarmingly  large  proportion  of  our  citizens  cannot  even 
yet  realize  that  we  face  now,  to-day,  at  this  very  hour, 
the  awful  crisis  in  our  history. 

It  is  not  a  question  for  armies  or  navies  or  airmen  to 
decide.  It  is  not  within  their  sole  power  to  turn  the  tide 
of  battle.  The  crisis  rests  right  on  the  shoulders  of  the 
average  citizen — the  workers  in  the  plants,  the  women 
in  the  homes — the  executives  who  control  the  productive 
capacity  of  our  industries  big  and  little. 

To-morrow  it  may  be  too  late  to  discover  the  ways  and 
means  of  speeding  up  production,  and  then  our  future 
is  an  uncertainty  too  awful  to  contemplate. 

Is  it  then  too  much  to  expect  that  every  man  in  Canada 
who  has  productive  capacity  at  his  command,  will  forget 
self  and  profit,  will  overlook  rights  and  privileges  and 
turn  his  whole  thought  to  the  production  of  the  war 
materials  so  sorely  needed  by  those  who  face  the  enemy 
on  none  too  distant  battle  fields  and  on  oceans  shockingly 
near  our  own  shores? 

This  is  the  story  that  the  Department  of  Munitions  and 
Supply  has  been  endeavouring  to  bring  home  to  the 
citizens  of  Canada  in  the  daily  press,  in  the  magazines 
and  by  the  radio  during  recent  weeks.  Shall  Brave  Men 
Die  Because  YOU  Faltered? 


THE  R.A.F.'S  TWENTY-FOURTH  BIRTHDAY 

From  The  Engineer,  (London),  April  3,  1942 

Twenty-four  years  ago,  on  April  1st,  1918,  the  R.A.F. 
was  first  officially  formed,  under  the  terms  of  the  Air 
Force  (Constitution)  Act  of  1917.  The  amalgamation  of 
the  R.F.C.  and  the  R.N.A.S.,  recommended  by  the  Air 
Organization  Committee  under  General  Smuts,  became  an 
accomplished  fact,  Britain's  two  air  arms  being  merged 
into  a  single  fighting  Service.  An  Air  Council  had  been 
set  up  in  January,  1918,  under  the  first  Air  Minister, 
Viscount  Rothermere.  He  was  succeeded,  on  the  creation 
of  the  R.A.F. ,  by  Viscount  Weir.  Shortly  afterwards,  in 
January,  1919,  Mr.  Winston  Churchill  became  Secretary 
of  State  for  War  and  Air,  a  post  he  held  for  two  years. 
The  Chief  of  the  Air  Staff  at  the  time  of  the  R.A.F.'s 
formation  was  Major-General  Sir  Hugh  (now  Viscount) 
Trenchard.  Following  the  creation  of  the  Force,  Major- 
General  Sykes  took  over  for  a  year;  then  in  April,  1919, 
Lord  Trenchard  again  became  C.A.S.,  holding  the  post  for 
ten  years — the  longest  tenure  of  any  holder  of  that  key 
position  in  the  Empire's  defence.  At  the  time  of  the 
Armistice  Britain's  R.A.F.  comprised  188  operational 
squadrons  with  a  first-line  strength  of  3,300  aircraft.  Al- 
together, the  R.A.F.  possessed  22,647  aeroplanes,  103  air- 
ships, and  had  a  total  personnel  strength  of  291,175,  in- 
cluding over  27,000  officers,  of  whom  more  than  one  half 
were  trained  pilots.  This  mighty  force  was  backed  by  the 
world's  greatest  and  most  efficient  aircraft  industry,  with 
an  output  of  about  3,500  airframes  a  month,  and  an  even 
larger  output  of  aero-engines.  To-day,  the  R.A.F.  faces 
the  greatest  test  of  all.  With  a  strength  now  equalling 
that  of  its  most  powerful  enemy,  the  German  Luftwaffe, 
it  is  fighting  offensively  on  several  air  fronts. 


THE  ENGINEERING  JOURNAL     May,  1942 


311 


From  Month  to  Month 


ARE  ENGINEERS  INARTICULATE? 

It  would  be  interesting  to  trace  the  origin  of  the  idea 
held  by  some  that  engineers  as  a  class  are  inarticulate;  a 
statement  which  unfortunately  is  even  heard  from  engineers 
themselves.  The  dictionary  tells  us  that  the  term  implies 
inability  to  speak  distinctly  or  even  inability  to  speak  at 
all.  Thus  an  inarticulate  person  is  presumably  one  who  is 
unable  to  give  effective  expression  to  his  ideas,  even  if  he 
has  any,  and  the  circulation  of  the  statement  is  certainly 
not  a  compliment  to  our  profession. 

Perhaps  as  a  class,  engineers  do  not  like  talking 
about  subjects  on  which  their  knowledge  does  not  qualify 
them  to  speak,  or  on  which  they  have  nothing  to  say.  In 
this  respect  they  differ  entirely  from,  shall  we  say,  certain 
types  of  professional  politician.  But  engineers  as  a  class  are 
able  and  willing  to  express  themselves,  both  in  writing  and 
orally,  on  subjects  with  which  their  training  enables  them 
to  deal.  As  a  rule  they  do  not  care  for  speeches  or 
written  communications  which  carry  no  definite  message 
and  employ  a  multitude  of  words  in  doing  so.  Few 
engineers  are  orators  in  the  politician's  or  lawyer's  sense  of 
the  word. 

The  engineer  usually  has  to  address  hearers  or  readers 
who,  like  himself,  wish  to  base  their  conclusions  on  ascer- 
tained facts  and  reasoned  argument,  not  on  impassioned 
appeals  to  sentiment,  emotion,  or  prejudice.  There  are 
persons  in  all  walks  of  life  who  seem  to  think  that  the 
announcement  of  a  fact  taking  five  hundred  words  is  ten 
times  as  forceful  as  the  same  statement  made  in  fifty  words, 
but  not  many  of  these  people  are  engineers.  It  may  even 
be  that  the  legend  of  the  inarticulate  engineer  was  put 
forth  in  an  attempt  to  explain  why  so  few  engineers  are 
given  to  the  outpouring  of  words. 

Bodies  like  the  Engineering  Institute  have  as  one  of  their 
main  purposes  the  encouragement  of  communications  by 
and  between  their  members.  As  a  matter  of  fact  the  pro- 
fessional publications — or  literature — of  the  engineer  com- 
pare very  favourably  in  quality  and  amount  with  the 
corresponding  output  of  sister  professions.  If  a  criticism  is 
permissible  at  this  point,  it  would  be  that  too  many 
engineers  are  silent  because  they  do  not  realize  that  their 
own  individual  work  or  experience  covers  much  which 
would  be  of  interest  to  their  fellows,  and  that  therefore 
they  have  a  message  to  deliver. 

In  addition  to  the  preparation  of  papers,  and  taking  part 
in  spoken  or  written  discussion  on  professional  matters,  the 
average  engineer  is  occasionally  called  upon  to  address  a 
professional  or  social  gathering,  sometimes  without  time  for 
preparation.  Those  of  us  who  have  had  the  opportunity  to 
attend  Institute  and  branch  meetings  in  various  parts  of 
the  Dominion,  and  over  a  period  of  years,  cannot  fail  to 
have  been  struck  with  the  large  number  of  Institute  mem- 
bers who  can  think  on  their  feet,  take  an  active  part  in 
debate,  preside  at  meetings,  and  prove  effective — in  some 
cases  even  brilliant — as  extempore  speakers. 

There  were  outstanding  examples  of  the  last  named 
ability  at  our  recent  annual  meeting.  No  one  who  had  the 
privilege  of  seeing  and  hearing  General  McNaughton  when 
he  delivered  his  address  without  manuscript  or  notes,  to 
Canadian  engineers  at  this  year's  annual  dinner  will  forget 
that  stirring  call  to  the  Canadian  people,  the  eloquence  of 
its  words,  or  the  sincerity  and  deep  emotion  of  the  speaker. 

On  the  same  occasion  the  speeches  of  the  outgoing  and 
incoming  presidents  of  the  Institute  were  noteworthy.  Dean 
Mackenzie's  efficiency  as  a  presiding  officer  was  evident 
throughout  the  evening  and  everyone  was  delighted  by  the 
agility  with  which  he  glided  over  a  momentary  check  by 
suddenly  awarding  an  "honorary"  doctorate  to  an  American 
guest  whose  turn  had  been  omitted.  Dean  Young's  happy 


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


address  on  his  induction  as  president  for  1942  was  a  model. 
Brief  and  to  the  point,  it  shed  light  on  the  traditions  and 
history  of  the  Institute,  touched  on  the  part  played  by  our 
French-speaking  members,  and  gracefully  welcomed  our 
distinguished  guests. 

Surely  a  series  of  speeches  such  as  these — and  there  are 
many  other  examples — should  finally  dispose  of  the  rumour 
or  legend  that  the  engineer  is  inarticulate. 

PRESIDENT'S  TRIP  TO  THE  WEST 

An  account  of  the  president's  visit  to  the  Sault  Ste. 
Marie  and  the  Lakehead  Branches  is  published  in  the 
News  of  the  Branches  section  of  this  Journal  and  it  is 
expected  that  detailed  reports  from  other  branches  will 
appear  in  the  next  issue.  In  the  meantime,  it  may  be  of 
interest  to  present  a  general  outline  of  the  presidential 
tour  to  the  western  coast. 

Dean  Young  left  Toronto  on  March  31st  and  returned 
on  April  23rd  after  having  visited  all  branches  from 
Sault  Ste.  Marie  westward,  a  total  of  eight.  In  addition, 
he  was  the  guest  speaker  at  a  meeting  of  the  Sudbury 
Branch  of  the  Canadian  Institute  of  Mining  and  Metal- 
lurgy on  his  way  west. 

The  presidential  party,  up  to  Winnipeg,  included  Vice- 
Presidents  K.  M.  Cameron  of  Ottawa  and  J.  L.  Lang  of 
Sault  Ste.  Marie,  and  Past  Vice-President  R.  L.  Dobbin 
of  Peterborough.  At  Winnipeg,  the  president  was  also 
accompanied  by  Past  Vice-President  Fred  Newell  of 
Montreal  who  joined  him  again  at  Vancouver.  The  gen- 
eral secretary,  who  had  expected  to  accompany  Dean 
Young  on  his  tour,  was  detained  at  Ottawa  by  his  new 
duties  in  the  National  Selective  Service. 

Dinner  meetings  were  held  at  all  branches  except  at 
Winnipeg  where  the  function  was  a  luncheon.  In  his  ad- 
dresses, the  president  described  the  responsibilities  of  the 
engineer  in  the  war  and  reviewed  the  active  part  played 
by  the  Institute  in  the  national  effort.  He  outlined  also 
the  duties  which  would  fall  on  the  profession  in  the 
reconstruction  of  a  new  world. 

At  Vancouver,  on  April  18th,  a  regional  meeting  of 
Council  was  held  and  was  attended  by  several  councillors 
representing  the  western  branches.  Among  past  officers 
present  were,  Past-Presidents  G.  A.  Walkem  and  E.  A. 
Cleveland  of  Vancouver  and  Past  Vice-President  Fred 
Newell  of  Montreal.  In  the  absence  of  an  official  from 
Headquarters,  the  secretary-treasurer  of  the  Vancouver 
Branch,  P.  B.  Stroyan,  acted  as  secretary  of  the  meeting. 
The  proceedings  were  recorded  in  a  very  able  manner  and 
the  minutes  which  appear  in  another  column  show  that 
most  of  those  present  took  part  in  the  discussion.  This  is 
further  evidence  of  the  wisdom  of  the  policy  established 
in  recent  years  of  holding  regional  meetings  of  the  Coun- 
cil; they  afford  an  opportunity  for  an  exchange  of  views 
with  branches  away  from  Headquarters  and  stimulate  the 
interest  in  Institute  affairs. 

Besides  meeting  with  branches  of  the  Institute  during 
his  trip,  Dean  Young  addressed  groups  of  the  University 
of  Toronto  Alumni  Federation  in  all  cities  where  he 
stopped. 

The  fact  that  the  president  now  contemplates  visiting 
the  Quebec  and  the  Maritime  Brandies  during  the  sum- 
mer is  the  promise  of  another  brilliant  year  in  the  records 
of  the  Institute. 


312 


May,  1942    THE  ENGINEERING  JOURNAL 


BIG  WEEK 

A  fortunate  combination  of  events  in  Toronto  made  the 
week  of  April  20th  outstanding  in  Institute  history.  First 
there  were  three  days  devoted  to  the  Webster  lectures, 
then  a  regional  meeting  of  Council  and  a  concluding  event 
in  the  form  of  a  tribute  to  Dean  C.  R.  Young. 

The  Webster  Lectures 

For  some  time  the  Institute  has  wanted  to  give  assist- 
ance to  various  parts  of  the  country  in  the  matter  of  civil 
defence.  It  was  felt  that  many  phases  of  this  topic  were 
entirely  engineering,  and  therefore  lay  directly  in  the  path 
of  Institute  interests  and  policy.  Certain  approaches  to 
government  officials  has  not  produced  encouraging  results, 
and  for  some  time  it  appeared  as  if  little  could  be  done. 

It  was,  therefore,  a  great  pleasure  to  have  the  Institute's 
proposal  to  give  a  series  of  lectures,  accepted  by  Professor 
Fred  Webster,  Deputy  Chief  Engineer  of  the  Ministry  of 
Home  Security,  who  is  in  Canada  temporarily  —  on  a 
special  mission.  Prof.  Webster  has  made  a  study  of  the 
effects  of  bombing  on  structures,  and  is  the  outstanding 
expert  on  these  matters  in  the  British  Empire.  No  more 
competent  person  exists,  and  it  was  a  wonderful  piece  of 
goocl  fortune  that  he  was  available  in  this  country  at  this 
time.  The  Institute  is  indeed  proud  to  be  the  means  of 
bringing  such  valuable  information  to  the  Canadian  people. 

The  lectures  occupied  three  days  —  April  22,  23,  and 
24th,  and  consisted  of  a  two  and  a  half  hour  session  each 
morning  and  afternoon.  There  is  no  description  that  will 
do  justice  to  the  value  of  the  information  distributed  by 
Professor  Webster.  Only  those  who  attended  have  any 
conception  of  its  volume  and  importance,  but  the  follow- 
ing time-table  will  indicate  the  breadth  of  field  that  was 
covered. 

April  22xd: 

Morning   — The    background — Bombing    action    and    its 
effects. 

Afternoon — Air  Raid  shelters  in  general. 

(a)  Trenches. 

(b)  Surface  shelters. 

(c)  Semi-sunk  shelters. 

April  23rd: 

Morning   — Shelters  and  protected  working  spaces  within 
buildings. 

The  strengthening  of  floors  above  basements 
and  other  floors. 

The  problem  of  the  multi-storeyed  building. 

General  discussion  on  shelters. 


Afternoon — (a) 
(b) 

April  24th: 

Morning    — la  I 
(b) 

(c) 

(d) 

Afternoon — (a) 
(b) 

(c) 


Bomb-proof  tunnels. 
Bomb-proof   structures   above   and   be- 
low ground. 


Fire  protection. 

Protection  of  buildings  against  high  ex- 
plosive effects. 
Window  protection. 

Factor  in  design  in  new   buildings   for 
war-time  purposes. 

Factory  protection. 

Protective    walls    for    machinery    and 

assembly  line  protection. 

Public  utilities. 


Evening    — General  discussion. 

Invitations  to  attend  were  sent  by  the  Institute  to  those 
persons  or  organizations  proposed  by  the   branches,   al- 


though in  all  instances  it  was  not  possible  to  include  the 
full  list.  It  was  felt  that  the  lectures  would  be  of  most 
benefit  to  organizations  such  as  public  utilities,  public 
works,  municipalities,  transportation  companies,  war  in- 
dustries, active  service  units,  structural  steel  firms,  archi- 
tects and  consulting  engineers. 

These  lectures  were  given  without  charge  to  anyone, 
and  were  not  restricted  to  members  of  the  Institute.  Em- 
ployers were  told  to  send  their  best  man,  irrespective  of 
whether  or  not  he  was  a  member.  In  matters  of  such 
great  national  importance,  the  Institute  did  not  think  it 
wise  to  restrict  the  dissemination  of  the  knowledge  to  its 
own  members.  The  Royal  Architectural  Institute  of  Can- 
ada was  also  invited  to  send  representatives,  and  did  avail 
itself  of  the  opportunity. 

It  was  the  opinion  of  many  people  that  the  Institute 
has  never  rendered  a  greater  service  to  the  profession  or 
to  Canada  than  was  given  by  these  lectures.  One  hundred 
and  eighty  engineers  are  now  aware  of  the  damage  that 
can  be  done  by  bombs,  and  of  methods  of  protecting 
people,  buildings  and  production  from  the  devastating 
effects.  The  information  given  by  Professor  Webster  is 
official — it's  new,  it's  specific,  and  it's  largely  confidential. 
It  does  not  just  come  out  of  books,  but  out  of  field  ex- 
perience and  laboratory  tests,  and  from  a  man  whose  chief 
duty  it  has  been  to  study  such  matters  day  and  night  in 
all  parts  of  his  own  country. 

The  only  condition  attached  to  the  lectures  was  that 
each  person  would  act  as  a  consultant,  so  that  others  who 
could  not  attend,  and  who  needed  the  information,  could 
secure  it  in  their  own  locality  and  with  little  difficulty. 
To  this  end,  those  who  heard  the  lectures  are  being  formed 
into  committees  right  across  the  country,  not  only  to  be 
consultants  but  to  adapt  to  local  conditions  those  things 
which  they  learned  at  Toronto,  and  to  study  methods  by 
which  the  greatest  use  can  be  made  of  the  material  which 
is  now  available. 

Professor  Webster  deserves  the  thanks  of  every  mem- 
ber of  the  Institute — in  fact  of  every  Canadian  citizen. 
He  was  not  sent  here  to  give  lectures,  and  yet  he  under- 
took this  arduous  assignment,  as  well  as  certain  other 
lectures  at  Institute  branches,  solely  to  give  the  Canadian 
people  that  information  which  he  knows  will  aid  in  the 
preservation  of  life  and  property. 

His  audience  was  very  appreciative  of  what  they  were 
privileged  to  see  and  hear.  No  one  missed  a  single  lec- 
ture, and  no  one  left  before  each  lecture  was  concluded. 
At  the  final  lecture  they  presented  Professor  Webster  with 
a  wrist  watch  suitably  engraved  and  a  purse  of  money. 
The  latter  was  turned  over  to  the  High  Commissioner 
to  purchase  chocolate  and  milk  for  English  children.  Pro- 
fessor Webster  was  greatly  affected  by  the  unexpected 
presentation,  and  afterward  said  it  was  one  of  the  most 
pleasing  things  that  has  happened  to  him  in  a  long  time. 

The  lectures  were  held  principally  in  the  theatre  of 
Hart  House  at  the  University  of  Toronto,  and  luncheon 
was  served  in  the  Great  Hall.  People  were  there  from 
all  over  Canada — from  coast  to  coast,  and  from  Wash- 
ington, D.C.  It  was  indeed  an  important  occasion,  a  great 
privilege,  and  a  real  experience. 

Regional  Meeting  of  Council 

The  Webster  lectures  had  brought  to  Toronto  several 
members  who  had  been  at  one  time  or  another  active  in 
Institute  affairs.  Following  the  established  practice  they 
were  invited  to  the  regional  meeting  of  Council  on  April 
25th  and  a  very  representative  attendance  resulted. 
Among  those  who  had  come  from  distant  branches  were 
Vice-President  J.  L.  Lang  of  Sault  Ste.  Marie,  Past  Coun- 
cillor D.  A.  R.  McCannel  of  Regina,  who  is  also  president 
of  the  Dominion  Council  of  Professional  Engineers,  Past 


THE  ENGINEERING  JOURNAL     May,  1942 


313 


TESTIMONIAL  DINNER  TO  DEAN  C.  R.  YOUNG 

HART  HOUSE,  TORONTO 


Professor  R.  W. 
Angus  addresses 
the  meeting.  On 
the  right  is  M.  B. 
Hastings,  presi- 
dent of  the  Tor- 
onto  Alumni 
Federation. 


First  graduate  in  engi- 
neering, Dr.  J.  L.  Morris, 
presents  the  illuminated 
address  to  Dean  Young. 
Past  President  F.  A.  Gaby 
looks  on. 


President  Warren  C. 
Miller  speaks  for  the 
Association  of  Profes- 
sional Engineers  of 
Ontario  in  praise  of 
Dean  Young. 


Below:  William  Storrie 
makes  an  excellent  chair- 
man. On  his  left  is  Presi- 
dent H.  J.  Cody,  on  his 
right  Dean  Young  and 
Warren  C.  Miller. 


From  right  to  left,  Dean  Arthur  L. 
Clark  of  Queen's,  Professor  F. 
Webster  of  London,  England,  Gen- 
eral C.  F.  Constantine,  Dr.  Cody 
and  Mr.  Storrie. 


General  picture  of  the  group  before 
entering  the  Great  Hall. 


Chairman  Storrie  leads  the  cheering  for  the  guest 
of  honour.  Left  to  right,  Messrs.  Morris,  Gaby, 
Miller,  Young,  Storrie  and  Cody. 


314 


I 

May,  1942    THE  ENGINEERING  JOURNAL 


TAKEN  AT  THE  JOINT  LUNCHEON 


President  C.  R.  Young  presents  the  Duggan  Medal 
toO.W.  Ellis 

Councillor  Ira  P.  MacNab  of  Halifax  and  D.  R.  Smith, 
vice-chairman  of  the  Saint  John  Branch. 

The  discussion  of  the  items  on  the  agenda  developed 
to  a  point  where  it  was  necessary  to  adjourn  for  lunch 
and  reconvene  immediately  after.  When  the  meeting  con- 
cluded in  the  afternoon  it  was  nearly  five  o'clock.  Coming 
one  week  after  another  regional  meeting  held  in  Vancou- 
ver, the  Toronto  meeting  allowed  comparison  between  the 
views  of  members  from  different  sections  of  the  country 
on  matters  of  importance  to  the  membership  at  large. 
The  president  who  had  been  present  at  Vancouver  was 
able  to  interpret  the  sentiments  of  the  western  branches 
and  it  was  felt  after  the  meeting  that  the  decisions  arrived 
at  were  well  representative  of  the  opinion  of  the  member- 
ship in  general.  The  usual  report  of  the  proceedings  will 
appear  in  the  June  Journal. 

Members  of  the  Council  of  the  Association  of  Profes- 
sional Engineers  of  Ontario  joined  with  the  Council  of 
the  Institute  for  lunch.  At  the  end  of  the  luncheon  Dean 
Young  presented  the  Duggan  Medal  of  the  Institute  for 
1941  to  0.  W.  Ellis,  Director  of  the  Department  of  En- 
gineering and  Metallurgy,  Ontario  Research  Foundation. 

Tribute  to  Dean  C.  R.  Young 

Three  hundred  and  fifty  friends  and  admirers  of  C. 
R.  Young  gathered  in  the  Great  Hall  of  Hart  House  on 
the  evening  of  Saturday,  April  25th,  to  do  him  honour. 
The  Association  of  Professional  Engineers  of  Ontario  and 
the  Toronto  Branch  of  the  Institute  combined  to  arrange 
a  banquet  which  would  be  the  medium  by  which  engineers 
could  acknowledge  and  celebrate  his  election  to  the  Dean- 
ship  of  Engineering  at  Toronto,  and  to  the  Presidency 
of  the  Engineering  Institute  of  Canada. 

William  Storrie  was  in  the  chair,  and  very  acceptably 
filled  the  office.  The  speaker  list  included  C.  M.  Goodrich, 
Professor  R.  W.  Angus,  M.  B.  Hastings,  Warren  C.  Miller 
and  F.  A.  Gaby.  D.  A.  R.  McCannel  read  the  illumin- 
ated address,  which  was  later  presented  by  J.  L.  Morris 
to  C.  R.  Young.  The  address,  which  was  bound  in  a  tooled 
leather  jacket,  the  handiwork  of  A.  E.  Berry,  reads  as 
follows: 

CLARENCE  RICHARD  YOUNG 
B.A.SC,  CE. 

WE  the  Members  of  the  Toronto  Branch  oi  The 
Engineering  Institute  of  Canada,  and  of  the  Associa- 
tion of  Professional  Engineers  of  Ontario,  extend 
Greetings  and  Best  Wishes  on  your  accession  to  the 
Presidency  of  The  Engineering  Institute  of  Canada, 
and  to  the  Deanship  of  the  Faculty  of  Applied 
Science  and  Engineering,  University  of  Toronto. 


From  left  to  right:  Past  President  F.  A.  Gaby,  D.  A.  R. McCannel 
Dean  C.  R.  Young,  Warren  C.  Miller  and  I.  P.  MacNab. 

Your  friends  and  fellow  engineers  gathered  here  in 
the  Great  Hall  of  Hart  House  ask  you  to  accept  our 
Sincere  Congratulations.  We  acknowledge  with  ap- 
preciation the  Honour  that  we  share  in  your  appoint- 
ment to  these  high  offices. 

W.    C.   MILLER, 

President,  Association  of 
Professional  Engineers  of  Ontario. 

w.   S.  WILSON 

Chairman,  Toronto  Branch, 

The  Engineering  Institute  of  Canada. 

Toronto,  April  25th  1942. 

Dean  Young  spoke  of  his  trip  to  the  west  coast  and  of 
his  splendid  reception  at  all  branches  of  the  Institute 
and  at  the  Alumni  luncheons.  He  dwelt  on  the  engineers' 
part  in  the  war  and  in  post  war  reconstruction,  pointing 
out  the  greater  responsibility  that  now  lies  before  the  pro- 
fession because  of  its  special  training  and  its  assumption 
of  responsibility  in  carrying  on  the  war. 

After  the  dinner  there  were  special  features  to  entertain 
the  guests — displays  in  the  pool  and  feats  of  legerdemain, 
music,  dancing  and  so  on.  It  was  a  great  day,  thoroughly 
enjoyable.  Everyone  was  happy  to  participate  in  a 
demonstration  of  affection  and  respect  for  the  guest  of 
honour. 

ENGINEERING  AND  ENGINEERS 

Warren  C.  Miller,  m.e.i.c,  president  of  the  Association 
of  Professional  Engineers  of  Ontario,  was  the  guest  speaker 
at  the  meeting  of  the  Border  Cities  Branch  of  The  Engineer- 
ing Institute  of  Canada  held  on  March  13th. 

Taking  as  his  topic  "Engineering  and  Engineers,"  he 
defined  engineering  "as  a  system  of  logical  reasoning  based 
on  established  facts  with  a  definitely  practical  application 
to  the  effective  production  and  distribution  of  materials, 
machines  and  structures." 

Mr.  Miller  was  of  the  opinion  that  the  engineer  is 
primarily  an  economist  rather  than  a  technician.  His 
technical  training  and  experience  is  for  the  purpose  of 
enabling  him  to  establish  definite  facts  that  will  form  the 
basis  of  economic  decisions.  While  his  particular  field  in  the 
first  instance  is  the  production  and  distribution  of  materials, 
machines  and  structures,  the  engineering  approach  to  the 
solution  of  this  type  of  problem  can  be  applied  effectively 
to  a  wider  field. 

The  substance  of  Mr.  Miller's  address  appears  in  this 
issue  under  the  News  of  the  Branches  heading. 


THE  ENGINEERING  JOURNAL     May,  1942 


315 


PUBLICATIONS  OF  AMERICAN  ENGINEERING 
SOCIETIES 

From  time  to  time  announcements  have  appeared  in 
the  Journal  regarding  the  exchange  arrangements  which 
exist  between  The  Engineering  Institute  of  Canada  and  the 
founder  engineering  societies  of  the  United  States,  whereby 
members  of  the  Institute  may  secure  the  publications  of 
the  American  societies  at  special  rates  which  in  most  in- 
stances are  the  same  as  charged  to  their  own  members.  A 
list  of  these  publications  with  the  amounts  charged  is 
given  below,  and  subscriptions  may  either  be  sent  direct 
to  New  York  or  through  Headquarters  of  the  Institute. 

Rate  to         Rate  to 
E.I.C.  Non- 

Members     Members 

American  Society  of  Civil  Engineers 

Proceedings,  single  copies $  0 .  50         $  1 .  00 

Per  year 4.00*  8  00f 

Civil  Engineering,  single  copies .50  .50 

Per  year 4.00  5.00 

(Plus  $.75  to  cover  Canadian  postage.) 
Transactions,  per  year 6 . 00J         12 . 001[ 

Year  Book 1.00  2.00 

(Other  publications  50  per  cent  reduction  on 

catalogue  price  to  E.I.C.  members.) 

*  //  subscription  is  received  before  January  1st, 
otherwise  $5.00. 

t  //  subscription  is  received  before  January  1st, 
otherwise  $10.00. 

|  If  subscription  is  received  before  February  1st, 
otherwise  $8.00. 

1  If  subscription  is  received  before  February  1st, 
otherwise  $16.00. 

American  Institute  of  Electrical  Engineers 

Electrical  Engineering,  single  copies $  0 .  75         $  1 .  50 

Per  year 6.00*         12  00* 

(*  Plus  postage  $1.00.) 
Transactions — annual,  bound 6.00*         12  00* 

(*  Plus  postage  $1.00.) 
(The  single  copy  price  for  Electrical  Engineering 

includes  postage  charge.) 

The  American  Society  of  Mechanical  Engineers 

Mechanical  Engineering,  single  copies $  0.50         $  0.60 

Per  year 4.00*  5.00 

(*  Additional  Postage  to  Canada  $.75,  Out- 
side United  States  and  Canada,  $1.50.) 

Transactions,  bound,  published  annually,  about 

March  1st  (price  of  current  volume) 10.00  15.00 

(Other    publications,    same    rate    to    E.I.C. 
members  as  to  A.S.M.E.  members.) 

Journal  of  Applied  Mechanics — Quarterly  publi- 
cations. 
Dates  of  issue:  March,  June,  Sept.,  Dec 4.00  5.00 

American  Institute  of  Mining  and  Metallurgical  Enginekks 

Mining  and  Metallurgy,  single  copies $  0 .  50         $  0 .  50 

Per  year ' 3.00*  3.00 

(*  Plus  $1.00  for  foreign  postage.) 
Metals  Technologv,  single  copies 1  .00  1   00 

Per  year ' 7.00*  7.00 

(*  Plus  $.50  for  foreign  postage.) 
Transactions,  per  volume 5 .  00*  7 .  50 

(*  Plus  $.60  for  foreign  postage.) 
Technical  publications:  Supplied  at  $  01  per  page, 

with   a   minimum   charge   of   $.25   for   single 

copies,  or  at  a  subscription  rate  per  year  of . .  .       7.00*  7.00 

(*  Plus  $1.00  for  foreign  postage.) 

BRITAIN'S  EXPORT  TRADE 

The  maintenance  of  British  overseas  trade  under  war 
conditions  is  a  matter  of  prime  importance,  for  the  export 
of  British  products  has  to  furnish  as  far  as  possible  the 
foreign  exchange  which  is  required  to  pay  for  food  and 
materials  which  she  must  import.  The  situation  has  been 
somewhat  relieved  by  the  generous  action  of  the  United 
States  in  passing  the  Lend-Lease  Act  of  1941,  although  this 
arrangement  has  necessarily  had  the  effect  of  limiting  the 
export  from  Britain  of  certain  lines  of  manufacture. 

We  are  so  accustomed  to  think  of  Britain's  constantly 
increasing  production  of  munitions  of  war,  and  the  com- 
plete change  in  industrial  conditions  which  her  war  effort 


316 


has  involved,  that  it  is  almost  a  surprise  to  find  that  the 
total  war  effort  has  not  put  an  end  to  her  export  trade, 
although  no  doubt  her  enemies  hoped  it  would.  The  necessi-  | 
ties  of  war  production,  especially  as  to  the  distribution  of 
labour  and  the  allocation  of  available  materials,  of  course 
override  all  other  requirements,  but  within  the  limits  thus 
imposed,  customers  abroad  are  being  served  with  goods 
whose  quality  fully  maintains  British  traditions  as  to  crafts- 
manship and  reliability.  This  is  in  spite  of  the  restriction 
of  manufacturing  space,  the  enforced  shifting  of  population, 
the  rationing  of  supplies  of  almost  every  kind  and  the  action 
of  the  King's  enemies. 

It  is  true  that  in  some  industries,  production  for  export 
has  had  to  be  suspended  owing  to  lack  of  shipping  space  or 
labour  shortage.  But  in  others,  especially  in  products  such 
as  textiles  or  dyestuffs,  the  exports  permitted  are  of  great 
value  to  the  country — wool,  for  example,  is  not  a  lease-lend 
material — pottery  and  glass  ware  exports  are  among  those 
strictly  controlled  and  allocated. 

A  recent  publication — "British  Trade  and  Industry"* — 
has  come  to  the  Institute  which  gives  an  absorbing  picture 
of  the  growth  of  industrial  Britain,  and — what  is  of  even 
greater  interest  just  now — of  the  present  activities  of  the 
industrial  organization  in  the  beleaguered  island.  Its 
advertisements  are  as  interesting  as  its  wealth  of  illustra- 
tions, and  (perhaps  looking  forward  to  post  war  develop- 
ments) the  letterpress  is  in  English  and  Spanish.  The  book 
is  lavishly  produced:  its  articles  cover  twenty-two  of  the 
main  divisions  of  British  industry  and  are  written  by 
acknowledged  leaders  in  each  field. 

The  advertising  matter  seems  to  be  prepared  with  the 
general  aim  of  stating  what  the  industry  is  prepared  to 
supply,  either  now  or  after  the  war,  and  giving  a  clear 
idea  of  the  advertisers'  status  and  resources.  A  charac- 
teristic attitude  is  taken  by  one  company  which  simply 
names  the  various  wars  which  the  concern  has  survived. 
Its  business  began  at  the  time  of  the  War  of  the  Austrian 
Succession  in  1740  and  is  now  affected  by  the  war  of  1940! 

As  an  example  of  British  foresightedness  and  craftsman- 
ship the  publication  is  both  interesting  and  unusual. 
"British  Trade  and  Industry  is  a  record  of  creative  effort, 
eagerly  initiated  and  long  sustained.  It  is  a  reminder  of 
what  British  enterprise  has  done  to  unlock  for  all  the 
treasure-house  of  the  earth's  bounty.  It  can  need  no  other 
justification  for  appearing  now,  when  the  powers  of  Order 
and  Anarchy,  as  we  see  them,  are  clenched  in  the  bitterest 
struggle  of  all  time." 

REGIONAL  COUNCIL  MEETINGS 

The  policy  of  holding  council  meetings  away  from 
Headquarters  as  often  as  possible  has  been  followed  for 
some  years  past,  and  the  results  have  been  so  satisfactory 
that  its  continuance  seems  assured.  Last  year  half  the 
total  number  of  council  meetings  were  of  the  regional 
type;  thus  enabling  many  members  to  take  part  in  the 
debates  of  Council  who  would  otherwise  have  been  pre- 
vented from  doing  so,  unless  they  could  attend  the  ses- 
sions at  the  Annual  General  Meeting.  This  year  two  such 
regional  meetings  have  already  taken  place. 

Regional  meetings  plus  the  general  council  meeting  at 
the  time  of  the  Institute  annual  meeting,  have  thus  re- 
placed the  plenary  meetings  of  council  which  were  held 
annually  from  1927  to  1937.  These  plenary  meetings  had 
the  disadvantage  of  involving  the  Institute  in  consider- 
able expense  and  did  not  bring  out  so  clearly  the  de- 
centralized nature  of  the  Institute's  organization  as 
regards  zones  and  branches. 

The  effective  working  of  a  body  whose  most  easterly 
and  westerly  branches  are  more  than  three  thousand  miles 


*British  Trade  and  Industry  —  a  survey  of  past  achievements  and 
future  prospects.  By  various  authors.  Published  by  Country  Life, 
London.  332  pp.  illus.  advts.  14f  x  9f  in.  paper.  21s. 

May,  1912     THE  ENGINEERING  JOURNAL 


apart  gives  rise  to  many  problems  which  can  only  be 
solved  satisfactorily  by  regional  action.  This  has  been 
the  case,  for  instance,  in  the  negotiations  leading  to 
agreements  with  the  several  provincial  professional  asso- 
ciations, and  in  other  questions  where  diversity  of  outlook 
and  differences  in  local  conditions  have  had  to  receive 
special  consideration.  Regional  council  meetings  meet 
these  conditions,  and  also  enable  practically  all  coun- 
cillors to  become  more  familiar  with  the  details  of  man- 
agement and  administration  of  the  Institute;  giving  them 
also  an  opportunity  to  observe  at  first  hand  the  results 
of  the  work  of  the  headquarters  staff,  particularly  as 
regards  correspondence,  committees,  finance,  and  the 
admission  and  transfer  of  members. 

Probably  few  of  our  members  realize  the  amount  of 
work  undertaken  by  councillors  in  the  interest  of  their 
branches  and  the  Institute  as  a  whole.  It  must  be  remem- 
bered that  these  duties  are  performed  by  men  who  carry 
at  the  same  time  the  burden  and  responsibility  of  their 
own  particular  jobs.  Attendance  at  regional  meetings 
means  increased  demand  on  their  time  but,  as  council 
records  show,  this  is  willingly  met  by  practically  all  coun- 
cillors who  can  travel  to  the  meetings.  They  realize  that 
their  participation  in  such  sessions  helps  them  to  obtain 
that  general  knowledge  of  the  Institute's  work  and  activ- 
ities which  they  need  in  explaining  Institute  problems  to 
their  branch  committees  and  branch  members. 

Another  feature  of  such  meetings  is  that  they  enable 
past  councillors  to  keep  in  touch  with  activities  and  to 
lend  the  benefit  of  their  experience  to  new  Councils.  It 
is  important  that  the  interest  of  active  members  be  main- 
tained even  after  they  leave  office.  The  regional  meeting 
is  ideally  suited  to  such  purposes. 

CORRESPONDENCE 

Toronto,  Ontario,  April  14th,  1942. 
The  Editor, 
The  Engineering  Journal. 

Dear  Sir, 

Post  War  Reconstruction 

In  the  February  issue  of  the  Journal  it  was  intimated 
that  the  Council  of  the  Institute  had  been  asked  to  enquire 
as  to  the  progress  made  by  a  Committee  appointed  by  the 
Federal  Cabinet  to  consider  the  problems  of  reconstruction 
after  the  war.  As  a  result  of  this  request  the  Council  of  the 
Institute  arranged  for  an  interview  with  Dr.  Cyril  James, 
the  Chairman  of  the  Committee,  and  a  "release"  was  furn- 
ished and  printed  in  the  Journal  to  publicize  the  establish- 
ment and  work  of  the  Committee. 

In  May  last  I  addressed  an  enquiry  to  a  Deputy  Minister 
of  the  Federal  Government  to  ask  if  the  problem  of  post- 
war immigration,  and  in  particular  rural  settlement,  would 
be  considered  by  this  Committee.  I  was  advised  that  "as 
Crown  lands  are  now  vested  in  the  Provinces,  the  matter  is 
somewhat  outside  Dominion  jurisdiction."  From  the 
"release"  published  in  the  Journal  it  does  not  appear  that 
immigration  had  up  to  that  time  been  considered  either  by 
the  Advisory  Committee,  or  by  the  two  supplementary 
committees  appointed  later,  which  it  is  stated  are  composed 
of  ranking  civil  servants. 

Shortly  after  the  Confederation  of  the  Dominion  the 
surveyors  of  that  time,  who  were  also  the  engineers  of  the 
country,  were  commissioned  to  survey  the  prairie  provinces 
and  subdivide  the  land  on  a  system  of  square  miles,  with 
road  allowances  at  stated  intervals,  very  similar  to  that 
adopted  by  the  United  States.  This  system  greatly  facili- 
tated settlement  on  the  land  and  the  granting  of  home- 
steads. As  the  population  increased  trading  posts  developed 
into  towns  which  were  subdivided  into  rectangular  parcels 
or  lots  to  fit  within  the  square  miles  already  established  by 
the  survey.  On  this  land  pattern  policies  both  of  rural  and 


urban  settlement  have  been  based,  and  for  long  years  were 
considered  to  be  satisfactory,  but  now  it  is  seen  that  there 
is  need  for  a  radical  revision. 

This  is  an  engineering  problem  of  the  first  order  far  too 
great  to  be  left  in  the  hands  of  ranking  civil  servants  in 
Ottawa  however  able  they  may  be,  and  "as  Crown  lands 
are  now  vested  in  the  Provinces"  is  one  that  must  be  con- 
sidered by  the  Provinces,  whereas  immigration  policies  will 
be  determined  by  the  Dominion  government. 

National  planning  is  now  a  subject  of  much  concern  in 
Great  Britain,  and  some  of  the  best  minds  are  working  on 
a  new  "Ground  Plan  for  Britain."  A  new  Minister  has 
replaced  Lord  Reith  in  the  Ministry  of  Works,  and  Lord 
Portal  is  now  in  charge  of  the  Ministry  of  Works  and 
Planning.  But  before  this  change  took  place  Lord  Balfour 
of  Burleigh,  the  Chairman  of  the  1940  British  Council, 
presented  to  Lord  Reith  a  series  of  maps  on  which  to  base 
a  National  Plan.  The  letter  which  was  transmitted  with 
this  gift  is  perhaps  too  long  for  your  columns,  but  the  latter 
half  is,  in  my  opinion,  well  worth  serious  consideration  by 
the  engineers  of  the  Dominion  and  all  interested  in  planning 
for  a  better  Canada.  The  last  paragraph  clearly  indicates 
that  a  Central  Planning  Authority  must  seek  information 
from  many  sources  and  secure  co-operation  by  taking  the 
people  into  their  confidence.  Extracts  from  the  letter  follow. 

Yours  truly, 

Arthur  G.  Dalzell,  m.e.i.c. 

Extracts  from  the  letter  to  Lord  Reith  from  Lord  Balfour, 
in  reference  to  a  suggested  new  Ground  Plan  of  Britain: 

"You  may  say,  perhaps,  that  the  maps  provide  you  with 
a  chess-board  on  which  the  pawns  can  be  moved  to  suit  the 
game,  but  planning  is  not  a  game  of  chess  and  the  pawns 
are  not  inanimate  chessmen.  They  are  flesh  and  blood, 
living  organisms,  of  tender  and  vigorous  growth,  deep- 
rooted  in  soil,  tradition  and  daily  rounds.  The  area  of  the 
chessboard  is  not  neatly  squared  out.  It  is  a  lovely  country- 
side, on  which  the  development  of  the  past  has  sprinkled 
small  towns,  and  in  more  recent  years  has  spilled  congested 
cities  and  sprawling  suburbs  bound  together  by  the  steel 
and  concrete  chains  of  transport. 

These  represent  some  of  the  capital  that  has  been  put 
into  the  country  to  assist  its  growth.  If  we  have  accepted 
national  planning,  it  is  because  we  are  aware  that  this 
capital  has  not,  in  the  past,  been  laid  out  in  such  a  manner 
as  best  to  serve  the  needs  of  the  population,  that  our  towns 
are  not  what  they  should  be  as  dwelling  places  for  citizens, 
that  much  of  our  countryside  has  been  despoiled,  that  our 
industry  is  not  able  to  give  a  balanced  living  to  its  work- 
people, nor  is  the  soil  able  to  support  them.  We  must 
organize  it  to  give  freedom  for  work,  for  home,  for  leisure 
and  for  movement. 

If  future  development  is  to  be  organized,  it  must  spring 
from  knowledge  of  the  land,  of  how  it  is  now  used  and  how 
it  might  be  used,  of  its  industries  and  of  the  needs,  habits 
and  desires  of  those  who  live  on  it. 

Not  only  is  knowledge  necessary,  there  must  also  be 
co-operation  between  industrialists,  agriculturists,  econo- 
mists, sociologists  and  planners  in  all  walks  of  life  before  a 
national  scheme  can  be  evolved.  Planning  means  Direction, 
it  does  not  mean  Dictation.  Planning  will  develop  in  relation 
to  the  intensity  of  search  and  sharing  of  experience.  There 
will  never  be  one  final  completed  national  plan.  There 
must  be  flexibility  to  meet  changing  circumstances.  The 
plan  will  develop  as  a  result  of  patient  co-operation,  careful 
experiment  and  just  administration,  based  on  a  knowledge 
and  understanding  of  the  facts. 

Time  may  well  be  short.  The  concept  of  planning  has 
hardly  yet  touched  the  main  body  of  the  public,  and  it  is 
important  that  the  assembly  of  greater  knowledge  and 
greater  experience  in  planning  matters  be  considered  at  the 
first  opportunity.  One  of  the  most  urgent  tasks  of  a  Central 
Planning  Authority  would  be  the  collection  of  a  body  of 


THE  ENGINEERING  JOURNAL     May,  1942 


317 


information  flowing  to  it  from  the  experience  of  all  con- 
cerned, affording  a  set  of  values  by  which  the  full  effect  of 
plans  and  proposals  can  be  judged  and  their  repercussions 
analysed.  In  this  manner,  there  would  arise  a  form  of 
co-operation  between  Government  and  people,  between 
administrators  and  administered,  which  would  savour  not 
of  control  or  restriction,  but  of  welcomed  initiative  and 
shared  experience," 

VANCOUVER  MEETING  OF  COUNCIL 

A  regional  meeting  of  the  Council  of  the  Institute  was 
held  at  the  Hotel  Vancouver,  Vancouver,  B.C.,  on  Satur- 
day, April  18th,  1942,  convening  at  ten  o'clock  a.m. 

Present:  President  C.  R.  Young  (Toronto)  in  the  chair; 
Councillors  S.  G.  Coultis  (Calgary),  I.  M.  Fraser  (Sas- 
katoon), J.  Garrett  (Edmonton),  J.  Haimes  (Lethbridge), 
and  H.  N.  Macpherson  (Vancouver) .  There  were  also 
present  by  invitation — Past-Presidents  E.  A.  Cleveland 
and  G.  A.  Walkem  of  Vancouver;  Past  Vice-President 
Fred  Newell  of  Montreal;  Past-Councillors  I.  C.  Barltrop 
(Vancouver) ,  P.  H.  Buchan  (Vancouver) ,  A.  R.  Greig 
(Saskatoon),  H.  J.  MacLeod  (Edmonton),  W.  H.  Powell 
(Vancouver) ,  and  A.  S.  Wootton  (Vancouver)  ;  W.  0.  Scott, 
chairman,  W.  N.  Kelly,  vice-chairman,  P.  B.  Stroyan, 
secretary-treasurer,  H.  Fitz-James,  member  of  executive, 
J.  N.  Finlayson  and  C.  E.  Webb,  past  chairmen,  and  T. 
V.  Berry,  immediate  past  secretary-treasurer  of  the  Van- 
couver Branch. 

In  the  absence  of  the  general  secretary,  Mr.  P.  B. 
Stroyan,  secret ary-treasurer  of  the  Vancouver  Branch, 
was  appointed  acting-secretary  of  the  meeting. 

The  president  explained  that  in  accordance  with  the 
usual  practice,  invitations  to  attend  this  regional  meeting 
of  Council  had  been  sent  to  all  past-presidents,  to  past- 
vice-presidents  and  past  councillors  in  the  western  zone, 
to  members  of  the  Vancouver  Branch  executive,  and  to 
other  members  who  had  been  active  in  Institute  affairs. 

He  welcomed  all  councillors  and  guests,  and  asked  each 
person  present  to  rise  and  give  his  name,  place  of  resi- 
dence and  Institute  affiliation.  He  invited  everyone  to 
take  part  in  the  discussion.  The  opinions  of  non-members 
of  Council  would  be  very  helpful  to  the  Council  in  reach- 
ing decisions. 

The  secretary  read  a  letter  from  the  acting-secretary 
of  the  Association  of  Professional  Engineers  of  Saskat- 
chewan suggesting  amendments  to  the  Saskatchewan 
agreement  which  would  make  the  provisions  of  the  agree- 
ment applicable  only  to  members  while  resident  in  the 
province  of  Saskatchewan. 

Following  some  discussion,  on  the  motion  of  Mr.  Mac- 
pherson, seconded  by  Mr.  Fraser,  it  was  unanimously  re- 
solved that  this  meeting  of  Council  approve  the  principle 
of  the  proposed  amendments,  and  that  the  Committee  on 
Professional  Interests  be  authorized  to  conduct  the  neces- 
sary negotiations  with  the  Association  of  Professional 
Engineers  of  Saskatchewan. 

There  was  a  discussion  about  the  possibility  of  giving 
wider  distribution  to  Institute  members  of  the  publications 
of  the  Founder  Societies. 

At  the  March  meeting  of  Council  a  letter  had  been 
presented  from  the  Montreal  Branch  suggesting  that 
Council  study  the  possibility  of  abolishing  the  class  of 
membership  known  as  "  Branch  Affiliate."  Following  dis- 
cussion, the  matter  had  been  referred  to  the  Institute's 
Membership  Committee  for  consideration  and  report.  That 
committee  hoped  to  present  its  report  to  the  Council 
meeting  to  be  held  in  Toronto  on  April  25th,  but  the 
chairman  had  indicated  that  in  the  meantime  any  sug- 
gestions received  from  the  members  attending  the  Van- 
couver meeting  would  be  well  received  by  the  committee. 

Letters  were  read   from  the  Calgary  and  Edmonton 


branches  requesting  that  the  decision  as  to  whether  or  not 
there  should  be  Branch  Affiliates  be  left  with  the  indi- 
vidual branches.  The  Calgary  Branch  was  desirous  of 
retaining  the  classification. 

Speaking  on  behalf  of  the  Lethbridge  Branch,  Mr. 
Haimes  endorsed  the  requests  made  by  Calgary  and 
Edmonton.  The  Lethbridge  Branch  could  not  carry  on 
without  its  Branch  Affiliates.  They  experienced  great  dif- 
ficulty in  obtaining  speakers,  and  unless  they  could  have 
an  audience  of  at  least  twenty  or  twenty-five  people,  it 
was  not  worth  while  getting  speakers. 

As  councillor  from  the  Calgary  Branch,  Mr.  Coultis 
pointed  out  that  the  number  of  Branch  Affiliates  had  in- 
creased considerably  during  his  term  of  office  as  chairman, 
principally  due  to  the  efforts  of  the  Membership  and  At- 
tendance Committees.  They  had  had  a  number  of  good 
speakers  and  had  an  excellent  attendance  of  Branch  Af- 
filiates which  was  the  means  of  bringing  together  in  the 
west  those  who  were  interested  in  engineering  but  who  do 
not  have  the  same  opportunity  as  those  in  the  east  of 
contacting  other  engineers.  These  Branch  Affiliates  are 
not  permitted  to  vote  on  any  matters  pertaining  to  by- 
laws, election  of  officers,  etc.,  but  it  was  felt  that  Institute 
members  could  transmit  certain  knowledge  to  these  men 
who  could  not  become  full  members.  The  fee  is  $3.00 
without  the  Journal,  or  $5.00  if  they  desire  to  subscribe 
to  the  Journal.  No  complaints  had  been  received  from  the 
regular  members  of  the  branch.  If  a  Branch  Affiliate  does 
not  pay  his  fee  promptly  he  is  not  carried  any  further. 

Mr.  Scott  stated  that  the  Vancouver  Branch  had  only 
four  Branch  Affiliates,  who  were  charged  only  for  the 
Journal.  Like  the  Calgary  Branch,  the  Vancouver 
Branch  also  desired  to  have  a  large  attendance  at  their 
meetings,  particularly  when  they  had  an  out  of  town 
speaker.  He  was  unable  to  see  any  reason  for  a  change 
at  the  present  time. 

In  response  to  an  inquiry  from  the  president,  Mr. 
Newell  stated  that  he  had  no  knowledge  of  the  discussions 
which  had  taken  place  in  Montreal  on  this  subject.  He 
was  in  sympathy  with  the  speakers  who  had  presented 
the  views  of  the  various  western  branches.  The  Montreal 
Branch  probably  did  not  realise  the  difficulties  under 
which  the  smaller  and  outlying  branches  operated.  He 
was  of  the  opinion  that  if  the  branches  could  bring  into 
their  organization  as  Branch  Affiliates  men  who  are  in 
some  way  connected  with  the  engineering  profession,  but 
who  have  not  the  qualifications  to  become  full  members 
of  the  Institute,  they  were  doing  a  good  thing.  He  con- 
sidered that  the  professional  engineer  could  learn  a  lot 
from  these  men,  and  they,  in  turn,  could  learn  a  lot  from 
the  professional  engineers.  He  would  be  very  sorry  to  see 
the  classification  of  Branch  Affiliate  abolished. 

It  was  moved  by  Mr.  Garrett,  and  seconded  by  Mr. 
Haimes,  that  it  is  the  opinion  of  this  Council  meeting 
that  the  classification  of  Branch  Affiliate  be  retained.  This 
was  carried  unanimously. 

The  President  pointed  out  that  in  addition  to  being 
carried  unanimously  by  Council,  the  amendment  covered 
the  unanimous  opinion  of  those  present  other  than  coun- 
cillors. It  was  also  supported  by  Past  Vice-President 
Newell  of  the  Montreal  Branch. 

The  president  reported  that  at  the  last  meeting  of 
Council  in  Montreal  the  Canadian  Forestry  Association 
had  asked  that  the  Council  appoint  one  of  its  members  to 
their  Board  of  Directors.  This  organization  has  for  its 
objects  the  general  promotion  of  the  forest  welfare  of  this 
country.  The  Council  had  appointed  as  its  representative. 
Mr.  John  Stadler,  of  Montreal,  who,  last  year,  was  treas- 
urer of  the  Institute,  and  who  is  well  acquainted  with  the 
forest  reserves  of  the  Dominion.  He  believed  Mr.  Stadler 
would  be  a  very  creditable  representative  of  the  Institute. 
This  was  noted. 


318 


May,  1942    THE  ENGINEERING  JOURNAL 


The  president  reported  that  post-war  reconstruction  had 
been  discussed  at  several  meetings  of  the  Council.  Pro- 
posals had  been  made  from  time  to  time  that  the  Institute 
branches  should  take  an  active  and  leading  part  in  the 
planning  for  post-war  reconstruction.  This  whole  matter 
is  under  consideration  by  a  government  committee  under 
the  chairmanship  of  Principal  James  of  McGill  University. 
In  the  opinion  of  Vice-President  K.  M.  Cameron,  the  In- 
stitute should  work  very  closely  within  the  frame-work 
set  up  by  Principal  James'  committee.  The  Institute's  in- 
terest centres  largely  around  the  work  of  a  sub-committee 
on  post-war  reconstruction  projects,  of  which  Vice-Presi- 
dent Cameron  is  chairman,  and  to  which  other  members 
of  the  Institute  have  been  appointed,  including  President 
Young  and  Vice-President  Beaubien.  This  is  a  very  com- 
plicated problem  involving  financial,  economic  and  other 
considerations. 

Past-President  Cleveland  felt  that  all  members  of  the 
Institute  were  vitally  interested  in  this  question,  and  he 
favoured  the  most  active  support  and  co-operation  on  the 
part  of  the  Institute  in  helping  to  solve  these  tremendous 
problems. 

Mr.  Coultis  asked  if  the  branches  would  be  kept  posted 
on  all  activities  and  advised  of  any  service  they  could 
render  in  their  particular  districts.  The  President  assured 
the  meeting  that  from  time  to  time  communications  would 
be  sent  to  all  the  branches  which  would  keep  them  in- 
formed as  to  the  policy  of  the  Council  on  this  important 
question. 

The  financial  statement  to  the  end  of  March  had  been 
examined  and  approved,  and  showed  that  income  was 
higher  than  for  the  same  period  last  year.  Although  there 
was  also  an  increase  in  expenditure,  the  net  result  indi- 
cated a  substantial  improvement  in  position. 

The  Finance  Committee  cannot  recommend  to  Council 
the  acceptance  of  the  proposal  contained  in  Serial  Letter 
No.  45,  dated  April  7th,  1942,  from  the  Canadian  Cham- 
ber of  Commerce,  regarding  the  collection  of  personal 
income  tax  at  the  source.  It  was  the  opinion  of  the  com- 
mittee that  the  multitude  of  deductions  already  being 
made  from  payrolls  by  employers  was  a  sufficient  burden 
without  adding  to  it  by  the  deduction  of  income  tax.  The 
Institute's  interest  in  the  proposal  would  come  simply  as 
an  employer,  and  the  committee  felt  that  it  would  not  be 
justified  in  supporting  a  recommendation  that  affects  other 
employers.  This  was  noted,  and  the  secretary  was  direct- 
ed to  so  advise  the  Canadian  Chamber  of  Commerce. 

As  a  member  of  the  Finance  Committee,  Mr.  Newell 
asked  permission  to  speak  on  the  committee's  report. 
During  the  past  few  years  the  financial  condition  of  the 
Institute  had  been  improving  very  steadily.  He  regretted 
that  owing  to  other  activities  it  had  not  been  possible  for 
the  general  secretary  to  visit  all  the  branches  during  the 
past  year.  He  did  not  know  whether  it  would  be  possible 
for  Mr.  Wright  to  visit  the  branches  this  year,  but  in  his 
opinion,  it  was  vital  to  the  life  of  the  outlying  branches 
that  either  Mr.  Wright  or  the  assistant  general  secretary 
should  visit  some,  if  not  all,  of  the  branches.  It  would 
be  a  good  thing  for  the  Institute,  and  particularly  so  from 
the  financial  point  of  view.  It  is  realised  that  the  work 
Mr.  Wright  is  now  doing  is  for  the  benefit  of  the  country, 
and  that  is  why  the  Council  has  granted  him  leave  of 
absence.  It  may  be  necessary  to  slow  down  on  some  of 
the  Institute  activities,  but  personally  he  did  not  wish  to 
see  the  interest  in  the  Institute  lowered  in  any  way.  For 
that  reason  he  was  anxious  that  eitherthe  general  secretary 
or  his  assistant  should  visit  the  branches. 

The  president  explained  that  at  the  Council  meeting 
held  in  Montreal  on  March  14th,  Mr.  Wright  had  given 
preliminary  information  with  respect  to  the'  position  he 
now  occupies,  that  of  assistant  to  the  director  of  National 
Selective  Service.   Council  was  then  asked  whether  or  not 


it  would  be  prepared  to  release  Mr.  Wright  for  practically 
full  time  service  in  this  capacity.  Council  very  generously 
approved  of  the  proposal,  feeling  that  it  was  one  way  in 
which  the  Institute  could  render  a  very  valuable  service 
to  the  country.  Detailed  arrangements  had  not  yet  been 
completed,  but  it  has  been  agreed  that  Mr.  Wright  will 
be  able  to  attend  Council  meetings  in  central  Canada  at 
least,  and  give  such  general  guidance  and  assistance  as  he 
can.  The  president  hoped  to  have  Mr.  Trudel  accompany 
him  on  his  visits  to  the  branches,  particularly  in  Quebec 
and  the  Maritime  provinces. 

The  secretary  read  a  memorandum  on  the  question  of 
life  membership  which  had  been  presented  to  the  annual 
meeting  of  the  Institute  by  Mr.  P.  B.  Motley,  and  which 
had  already  been  discussed  at  one  meeting  of  Council. 
The  matter  had  been  referred  to  the  Finance  Committee  for 
consideration  and  report,  and  the  Finance  Committee  had 
requested  that  the  matter  be  discussed  at  the  Vancouver 
and  Toronto  meetings  so  that  the  committee  might  have 
the  benefit  of  any  opinions  expressed. 

Following  some  discussion,  it  was  agreed  that  the 
opinion  of  this  Council  meeting  is  that  some  steps  should 
be  taken  to  place  life  membership  in  the  category  of  an 
honour  rather  than  a  concession.  It  was  hoped  that  this 
expression  of  opinion  would  be  of  some  assistance  to  the 
Finance  Committee  in  dealing  with  the  matter. 

The  president  outlined  the  events  which  had  led  up  to 
the  Institute  sponsoring  a  series  of  lectures  on  the  effects 
of  bombing  to  be  given  in  Toronto  on  April  22nd,  23rd 
and  24th,  by  Professor  F.  Webster,  Deputy  Chief  Engineer 
of  the  Ministry  of  Home  Security  of  Great  Britain.  The 
officers  of  the  Institute  had  felt  that  it  would  be  a  distinct 
contribution  to  the  war  effort  if  the  Institute  would  spon- 
sor these  lectures,  and  he  asked  for  an  expression  of 
opinion  from  the  meeting  as  to  whether  or  not  Council 
approved  of  this  action  on  the  part  of  its  officers. 

On  the  motion  of  Mr.  Macpherson,  seconded  by  Mr. 
Garrett,  it  was  unanimously  resolved  that  the  officers  of 
the  Institute  be  commended  for  their  prompt  action  in 
sponsoring  the  lectures  to  be  given  by  Professor  Webster. 
The  president  thanked  the  meeting  for  the  resolution. 

The  secretary  read  a  progress  report  from  the  chairman 
of  the  Committee  on  the  Training  and  Welfare  of  the 
Young  Engineer.  It  outlined  the  progress  which  had  been 
made  in  distributing  the  booklet  "  The  Profession  of  En- 
gineering in  Canada,"  and  also  reported  that  counselling 
committees  had  already  been  appointed  in  several  of  the 
Institute  branches.  The  reaction  to  the  booklet  had  been 
most  encouraging.  Many  favourable  comments  had  been 
received.  The  report  was  noted  with  interest,  and  on  the 
motion  of  Mr.  Coultis,  seconded  by  Mr.  Haimes,  it  was 
unanimously  resolved  that  the  thanks  of  Council  be  ex- 
tended to  Mr.  Bennett  and  his  committee  for  their  splendid 
work. 

As  the  consideration  of  applications  was  largely  a 
routine  matter  and  need  not  take  up  the  time  of  non- 
members  of  Council,  it  was  decided  to  adjourn  for  lunch 
and  ask  members  of  Council  to  reconvene  afterwards  in 
order  to  consider  the  applications. 

It  was  noted  that  the  next  meeting  of  Council  would  be 
held  in  Toronto  on  Saturday,  April  25th,  1942. 

Mr.  Webb  expressed  his  personal  appreciation  of  being 
able,  for  the  first  time,  to  attend  a  regional  meeting  of 
Council.  He  considered  Vancouver  had  been  honoured  in 
having  been  chosen  as  the  meeting  place. 

Mr.  Kelly  also  expressed  his  appreciation  at  being  in- 
vited to  attend  the  meeting. 

Mr.  Coultis  expressed  the  thanks  of  the  visiting  mem- 
bers for  the  kindly  care  and  entertainment  that  had  been 
tendered  to  them  by  the  Vancouver  Branch. 

The  president  stated  that  it  had  also  been  a  source  of 
great  pleasure  to  him  that  the  visiting  members  had  been 


THE  ENGINEERING  JOURNAL     May.  1942 


319 


consltg.  engr.,  Algoma  Steel  Corp.,  Sault  Ste. 


so  well  looked  after  by  the  Vancouver  Branch.  To  those 
who  had  come  from  distant  parts  it  had  been  an  inspira- 
tion and  a  revelation,  and  they  would  return  to  their 
homes  with  renewed  enthusiasm  for  the  work  of  the  In- 
stitute. They  were  all  very  grateful. to  the  Vancouver 
Branch. 

The  meeting  adjourned  for  lunch,  and  reconvened  in 
the  afternoon,  with  the  president  in  the  chair. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admission 

Members     7 

Affiliates   4 

Students    11 

Transfers 

Juniors  to  Members 3 

Student  to  Member 1 

Students  to  Juniors 5 

The  Council  rose  at  three  thirty  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  in  Vancouver  on  April  the  18th, 
1942,  the  following  elections  and  transfers  were  effected: 

Members 

Allan,  George  William,   (Tech.  Coll.,  Glasgow),  president  and  mgr., 

Canadian  Sumner  Iron  Works,  Ltd.,  Vancouver,  B.C. 
Bourgeois,  J.  A.  A.  Paul,  b.a.Sc,  ce.   (Ecole  Polytechnique),  asst. 

hydrometric  engr.,  Dominion  Water  &  Power  Bureau,  Montreal, 

Que. 
Dyer,  William   E.   S.. 

Marie,  Ont. 
Geddes,  Alvin  Brooks,  B.Sc.  (Elec),  (Iowa  State  Coll.),  sales  engr., 

Canadian  Westinghouse  Co.  Ltd.,  Calgary,  Alta. 
McDiarmid,   Frederick  John,    b.sc.    (Queen's),   field  engr.,   asst.   to 

W.  E.  S.  Dyer,  consltg.  engr.,  Sault  Ste.  Marie,  Ont. 
Mclntyre,  Vernard  Howard,  B.a.Sc.   (Univ.  of  Toronto),  president, 

V.  H.  Mclntyre,  Ltd.,  Toronto,  Ont. 
Tubby,  Allan,  B.Eng.  (Civil),  (Univ.  of  Sask.),  mgr.,  Ottawa  Branch 

and  Plant,  Currie  Products  Ltd.,  Ottawa,  Ont. 

Affiliates 

Auger,  J.  B.  Gerard,  School  of  Engineering,  Milwaukee,  chief  operator, 
rectifier  stn.,  Aluminum  Co.  of  Canada  Ltd.,  Shawinigan  Falls,  Que. 

Goldstein,  Abraham,  dftsman.,  Defence  Industries  Ltd.,  Verdun,  Que, 

Key-Jones,  Gilbert,  mgr.  and  owner,  The  Key  Agencies,  Calgary, 
Alberta. 

Roberts,  John  David,  sales  engr.,  Farand  &  Delorme  Ltd.  Divn., 
United  Steel  Corp.  Ltd.,  Montreal,  Que. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Fuller,  Harold  Alexander,  b.sc.  (Civil),  (Univ.  of  Man.),  engr., 
Tropical  Oil  Co.,  Barranca  Bermeja,  Colombia,  S.A. 

Leroux,  Jacques,  b.a.Sc,  ce.  (Ecole  Polytechnique),  res.  engr.,  air 
services  branch,  Dept.  of  Transport,  Mont  Joli,  Que. 

Ryder,  Frederick  James,  b.sc  (Civil),  (McGill  Univ.),  sales  engr., 
i/c  Toronto  office,  Canadian  Bridge  Co.  Ltd.,  Toronto,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Mendia 

Sentance,  Lawrence  Crawley,  B.Eng.,  m.sc.  (Mech.),  (Univ.  of  Sask.), 
mech.  engr.,  Canadian  Westinghouse  Co.  Ltd.,  Hamilton,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Cuthbertson,  Wellington  B.,  B.sc.  (Elec),  (Univ.  of  N.B.),  instr'man., 

Dept.  of  Transport,  Moncton,  N.B. 
Fraser,  Frederic  Walter,  b.sc.  (Civil),   (Univ.  of  Sask.),  civil  engr., 

Sault  Structural  Steel  Co.  Ltd.,  Sault  Ste.  Marie,  Ont. 
Sicotte,  Jean,  b.a.Sc,  ce.  (Ecole  Polytechnique),  asst.  mgr.,  Armand 

Sicotte  &  Sons,  constrtg.  engrs.,  Montreal,  Que. 
Wallman,   Clifford   George,    b.sc.    (Elec),    (Univ.   of   Man.),    B.Eng. 

(Mech.),    (McGill   Univ.),   mech.  engr.,  Canada  Starch  Co.   Ltd., 

Cardinal,  Ont. 
Weber,  Peter  Albert,  b.sc.  (Civil),  (Univ.  of  Sask.),  instr'man.,  Land 

Surveys  Dept.,  C.N.R.,  Toronto,  Ont. 


Students  Admitted 

Bain,  Frederick  Archibald,  (McGill  Univ.),  4644  Oxford  Ave., 
Montreal,  Que. 

Beckett,  Donald  Russell,  (Queen's  Univ.),  327  S.  Mark  St.,  Fort 
William,  Ont. 

Bogert,  Frank  Godard,  (McGill  Univ.),  103  Drayton  Road,  Pointe 
Claire,  Que. 

Hudson,  George  Waugh,  (McGill  Univ.),  Montreal,  Que. 

MacAulay,  Roy  D.,  (Nova  Scotia  Tech.  Coll.),  174  South  St., 
Halifax,  N.S. 

Mason,  Vere  K.,  (McGill  Univ.),  2101  University  St.,  Montreal,  Que. 

Newman,  Frederick  Herbert,  (Univ.  of  Toronto),  1  College  St., 
St.  Catharines,  Ont. 

Norton,  Howard  William,  (McGill  Univ.),  4165  Marcil  Ave.,  Mont- 
real, Que. 

Rogers,  Frank  K.,  b.sc  (Univ.  of  Man.),  (McGill  Univ.),  c/o  Shaw- 
inigan Chemicals,  Ltd.,  Shawinigan  Falls,  Que. 

Scott,  Richard,  b.a.Sc.  (Univ.  of  Toronto),  471  St.  Clements  Ave., 
Toronto,  Ont. 

Timms,  Reginald  Harold,  (Univ.  of  Toronto),  66  Randolph  St., 
Welland,  Ont. 

At  the  meeting  of  Council  held  in  Toronto  on  April  25th,  1942,  the 
following  elections  and  transfers  were  effected: 

Members 

Bentley,  William  Alexander,  (Univ.  of  Toronto),  struct'l.  designer, 
Dominion  Bridge  Co.  Ltd.,  Toronto,  Ont. 

Grey,  Noel  William,  (Regent  St.  Polytechnic,  London),  gen.  supt., 
gasoline  dept.,  and  chem.  engr.,  Lobitos  Oilfields,  Lobitos,  Peru. 

Harisay,  Vino,  b.sc.  (Mech.),  (Royal  Hungarian  Polytechnicum), 
mech.  designer,  Longueuil  plant,  Dominion  Engineering  Works  Ltd. 

Harris,  John  Thomas,  (Battersea  Polytechnique,  London),  plant 
engr.,  Sorauren  Ave.  Plant,  Dominion  Bridge  Co.  Ltd.,  Toronto, 
Ont. 

Holsten,  Alfred,  (Trondheims  Tekniske  Skole),  electrical  chief 
operator,  Hudson  Bay  Mining  &  Smelting  Company,  Flin  Flon.Man. 

iVlaclaren,  William  Officer,  asst.  director  of  aircraft  production  fac- 
tories, Ministry  of  Aircraft  Production,  London,  England. 

Juniors 

Miles,  Charles  William  Edmund,  (Grad.,  R.M.C.),  asst.  to  chief 
works  officer,  Eastern  Air  Command,  Halifax,  N.S. 

Padley,  Gilbert,  b.sc.  (Elec),  (Queen's  Univ.),  asst.  elec  engr., 
Trinidad  Leaseholds  Ltd.,  Pointe-a-Pierre,  Trinidad,  B.W.I. 

Affiliates 

Houde,  J.  Oscar,  cost  and  quantity  analysis,  Shawinigan  Water  & 
Power  Company,  Montreal,  Que. 

Josslin,  James  Alexander,  asst.  chief  dftsman.,  Ont.  Divn.,  Dominion 
Bridge  Co.  Ltd.,  Toronto,  Ont. 

McKerlie,  Jardine,  (Royal  Tech.  Coll.,  Glasgow),  mgr.,  Ontario- 
Great  Lakes  Divn.,  Wartime  Merchant  Shipping  Ltd.,  Toronto,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Hobbs,  George  Hugh,  B.Eng.  (Elec),  (McGill  Univ.),  elec  engr., 
Defence  Industries  Ltd.,  Nobel,  Ont. 

Students  Admitted 

Buhr,  Richard  K.,  (Univ.  of  Man.),  2nd-Lieut.,  R.C.C.S.,  Officers' 
Training  Centre,  Brockville,  Ont. 

Flay,  Alfred  David,  (Queen's  Univ.),  386  Sunnyside  Ave.,  Ottawa, 
Ont. 

Fraser,  William  Mitchell,  (N.S.  Tech.  Coll.),  331  Spring  Garden  Road, 
Halifax,  N.S. 

Skelton,  Eric  Tudor,  (Univ.  of  N.B.),  2112  Vendôme  Ave,  Montreal, 
Que. 

COMING  MEETINGS 

Canadian  Electrical  Association — 52nd  Annual  Convention  at 
the  Log  Chateau,  Seigniory  Club,  Que.,  on  June  11-12,  1942.  Secret- 
ary, B.  C.  Fairchild,  Room  804,  Tramways  Building,  Montreal,  Que. 

Eastern  Photoelasticity  Conference — Fifteenth  Semi-Annual 
Meeting  at  the  University  Club,  40  Trinity  Place,  Boston,  Mass.,  on 
Saturday,  June  20,  1942,  Chairman.  W.'M.  Murray,  Room  1-321, 
Massachusetts  Institute  of  Technology,  Cambridge,  Mass. 


320 


May,  1942    THE  ENGINEERING  JOURNAL 


Personals 


The  recent  announcement  of  the  formation  overseas  of  a 
Canadian  Army  of  two  corps  has  been  received  with  en- 
thusiasm by  all  Canadians.  It  is  of  particular  interest  to 
note  that  several  members  of  the  Institute  have  received 
high  appointments  on  the  staff  of  the  Army  Headquarters 
under  command  of  Lieutenant-General  A.  G.  L. 
McNaughton,  c.b.,  c.m.g.,  d.s.o.,  m.e.i.c. 

Major-General  G.  R.  Turner,  M.C.,  d.c.m.,  m.e.i.c,  has 
been  promoted  from  the  rank  of  brigadier  and  appointed 
to  the  army  staff.  He  was  born  at  Four  Falls,  N.B.,  in  1890 
and  was  educated  at  Andover,  N.B.  He  enlisted  at  sixteen 
in  the  3rd  Field  Company,  Royal  Canadian  Engineers,  and 
served  in  France  as  a  sergeant  and  sergeant-major,  being 
commissioned  in  September,  1915.  He  was  promoted  to 
captain  a  year  later. 

His  subsequent  appointments  included  regimental  and 
staff  service  and  in  May,  1918,  he  was  promoted  to  major. 
He  was  mentioned  in  dispatches,  awarded  the  Distinguished 
Conduct  Medal  and  the  Military  Cross  and  bar. 


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


In  1918  he  was  placed  in  command  of  the  2nd  Field 
Company,  Royal  Canadian  Engineers,  with  the  rank  of 
major,  and  in  1926  he  was  made  lieutenant-colonel,  com- 
manding the  non-permanent  engineers.  At  the  end  of  his 
tenure  of  command  he  was  transferred  to  the  reserve  of 
officers  in  1930. 

At  the  outbreak  of  this  war  he  went  overseas  as  officer 
commanding  1st  Divisional  Engineers  and  was  promoted 
to  the  rank  of  brigadier  and  made  chief  engineering  officer 
at  Corps  Headquarters. 

General  Hertzberg  has  acquired  a  very  wide  experience 
in  the  construction  field  with  the  Trussed  Concrete  Steel 
Company  of  Canada  and  the  Bishop  Construction  Com- 
pany. He  has  been  a  member  of  the  firm  of  James,  London 
and  Hertzberg,  consulting  engineers  and  he  is  at  the  present 


Major-General  G.  R.  Turner, 
M.E.I.C. 


Major-General  C.  S.  L.  Hertzberg, 
M.E.I.C. 


Brigadier  J.  E.  Genet, 
M.E.I.C. 


In  1920  he  was  appointed  to  the  permanent  force  with 
rank  of  captain,  and  studied  at  the  School  of  Military 
Engineering,  Chatham,  England.  Returning  to  Canada,  he 
became  an  instructor  in  military  engineering  at  the  Royal 
Military  College,  Kingston.  In  1924  he  attended  the  Staff 
College  at  Quetta,  India,  and  in  1927  he  was  appointed 
district  engineer-officer  of  Military  District  No.  10,  Win- 
nipeg, Man.  In  1929  he  became  assistant  director  of  engineer 
services,  National  Defence  Headquarters,  Ottawa,  Ont.  In 
1938  he  attended  a  course  at  the  Imperial  Defence  College, 
London,  England,  and  on  his  return  in  1939  he  was  on  the 
General  Staff  at  M.D.  No.  11  Headquarters,  Esquimalt,  B.C 

At  the  outbreak  of  this  war  he  went  overseas  as  general 
staff  officer,  grade  1,  with  the  1st  Division.  He  was  pro- 
moted to  colonel  and  later  brigadier,  and  on  formation 
of  the  Canadian  Corps  was  appointed  deputy  adjutant  and 
quartermaster-general  of  the  corps. 

Major-General  C.  S.  L.  Hertzberg,  M.C.,  v.D.,  m.e.i.c, 
has  been  promoted  from  the  rank  of  brigadier  and  appointed 
to  the  army  staff.  He  was  born  at  Toronto  in  1886  and  re- 
ceived his  education  at  the  University  of  Toronto  where  he 
graduated  in  1905. 

During  the  first  world  war  he  served  overseas  with  the 
7th  Field  Company,  Royal  Canadian  Engineers.  He  was 
wounded  in  January  of  1917,  a  month  after  winning  the 
Military  Cross  at  the  Somme,  and  was  invalided  to  Canada. 
In  October,  1918,  he  joined  the  Canadian  Expeditionary 
Force  to  Siberia,  serving  there  until  June,  1919,  and  winning 
the  Czecho-Slovakian  war  medal  for  valour. 


time  a  partner  of  Harkness  and  Hertzberg,  consulting 
engineers  of  Toronto. 

Brigadier  J.  E.  Genet,  m.e.i.c,  has  been  promoted  from 
colonel  and  appointed  to  the  Army  Staff.  He  was  born  at 
Brantford,  Ont.,  in  1891  and  was  educated  in  the  local 
schools.  He  served  four  years  in  the  ranks  of  the  38th 
Regiment  before  being  commissioned  in  that  N.P.A.M. 
unit  in  1912.  In  1915  he  went  overseas  as  a  lieutenant  and 
served  in  France  and  Belgium  with  the  2nd  and  1st  Canadian 
Divisional  Signal  Companies.  He  was  promoted  to  captain 
before  the  war  ended. 

In  1924  he  was  appointed  to  the  Royal  Canadian  Corps 
of  Signals,  permanent  force,  after  serving  with  the  Princess 
Patricia's  Canadian  Light  Infantry  and  for  a  period  was 
district  signals  officer  at  Headquarters  of  M.D.  No.  2 
(Toronto).  He  was  promoted  to  major  in  1932  and  became 
chief  instructor,  Royal  Canadian  School  of  Signals,  Camp 
Borden,  Ont.  In  1935  he  was  appointed  superintendent  of 
the  Northwest  Territories  and  Yukon  Radio  System  for 
the  Canadian  Government  and  w'as  stationed  at  West 
Edmonton,  Alta.  In  1939  he  was  promoted  to  lieutenant- 
colonel  and  attended  the  Senior  Officers  School  at  Shearness 
that  year.  Shortly  after  the  outbreak  of  the  present  war  he 
was  appointed  officer  commanding  the  1st  Division  Signals 
and  in  July,  1940,  was  appointed  chief  signal  officer  of  a 
corps  with  rank  of  colonel. 

Brigadier  J.  L.  Melville,  u.c.,  m.e.i.c,  has  been  promoted 
from  colonel  and  is  posted  at  Corps  Headquarters  in  Eng- 
land. He  was  born  at  Glasgow,  Scotland,  in  1888  and  came 


THE  ENGINEERING  JOURNAL     May,  1942 


321 


to  Canada  in  1913.  In  the  last  war  he  went  overseas  with 
the  engineers  as  lieutenant  and  was  promoted  to  captain 
in  May,  1918.  He  served  in  France  and  Belgium  from 
August,  1916,  to  April,  1919.  He  was  in  command  of  the 
3rd  District  Engineers  from  1934  to  1936  after  which  he 
was  transferred  to  the  Corps  Reserve  of  Officers,  Royal 
Canadian  Engineers.  In  1941  he  was  promoted  from  lieuten- 
ant-colonel when  appointed  to  command  R.C.E.  Head- 
quarters Corps  Troops. 

At  the  outbreak  of  the  present  war  Brigadier  Melville 
had  resigned  his  position  as  commissioner  on  the  War 
Veterans  Allowance  Board  in  the  Federal  Department  of 
Pensions  and  National  Health  to  command  the  1st  Canadian 
Pioneer  Battalion,  Royal  Canadian  Engineers,  C.A.S.F. 


Word  has  just  been  received  that  the  1st  Canadian 
Armoured  Divisional  Ordnance  Workshop  C.A.  (Reserve) 
has  been  organized  with  the  following  members  of  the 
Institute  as  officers:  Officer  Commanding,  Captain  Charles 
E.  Garnett,  m.e.i.c;  Captain  George  H.  N.  Monkman, 
m.e.i.c.  Lieutenant  Ralph  R,  Couper,  m.e.i.c;  and  2nd 
Lieutenant  Charles  W.  Carry,  m.e.i.c. 


H.  W.  Lea,  M.E.I.C. 

H.  W.  Lea,  m.e.i.c,  has  been  appointed  director  of  the 
Wartime  Bureau  of  Technical  Personnel  at  Ottawa,  suc- 
ceeding E.  M.  Little  who  was  recently  made  director  of 
National  Selective  Service.  Mr.  Lea  had  joined  the  staff 
of  the  Bureau  last  summer  and  was  its  chief  executive 
officer. 

Born  at  Victoria,  P.E.I. ,  in  1898,  he  received  his  early 
education  at  Charlottetown  and  at  the  age  of  eighteen  he 
joined  the  Canadian  Expeditionary  Force  and  served  in 
England  and  France  until  1919.  He  also  served  with  the 
Royal  Air  Force  during  the  last  war.  Returning  to  Canada 
in  1919  he  entered  McGill  University  at  Montreal  and 
graduated  in  civil  engineering.  He  spent  several  years  in 
Montreal  working  on  design  and  construction  for  the  Mont- 
real Sewers  Commission.  At  various  periods  he  has  also 
been  employed  with  R.  S.  and  W.  S.  Lea,  Montreal,  on 
hydraulic  investigation  and  preparation  of  reports  on 
hydro-electric  power  projects. 

In  1937  he  joined  the  Phillips  Electrical  Works  Limited 
at  Brockville,  Ont.,  later  being  transferred  to  Montreal  as 
district  manager  of  the  affiliated  company,  Canadian  Tele- 
phones and  Supplies  Limited.  Mr.  Lea  was  granted  leave 
of  absence  from  this  company  last  year  to  join  the  Wartime 
Bureau  of  Technical  Personnel. 

L.  E.  Westman,  m.e.i.c,  former  assistant  director  of  the 
Wartime  Bureau  of  Technical  Personnel,  has  been  trans- 
ferred to  National  Selective  Service  as  assistant  to  the 
director,  E.  M.  Little.  Born  at  Granton,  Ont.,  he  was 
educated  at  the  University  of  Toronto.  During  the  last 
war  he  was  employed  by  the  Dominion  Government  on 


Air  Commodore  Alan  Ferrier,  M.E.I.C,  who  succeeds  Air"  Vice 

Marshal  E.  W.  Stedman,  M.E.I.C,  as  member  of  the  Air  Council 

in  the  Royal  Canadian  Air  Force. 


chemical  control  work  and  inspection.  In  1918  he  returned 
to  the  University  of  Toronto  as  chief  demonstrator  in  the 
Department  of  Chemistry  and  was  charged  with  the  training 
of  undergraduates  for  war  industries.  In  1919  he  became 
editor  of  the  Canadian  Chemical  Journal  now  Canadian 
Chemistry  and  Process  Industries,  which  position  he  still 
holds.  He  was  secretary  of  the  Canadian  Institute  of  Chem- 
istry from  1921  to  1936. 

I.  S.  Patterson,  m.e.i.c,  industrial  control  specialist  with 
the  Canadian  General  Electric  Company,  Limited,  at 
Montreal,  has  been  loaned  to  the  Wartime  Bureau  of 
Technical  Personnel  at  Ottawa.  Born  at  Thomson,  N.S., 
he  received  his  education  at  the  Nova  Scotia  Technical 
College  where  he  graduated  in  electrical  engineering  in  1928. 
Upon  graduation  he  joined  the  Canadian  General  Electric 
Company  at  Peterborough  and  after  a  period  of  training 
in  Peterborough,  Toronto  and  Schenectady,  N.Y.,  he  was 
appointed  in  1930  to  the  Montreal  office  of  the  company 
as  sales  engineer. 

Mr.  Patterson  will  be  missed  from  the  Montreal  Branch 
where  he  was  particularly  active,  having  been  on  the  execu- 
tive for  the  past  few  years. 


Macpherson,  M.E.I.C 


H.  N.  Maepherson,  m.e.i.c,  has  been  appointed  regional 
representative  of  the  Wartime  Bureau  of  Technical  Per- 
sonnel in  the  Vancouver  area.  Mr.  Macpherson  is  par- 
ticularly well  equipped  to  carry  out  these  duties  in  British 
Columbia,  where  war  industries  have  been  expanding 
rapidly  during  recent  months.  Though  born  and  raised  in 
Ontario,  Mr.  Macpherson  has  obtained  most  of  his  business 


322 


May,  1942    THE  ENGINEERING  JOURNAL 


experience  in  the  West.  An  honour  graduate  of  the  Univer- 
sity of  Toronto  in  engineering  he  obtained  his  first  position 
with  the  Saskatchewan  Department  of  Highways. 

During  the  Great  War  Mr.  Macpherson  served  with  the 
Imperial  Ministry  of  Munitions  at  Moose  Jaw,  Sask., 
Edmonton,  Alta.,  and  at  Montreal.  After  the  war  he  spent 
a  short  time  in  Quebec  as  chief  engineer  for  a  road  con- 
struction firm,  but  returned  to  the  West  and  Regina  in  1924. 
In  1927  he  moved  to  Calgary  as  engineer  and  sales  manager 
for  the  Alberta  Wood  Preserving  Company  and  five  years 
later  started  his  own  company,  Permanent  Timber  Products 
Limited,  at  Vancouver.  He  is  at  present  councillor  of  the 
Institute  for  the  Vancouver  Branch. 

Professor  L.  M.  Arkley,  m.e.i.c,  is  retiring  from  Queen's 
University  after  acting  as  Head  of  the  Department  of 
Mechanical  Engineering  for  twenty-two  years;  besides  serv- 
ice at  Queen's  he  was  nine  years  in  the  Mechanical  Engi- 
neering Department  of  the  University  of  Toronto  and  one 
year  at  McGill,  five  years  at  Swarthmore  College  in  Swarth- 
more,  Pa.,  and  five  years  as  Director  of  the  School  of 
Machine  Design  at  the  Franklin  Institute  of  Philadelphia,  Pa. 


J.  J.  Spence,  m.e.i.c,  has  retired  from  the  office  of 
secretary-treasurer  of  the  Toronto  Branch  of  the  Institute 
after  having  served  for  the  past  five  years.  He  is  a  graduate  of 
the  University  of  Toronto  from  the  class  of  1909.  For  three 
years  after  graduation  he  was  with  Smith,  Kerry  and  Chace, 
consulting  engineers,  Toronto,  and  from  1912  to  1923  he 
was  plant  manager  of  Woodturning  Products  Limited, 
Toronto.  In  1923  he  became  demonstrator  in  the  Faculty 
of  Applied  Science  at  the  University  of  Toronto  and  has 
been  on  the  teaching  staff  ever  since.  He  is  now  a  lecturer 
in  engineering  drawing  at  the  University  of  Toronto. 
S.  H.  de  Jong,  m.e.i.c,  is  the  newly  appointed  secretary- 
treasurer  of  the  Toronto  Branch.  He  was  educated  at  the 
University  of  Manitoba  where  he  received  his  degree  in 
civil  engineering  in  1931.  For  three  sessions  after  graduation 
he  was  employed  as  a  demonstrator  at  the  University  of 
Manitoba.  In  1935  he  was  draughtsman  and  office  manager 
with  Fort  Garry  Motor  Body  and  Paint  Works  Limited  at 
Winnipeg.  The  following  year  he  was  a  night  school 
instructor  with  the  City  of  Winnipeg  School  Board  and 
Department  of  Education  of  Manitoba.  He  went  to  Ottawa 


Lieutenant-Colonel  W.  S.  Wilson, 
M.E.I.C. 


de  Jong,  M.E.I.C. 


Jules  Archambault,  M.E.I.C. 


He  was  graduated  as  a  b.sc.  from  McGill  University  in 
1900  and  as  an  m.sc.  in  1910.  Besides  the  teaching  experi- 
ence mentioned,  Professor  Arkley  has  had  about  ten  years 
of  practical  experience  in  designing  and  operating  steam 
power  plants  and  has  written  many  reports  and  papers  on 
engineering  subjects. 

He  joined  the  Institute  as  a  Student  in  1899  and  has 
been  a  member  ever  since.  He  is  also  a  member  of  the 
Association  of  Professional  Engineers  of  Ontario  and  a 
member  of  the  American  Society  of  Heating  and  Ventilating 
Engineers. 

Professor  Arkley  expects  to  live  in  Toronto. 

W.  S.  Wilson,  e.d.,  m.e.i.c,  is  the  newly  elected  chairman 
of  the  Toronto  Branch  of  the  Institute.  Born  at  Louise, 
Ont.,  he  received  his  education  at  the  University  of  Toronto 
where  he  graduated  in  1921.  In  1921-1922  he  was  engaged 
on  estimating  and  supervising  construction  work  with 
Wilson  and  Falconer,  and  in  1922-1923  was  estimator  with 
Dowling- Williams  Limited.  From  1923  until  1926  he  was 
demonstrator  in  the  Department  of  Engineering  Drawing, 
University  of  Toronto,  and  in  the  following  year  was  with 
R.  W.  H.  Binnie,  general  contractor,  as  estimator.  In  1927 
Mr.  Wilson  was  appointed  secretary  of  the  Faculty  of 
Applied  Science  and  Engineering  of  the  University  of 
Toronto,  which  position  he  still  holds,  along  with  that  of 
assistant  dean. 

During  the  last  war  Mr.  Wilson  was  overseas  with  the 
Canadian  Expeditionary  Force  from  1915  to  1919,  holding 
the  ranks  of  lieutenant  and  captain.  He  is  now  a  lieutenant- 
colonel,  and  is  the  officer  commanding  the  Training  Centre 
Batallion  of  the  University  of  Toronto  C.O.T.C. 


in  1937  as  compiler  in  the  Topographic  and  Air  Surveys 
Branch  of  the  Department  of  Mines  and  Resources.  Since 
1940  he  has  been  a  demonstrator  in  the  Department  of 
Civil  Engineering  at  the  University  of  Toronto. 

Jules  Archambault,  m.e.i.c,  has  recently  been  appointed 
associate  transit  controller  with  the  Department  of  Muni- 
tions and  Supply.  He  was  educated  at  McGill  University, 
Montreal  where  he  received  his  engineering  degree  in  1926. 
Upon  graduation  he  went  with  the  Aluminum  Company  of 
Canada  at  Arvida  as  technical  assistant.  In  1927  he  was 
transferred  to  the  Duke-Price  Power  Company  as  engineer. 
In  1929  he  joined  the  Bell  Telephone  Company  of  Canada 
at  Montreal  as  an  engineer  in  the  transmission  and  foreign 
wire  relations  division.  He  became  district  manager  at  St. 
Hyacinthe  in  1935.  In  1937  he  received  the  appointment  of 
chief  engineer  of  the  Montreal  Tramways  Commission,  a 
position  which  he  still  holds. 

E.  M.  Proctor,  m.e.i.c,  is  now  head  of  the  scrap  rubber 
division  of  the  Department  of  Munitions  and  Supply  at 
Ottawa.  Previously  he  was  representing  the  Canadian 
government  on  the  Bureau  of  Industrial  Conservation  at 
Washington,  D.C.  Mr.  Proctor  is  president  of  the  firm 
James  Proctor  and  Redfern  Limited,  consulting  engineers, 
Toronto. 

A.  G.  Graham,  m.e.i.c,  city  engineer  of  the  City  of 
Nanaimo,  B.C.  for  the  past  twelve  years,  has  been  granted 
leave  of  absence  by  the  city  council  and  has  taken  up 
engineering  duties  under  the  chief  works  officer  of  the 
Western  Air  Command  with  headquarters  at  Victoria,  B.C. 


THE  ENGINEERING  JOURNAL     May,  1942 


323 


Dugald  Cameron,  m.e.i.c,  formerly  vice-president  of  John 
T.  Hepburn  Limited,  Toronto,  has  joined  the  staff  of  the 
Citadel  Merchandising  Company,  a  government-owned 
company,  and  is  in  charge  of  the  Toronto  office.  He  has 
also  been  appointed  secretary  of  a  Technical  Advisory 
Committee  to  Citadel. 

Flying  Officer  J.  M.  Walker,  m.e.i.c,  engineer  and 
designer  with  Gore  and  Storrie,  consulting  engineers, 
Toronto,  has  been  granted  a  commission  as  flying  officer  in 
the  R.C.A.F.  and  is  at  present  stationed  as  works  and 
building  engineer  officer  at  No.  31  Operational  Training 
Unit,  Royal  Air  Force  Station,  Debert,  N.S. 

Sarto  Plamondon,  m.e.i.c,  has  recently  been  appointed 
engineer  in  the  Division  of  Industrial  Hygiene  of  the 
Department  of  Health  of  the  Province  of  Quebec,  at  Quebec. 
He  was  educated  at  Mount  Saint  Louis  College  and  Ecole 
Polytechnique  of  Montreal,  where  he  graduated  in  1936. 
He  joined  the  staff  of  the  Department  of  Health  on  his 
graduation  and  became  assistant  sanitary  engineer  at  Amos, 
Que.  He  left  this  position  to  accept  his  new  appointment. 

Major  J.  P.  Carrière,  m.e.i.c,  of  the  Royal  Canadian 
Engineers,  has  recently  returned  from  overseas  to  attend 
the  Staff  College  at  Kingston,  Ont. 

Norman  D.  Wilson,  m.e.i.c,  prominent  consulting 
engineer  of  Toronto,  has  been  elected  a  councillor  for  the 
Civil  Branch  of  the  Association  of  Professional  Engineers 
of  the  Province  of  Ontario  for  the  year  1942. 

Major  G.  W.  F.  Ridout-Evans,  M.c,  m.e.i.c,  who  was 
formerly  stationed  at  M.D.  No.  5,  Quebec,  Que.,  has  been 
on  the  staff  of  the  Inspection  Board  of  the  United  Kingdom 
and  Canada  for  several  months  past. 

Flying-Officer  Ronald  G.  Archer,  m.e.i.c,  has  beeti 
commissioned  in  the  R.C.A.F.,  Works  and  Buildings  Branch 
and  is  at  present  stationed  at  Charlottetown,  P.E.I.  Pre- 
vious to  his  enlistment  he  was  assistant  engineer  of  the 
Works  Department,  City  Hall,  Toronto,  Ont. 

Hugo  B.  R.  Craig,  m.e.i.c,  has  joined  the  staff  of  the 
Fraser-Brace  Engineering  Company,  Limited,  in  Montreal. 
Before  coming  to  Montreal  he  had  been  with  the  Hydro- 
Electric  Power  Commission  of  Ontario  in  Windsor. 

E.  V.  Gage,  m.e.i.c,  is  the  new  president  of  A.  F.  Byers 
Construction  Company,  Limited,  Montreal,  formerly  known 
as  A.  F.  Byers  and  Company,  Limited.  He  fills  the  position 
held  by  the  late  A.  F.  Byers,  m.e.i.c  Born  at  Pearceton, 
Que.,  Mr.  Gage  attended  McGill  University  and  graduated 
in  civil  engineering  with  the  degree  of  B.Sc,  in  the  class  of 
1915.  Upon  graduation  he  joined  the  organization  of  which 
he  is  now  president. 

William  M.  Harvey,  m.e.i.c,  who  for  the  past  year  has 
been  on  the  staff  of  Rhokana  Copper  Corporation  at  Nkana, 
Northern  Rhodesia,  has  returned  to  Canada  and  is  now 
with  the  Aluminum  Company  of  Canada  at  Arvida,  Que. 

Henry  M.  Howard,  m.e.i.c,  has  accepted  a  position  with 
the  Eldorado  Gold  Mines,  Limited,  Port  Hope,  Ont., 
manufacturers  of  radium  and  uranium  products.  He  was 
formerly  with  E.  Long  Limited,  Orillia,  Ont.,  as  metal- 
lurgical sales  engineer.  Mr.  Howard  graduated  from  the 
University  of  Toronto  with  the  degree  of  B.A.Sc,  in  the 
class  of  1940. 

R.  A.  McLellan,  m.e.i.c,  is  now  attached  to  No.  4  Air 
Training  Command,  R.C.A.F.,  at  Calgary,  Alta.  He  is  the 
recent  past-chairman  of  the  Saskatchewan  Branch.  Before 
joining  the  R.C.A.F.  he  was  a  partner  in  the  firm  of  Under- 
wood and  McLellan,  Saskatoon,  Sask. 

Sidney  Phillips,  m.e.i.c,  has  received  a  commission  in  the 
R.C.N.V.R.,  as  engineer  lieutenant.  Born  in  England,  he 
came  to  Canada  in  1940  from  Talara,  Peru,  where  he  had 
been  employed  since  1933  by  the  Lobitos  Oilfields  as 
assistant  electrical  engineer  and  later  as  chief  electrical 
engineer. 


L.  G.  Scott,  m.e.i.c,  has  been  given  leave  of  absence  from 
the  Hudson's  Bay  Company  and  has  been  appointed  plant 
engineer  at  Boeing  Aircraft  in  Vancouver,  B.C.  Mr.  Scott 
graduated  in  electrical  engineering  from  the  University  of 
Manitoba  with  the  degree  of  B.Sc,  in  1932,  and  joined  the 
Hudson's  Bay  Company  in  the  autumn  of  the  same  year. 

W.  Grey  Stuart,  m.e.i.c,  of  Vancouver,  has  accepted  a 
position  with  the  Demerara  Bauxite  Company,  Mackenzie, 
British  Guiana. 

L.  A.  Wilmot,  m.e.i.c,  is  with  the  Commodity  Prices 
Stabilization  Corporation  Limited  at  Ottawa,  having  joined 
the  Foreign  Exchange  Control  Board  in  1940.  Before  the 
war  he  was  customs  consultant  at  Toronto. 

Edgar  H.  Davis,  jr. e. i.e.,  who  has  been  in  Guayaquil, 
Ecuador,  S.A.,  for  the  past  two  years  with  the  International 
Petroleum  Company  as  party  chief,  has  returned  to  Canada 
and  has  accepted  a  position  as  designing  engineer  with  the 
Canadian  Dredge  and  Dock  Company,  Limited,  at  Toronto. 

Lieutenant  W.  A.  Nelson,  jr. e. i.e.,  is  now  attached  to  the 
Royal  Canadian  Ordnance  Corps  and  is  stationed  at  Camp- 
bellford,  Ont.  Before  his  enlistment,  Mr.  Nelson  was  sales 
service  engineer  with  the  Bailey  Meter  Company,  Limited, 
Montreal.  He  graduated  from  Queen's  University  with  the 
degree  of  B.Sc,  (Hon.)  in  the  class  of  1937. 

G.  G.  Wanless,  jr.E.i.c,  has  recently  accepted  a  position 
in  the  National  Research  Council  laboratories  at  Ottawa. 
He  was  educated  at  the  University  of  Alberta  and  at  McGill 
University  where  in  1934  he  graduated  with  the  degree  of 
B.Sc.  with  honours  in  chemistry. 

Upon  graduation  he  returned,  as  an  assistant  chemist,  to 
the  Dominion  Rubber  Company,  Limited,  where  he  had 
been  previously  employed  during  his  college  vacations. 
Until  1937  he  was  in  charge  of  a  group  of  development 
workers  on  latex  rubber.  The  following  year  he  was  trans- 
ferred to  the  mechanical  department  in  the  Montreal  office. 
He  also  spent  a  few  months  in  the  Winnipeg  and  the  Van- 
couver offices  of  the  company,  returning  to  Montreal  in 
1940. 

Until  his  transfer  to  the  Capital,  he  was  on  the  executive 
of  the  Junior  Section  of  the  Montreal  Branch  of  the 
Institute,  as  well  as  the  Branch  News  Editor. 

N.  J.  Paithouski,  s.e.i.c,  is  a  lieutenant  with  the  Royal 
Canadian  Engineers  and  is  attached  to  the  training  centre 
at  Brockville,  Ont.  Before  his  enlistment,  Mr.  Paithouski 
was  with  the  Canadian  Kellogg  Company  in  Sarnia,  Ont. 
He  graduated  in  civil  engineering  from  Queen's  University 
with  the  degree  of  B.Sc,  in  the  class  of  1940. 

VISITORS  TO  HEADQUARTERS 

Rosaire  Saintonge,  s.e.i.c,  Consolidated  Paper  Corpora- 
tion, Limited,  Port  Alfred,  Que.,  on  March  30th. 

Frank  O.  White,  M.E.I.C,  chief  engineer,  Fraser  Com- 
panies Limited,  Edmundston,  N.B.,  on  April  1st. 

J.  W.  Wright,  s.e.i.c,  Toronto,  Ont.,  on  April  4th. 

Sarto  Plamondon.  m.e.i.c,  Ministry  of  Health,  Depart- 
ment of  Industrial  Hygiene,  Quebec,  Que.,  on  April  8th. 

Gustave  St.  Jacques,  M.e.i.c,  Public  Service  Board, 
Quebec,  Que.,  on  April  14th. 

Ira  P.  MacNab,  m.e.i.c,  commissioner,  Board  of  Commis- 
sioners of  Public  Utilities,  Halifax,  N.S.,  on  April  20th. 

D.  R.  Smith,  M.E.I.C,  director  of  works,  Saint  John,  N.B., 
on  April  20th. 

J.  W.  Sanger,  m.e.i.c,  chief  engineer,  Hydro-Electric  Sys- 
tem, Winnipeg,  Man.,  on  April  20th. 

J.  W.  Porter,  m.e.i.c,  chief  engineer,  western  region, 
Canadian  National  Railways,  Winnipeg,  Man.,  on  April 
20th. 


324 


May,  1942     THE  ENGINEERING  JOURNAL 


Obituaries 


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

Robert  McDowall,  M.E.i.c,  died  in  Toronto  on  March 
29th,  1942.  He  was  born  on  June  8th,  1864  in  the  township 
of  Sydenham,  Ont.,  and  received  his  early  education  at 
Owen  Sound  Collegiate  Institute.  He  entered  the  School  of 
Practical  Science  at  Toronto  in  1885,  having  previously 
taught  in  public  schools  from  1883  to  1885.  Graduating  in 
1888,  he  was  employed  for  a  year  as  an  engineer  by  the 
contractor  on  the  construction  of  piers  and  abutments  of  the 
bridges  for  the  Canadian  Pacific  Railway  entrance  to 
Toronto,  down  the  Don  river  valley.  In  1889  he  entered 
private  practice  as  a  civil  engineer  in  Owen  Sound  and  the 
following  year  he  was  commissioned  as  an  Ontario  land 
surveyor. 

During  the  period  from  1890  to  almost  the  present  time 
Mr.  McDowall  has  acted  as  engineer  for  Owen  Sound, 
Collingwood,  Meaford,  Wiarton,  Chesley,  the  counties  of 
Grey  and  Bruce,  and  many  villages  and  townships.  His 
engineering  work  included  sewers,  waterworks,  bridges, 
pavements,  grading,  harbour  works,  dams,  tunnels,  and 
many  minor  works.  As  a  pastime  he  constructed  the  frame- 
work of  the  first  aeroplane  ever  seen  in  Owen  Sound,  and 
would  have  flown  in  it  if  he  could  have  had  a  little  financial 
help  to  complete  the  machinery.  His  surveying  activities 
embraced  railways,  subdivisions  in  cities,  towns,  and  water- 
fronts, mining  claims  in  Rainy  river,  and  many  other  assign- 
ments. Mr.  McDowall  received  the  degree  of  C.E.  from  the 
University  of  Toronto  in  1901. 

Mr.  McDowall  was  one  of  the  oldest  members  of  the 
Institute  having  joined  as  a  Student  in  1887,  the  year  of 


its  foundation.  He  was  transferred  to  Associate  Member  in 
1892  and  in  1935  he  became  a  Life  Member. 

John  Palmer,  m.e.i.c,  died  in  the  hospital  at  Montreal  on 
April  20th,  1942.  Born  in  London,  England,  on  June  20th, 
1881,  he  received  his  education  at  the  University  of  London 
where  he  was  graduated  as  a  Bachelor  of  Science  in  engineer- 
ing in  1909.  Before  taking  the  engineering  course  at  the 
University  he  had  been  for  several  years  an  articled  pupil 
with  the  firm  of  Messrs.  Johnson  and  Phillips,  electrical 
contractors,  London,  England.  He  came  to  Canada  in  1910 
and  joined  the  Canadian  Westinghouse  Company  as  erect- 
ing engineer.  In  1912  he  became  district  engineer  at  Calgary. 

When  war  broke  out  he  enlisted  with  the  102nd  Infantry 
Battalion  and  became  an  officer  and  went  overseas  in  March, 
1916.  After  service  in  England  and  France  he  returned  to 
civil  life  in  October,  1919,  and  resumed  his  duties  as  district 
engineer  of  Canadian  Westinghouse  Company  at  Calgary. 
In  1920  he  was  transferred  to  Montreal,  also  as  district 
engineer,  a  position  which  he  held  at  the  time  of  his  death. 

Mr.  Palmer  joined  the  Institute  as  an  Associate  Member 
in  1923  and  he  became  a  Member  in  1940. 

Russell  Henry  Swingler,  s.e.i.c,  died  as  a  result  of  an 
accident  at  Ottawa  on  March  21st,  1942.  Born  at  Port 
Arthur,  Ont.,  on  June  4th,  1913,  he  received  his  primary 
education  at  the  local  technical  school.  In  1933  he  went  to 
Queen's  University  and  was  graduated  in  mechanical 
engineering  in  1937.  In  the  fall  of  the  same  year  he  joined 
the  Civil  Aviation  Branch  of  the  Department  of  Transport 
at  Ottawa  as  junior  engineer,  a  position  which  he  held  at 
the  time  of  his  death.  During  his  stay  in  Ottawa,  Mr. 
Swingler  had  been  active  in  the  Ottawa  Sea  Cadets  and  at 
the  time  of  his  death  he  was  commanding  officer. 

Mr.  Swingler  joined  the  Institute  as  a  Student  in  1937. 


News  of  the  Branches. 


BORDER  CITIES  BRANCH 


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


J.  B.  DOWLER,  M.E.I.C- 

W.  R.  Stickney,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  March  meeting  of  the  Border  Cities  Branch  was 
held  on  Friday,  the  20th  at  the  Prince  Edward  Hotel. 
The  guest  speaker,  who  was  introduced  by  J.  Clark  Keith, 
was  Warren  C.  Miller,  city  engineer  of  St.  Thomas  and 
recently  elected  president  of  the  Association  of  Profes- 
sional Engineers  of  the  Province  of  Ontario,  who  spoke  on 
the  subject  Engineering  and  Engineers. 

Mr.  Miller,  who  has  been  a  member  of  both  The  En- 
gineering Institute  of  Canada  and  the  Association  of  Pro- 
fessional Engineers  for  many  years  and  has  been  on  the 
council  of  both  bodies,  has  had  a  better  than  average  op- 
portunity of  appreciating  that  these  two  organizations  are 
not  competitive  but  complementary.  Each  has  its  own 
field  and  in  some  provinces  agreements  for  joint  member- 
ship have  been  reached.  Up  to  the  present  it  has  not  been 
possible  to  do  this  in  Ontario,  but  there  is  no  reason  why 
the  Institute  and  the  Association  should  not  work  together 
in  harmony  and  complete  co-operation. 

One  of  the  most  active  Association  committees  is  the 
Publicity  Committee.  Their  work  deals  with  publicity  of 
two  kinds:  publicizing  among  its  own  members  the  work 
of  the  Association,  and,  through  press  releases  publicizing 
the  work  and  position  of  the  engineer  insofar  as  his  work 
creates  news  that  reacts  to  his  professional  benefit. 

A  great  many  people,  including  a  minority  of  our  own 
profession,  have  a  very  narrow  idea  of  engineers  and  en- 
gineering. This  conception  seems  to  indicate  that  the  en- 
gineer is  only  a  technician — one  step  ahead  of  a  skilled 
mechanic — who  puts  into  operation  the  ideas  of  the  ex- 
ecutive. In  the  past  there  have  been  short-sighted  gradu- 


ates of  the  university  who  looked  on  it  as  a  glorified  trade 
school  and  went  out  into  industry  believing  they  were  in- 
deed technicians.  Such  men  do  not  see  any  value  in  pro- 
fessional organizations,  they  think  that  if  we  used  trade 
union  methods  we  would  get  further;  in  general  such  men 
do  not  advance  in  station  and  they  help  contribute  to  the 
fiction  that  lawyers,  financiers  and  business  men  are  the 
only  ones  from  whose  numbers  executives  are  selected. 
We  should  all  be  engaged  in  our  business  or  profession  for 
the  ultimate  purpose  of  making  some  contribution  towards 
improvement  in  our  way  of  life.  This  is  our  duty  as  mem- 
bers of  the  society  in  which  we  live,  and  we  are  only  able 
to  make  a  contribution  to  the  general  good  so  long  as  we 
think  and  act  as  one  member  of  a  great  social  fabric. 

Engineering  may  be  defined  as  "  a  system  of  logical 
reasoning  based  on  established  facts  with  a  definitely 
practical  application  to  the  effective  production  and  dis- 
tribution of  materials,  machines  and  structures."  This  is 
what  the  professional  economist  considers  his  field,  but 
there  is  a  distinction  based  in  the  four  words — "  Based  on 
Established  Facts."  Such  men  have  been  known  to  pro- 
duce erroneous  answers  to  industrial  problems  because 
they  did  not  start  from  established  facts. 

Now  in  order  to  evaluate  the  evidence  of  established 
facts,  sometimes  to  establish  those  facts  themselves,  and 
in  order  to  reason  logically  from  those  facts,  an  intimate 
knowledge  of  the  forces  of  nature  is  essential.  Facts  are 
elusive  things  and  evidence  is  often  conflicting,  so  a  knowl- 
edge of  natural  law  helps  us  when  we  are  sorting  out  the 
facts  from  the  guesses  and  opinions.  An  engineer,  however, 


THE  ENGINEERING  JOURNAL     May,  1942 


325 


must  not  be  misled  by  assuming  that  because  he  works 
with  facts  his  work  is  an  exact  science.  He  must  keep  in 
mind  that  his  profession,  while  based  on  established  fact, 
is  engaged  always  in  the  solution  of  problems  that  involve 
human  judgment  and  all  his  computations  must  be  cor- 
rected by  the  human  coefficient. 

The  engineer  must  realize,  if  he  has  a  conception  of  the 
very  fundamentals  of  his  profession,  that  he  is  first,  last 
and  always  an  economist,  with  his  feet  firmly  planted  on 
solid  ground,  the  ground  of  established  facts.  What  then 
does  the  engineer,  whether  in  training  or  practice,  owe  to 
society  and  how  shall  he  repay  to  society  the  great  part 
of  the  expense  of  his  education  that  his  fees  do  not  cover? 

The  engineer's  debt  may  be  considered  a  fourfold  obli- 
gation that  is  due  to  himself,  his  professional  colleagues, 
his  clients  and  society  generally.  He  must  prepare  himself 
by  observation,  application  and  continual  study  for  his 
life's  work.  If  he  is  to  be  able  to  exercise  that  sound  judg- 
ment that  should  characterize  the  engineer  he  must  have 
a  firm  grounding  in  the  essential  mathematics  and  prac- 
tical sciences  that  are  the  distinguishing  marks  of  the  en- 
gineer. He  must  not  only  know  how  but  why;  he  must 
never  cease  studying  to  keep  step  with  new  methods  and 
a  changing  technology.  He  should  keep  in  mind  at  all 
times  that  his  engineering  training  and  experience  can 
make  a  real  contribution  to  administration  and  manage- 
ment, but  if  he  expects  to  become  a  part  of  management 
he  must  not  only  know  engineering  as  it  is  applied  to  the 
problems  of  business,  but  he  will  have  to  have  in  addi- 
tion a  working  familiarity  with  the  function  of  all  other 
branch  departments,  and  to  understand  in  a  general  way 
what  they  contribute  to  the  enterprise  as  a  whole. 

Secondly  he  has  a  duty  to  his  professional  colleagues. 
They  have  made  it  possible  for  him  to  have  the  benefit 
of  their  experience  in  orderly  fashion.  He  owes  it  to  them 
to  practice  his  profession  in  accordance  with  the  golden 
rule  as  explained  to  him  in  the  code  of  ethics.  Gentlemen 
do  not  need  a  code  to  define  their  duty  but  codes  do  give 
the  public  a  knowledge  of  how  engineers  interpret  the 
golden  rule  in  their  relations  to  one  another.  The  code  of 
ethics  enables  the  young  engineer  to  see  how  his  older 
confreres  with  a  high  sense  of  ethical  values  act  in  a  given 
situation. 

He  has  another  obligation  to  his  fellow  engineers.  Just 
as  he  himself  in  his  education  has  profited  from  their  ex- 
perience in  the  text  books,  the  technical  press  and  in  the 
proceedings  of  technical  societies  so  he  in  his  turn  has  a 
duty  to  contribute  to  the  general  knowledge  by  a  similar 
presentation  of  papers  and  articles  on  work  in  which  he 
has  had  special  experience.  He  should  in  addition  contrib- 
ute to  the  intelligent  discussion  of  the  papers  of  his  fel- 
lows before  meetings  of  engineers,  and  make,  when  he  can, 
an  intelligent  contribution  to  the  matters  under  debate. 
Such  a  participation  in  proceedings  of  this  kind  are  among 
the  distinguishing  marks  of  the  professional  man.  When 
two  men  each  have  a  dollar  and  exchange  them  they  still 
have  a  dollar  each.  However,  if  each  has  an  idea  and 
they  exchange  them  then  each  has  two  ideas. 

Finally,  the  engineer  has  a  duty  to  his  country.  This  he 
shares  with  all  citizens  but  the  country  that  has  given 
him  his  education  and  his  professional  preparation  has  a 
special  claim  on  his  services.  It  has  a  right  to  expect  that 
these  abilities  which  it  has  helped  to  cultivate  will  at  the 
proper  time  be  made  available  for  the  general  good.  It  is 
entitled  to  the  benefit  of  that  reasoned  and  orderly  con- 
sideration of  her  problems  that  can  so  well  be  given  by  the 
trained  and  orderly  mind  of  the  experienced  engineer.  He 
has  a  duty,  therefore,  to  unselfishly  offer  himself  for  ser- 
vice in  elective  public  office  so  far  as  his  daily  work  does 
not  seriously  conflict.  The  engineer  of  all  men  should  be 
the  last  to  complain  of  mediocrity  in  government  if  he  is 
not  making  his  training  available  for  the  solution  of  public 


questions.  Some  men  are,  by  nature  of  their  employment 
by  government  itself,  prevented  from  actively  engaging 
in  politics.  There  are  other  outlets  available,  boards  of 
trade,  chambers  of  commerce,  service  clubs,  church  or- 
ganizations. These  all  have  their  effect  on  public  opinion 
and  in  the  creating  of  public  opinion  through  these  medi- 
ums the  same  orderly  process  of  thought  and  reasoning 
that  characterize  his  daily  work  can  be  of  great  value. 

In  times  like  these  there  is  also  the  urge  to  enter  the 
armed  forces,  especially  among  the  undergraduates  and 
more  recent  graduates.  Both  the  Government  and  the  As- 
sociation of  Professional  Engineers  advise  completion  of 
courses  in  engineering  so  that  men  entering  industry  shall 
be  best  enabled  to  serve  it  and  through  it,  in  turn,  the 
country  it  serves.  Engineers  are  performing  a  very  essen- 
tial part  in  producing  the  tools  of  war,  in  building  facili- 
ties for  training  and  in  addition  constructing  those  works 
that  are  necessary  for  the  defensive  and  offensive  strategy 
of  our  armed  forces,  and  every  decision  they  make  should 
be  measured  up  in  the  light  of  its  most  effective  contribu- 
tion to  the  war  effort. 

If  the  engineer  is  then  to  persuade  his  employers  and  the 
public  generally  that  he  has  a  definite  contribution  to 
make  in  economic  public  decisions,  it  is  his  duty  in  some 
such  way  as  outlined  to  make  the  public  aware  that  he  is 
more  than  just  a  skilled  technician.  It  is  one  of  the  objects 
of  the  Association  to  encourage  a  professional  attitude 
and  to  this  end  the  speaker  referred  to  the  forthcoming 
report  of  the  Committee  on  Remuneration  of  Engineers, 
known  as  "  Job  Evaluation."  He  asked  that  engineers 
study  it,  criticize  it,  and  be  sure  to  send  in  their  criticisms 
so  that  weaknesses   of  the  idea  might  be  studied. 

In  conclusion  Mr.  Miller  invited  all  members  of  the  As- 
sociation to  visit  its  office  in  Toronto  and  bring  in  their 
ideas  and  reactions  to  the  activities  of  the  Association. 

After  a  period  of  discussion  a  vote  of  thanks  was  moved 
by  Mr.  T.  Jenkins  and  the  meeting  adjourned. 

HAMILTON  BRANCH 


A.  R.  Hannaford,  m.e.i.c. 
W.  E.  Brown,  Jr. e. i.e.     - 


Secretary-Treasurer 
Branch  News  Editor 


The  Annual  Student  and  Junior  Night  was  held  at  Mc- 
Master  University  on  Friday  March  20th.  1942.  There 
were  three  contestants  for  the  two  branch  prizes: 

Mr.  R.  J.  G.  Schofield,  jt.e.i.c,  on  Cotton  Yarn  Dye- 
ing. 

Mr.  Andrew  M.  Swan,  s.b.i.c,  on  The  Application  of 
Electric  Drive  to  Machine  Tools. 

Mr.  K.  R.  Knights,  S.E.I.C.,  on  A  History  of  Water 
Power  Developments  on  the  Saguenay  River. 

Mr.  Schofield  is  chemist  and  assistant  dyer  for  the  Can- 
adian Cottons  Limited,  Hamilton.  He  graduated  from 
McGill  University  in  chemical  engineering  in  1935. 

Mr.  Swan  is  with  the  Canadian  General  Electric  Com- 
pany, Hamilton.  He  graduated  from  the  University  of 
Manitoba,  in  electrical  engineering  in  1939. 

Mr.  Knights,  unfortunately,  was  unable  to  present  his 
own  paper  as  he  is  at  Chute-à-Caron.  The  paper  was 
read  by  the  secretary,  on  behalf  of  Mr.  Knights. 

After  the  chairman  had  outlined  the  object  of  this  an- 
nual affair,  Norman  Eager,  chairman  of  the  Papers  Com- 
mittee, introduced  the  speakers,  after  which  they  present- 
ed their  papers.  The  judges,  Dr.  A.  H.  Wingfield  and  W. 
J.  W.  Reid  will  report  in  time  for  the  next  meeting.  After 
the  papers,  our  guest  speaker,  Chancellor  G.  P.  Gilmour, 
m.a.,  b.d.;  gave  us  a  very  interesting  talk  on  Useful  and 
Useless  Learning  the  text  of  which   is  given  below. 

Col.  E.  G.  Mackay  introduced  the  chancellor,  and 
chairman,  S.  Shuppe  thanked  him. 

"  I  sometimes  envy  men  like  yourselves  who,  as  che- 
mical, electrical,  civil  or  mechanical  engineers,  are  devot- 
ed to  '  useful  learning.'    You  have  the  satisfaction  at  a 


326 


May,  1942     THE  ENGINEERING  JOURNAL 


year's  end  of  seeing  definite  and  sometimes  fairly  perman- 
ent results  of  your  labors;  and  you  can  so  harness  the 
forces  with  which  you  work  that  people  without  profes- 
sional accomplishments  can  use  them  or  direct  them  by 
pushing  buttons  here  and  there  or  throwing  a  lever  or 
reading  a  gauge.  There  is,  however,  a  double  disadvantage 
or  danger  in  this:  on  the  one  hand,  that  you  should  be- 
come insular  in  your  own  outlook  and  too  often  be  made 
the  tool  of  designing  men  who  work  in  the  realm  of  ideas  ; 
and  on  the  other,  that  the  people  who  use  your  tools  have 
no  outlook  at  all,  or  become  the  dupes  of  demagogues  and 
fanatics,  or  lose  their  moral  balance  through  sheer  bore- 
dom. 

There  is,  therefore,  much  to  be  said  for  '  useless  learn- 
ing,' to  which  I  have  devoted  myself  since  I  turned  from 
mathematics  and  physics  to  work  in  history  and  theology. 
Such  useless  learning  is  sometimes  regarded  with  contempt 
by  the  engineering  undergraduate;  and  when  in  maturer 
years  such  profesisonal  men  turn  to  an  intellectual  hobby 
or  strive  to  appreciate  the  fields  of  human  relations  or 
religious  findings,  they  too  often  pay  the  penalty  of  un- 
admitted ignorance  or  find  themselves  unable  to  move 
happily  in  the  fields  of  culture  or  religion.  Engineers,  for 
instance,  who  become  fascinated  by  certain  aspects  of  re- 
ligion, can  be  fanatically  certain  of  a  deterministic  view 
of  history,  as  though  God  were  ah  engineer  rather  than  a 
Father,  or  less  a  Father  than  a  remorseless  engineer.  But 
more  often  the  penalty  is  not  so  much  of  uninformed  cer- 
tainty in  a  foreign  field  as  it  is  the  lack  of  such  achieve- 
ments in  life  as  make  a  man  a  good  companion  (not  boon 
companion)  for  himself,  or  his  wife,  or  a  wise  father  to  his 
children,  or  a  sympathetic  director  of  those  whose  labour 
he  controls. 

Two  proverbs  need  criticism  because  they  express  only 
a  half-truth.  One  is  the  ancient  "  Let  every  man  be  faith- 
ful to  his  own  mystery,"  and  the  other  our  familiar,  "  Let 
the  cobbler  stick  to  his  last."  These  are  both  true,  but  they 
are  both  defective. 

"  Let  every  man  be  faithful  to  his  own  mystery  "  is 
a  saying  from  ancient  times,  when  different  "  mysteries  " 
competed  for  the  allegiance  of  the  serious,  and  offered 
ethical  principles  and  religious  promises  of  various  kinds. 
A  man  was  allowed  by  his  fellows,  even  expected  by  his 
fellows,  to  be  true  to  the  ideals  he  had  adopted,  even 
though  they  cut  him  off  from  life  here  and  there.  Of  course, 
many  men  diversified  their  risks  by  belonging  to  several 
"  mysteries."  But  the  word  mystery  is  also  applicable  to 
the  esoteric  learning  which  a  man  is  allowed  to  have  in  his 
guild  or  profession,  which  in  old  days  was  carefully  guard- 
ed. A  man  had  to  serve  his  apprenticeship  and  fulfil  his 
calling.  Life,  however,  demands  that  we  should  not  be  con- 
fined to  our  own  mystery,  monopolized  by  the  esoteric 
learning  by  which  we  earn  our  bread.  We  must  have  more 
catholic  interests  than  any  "  useful  learning  "  can  give. 

Similarly,  a  cobbler  who  sticks  too  closely  to  his  last 
is  in  the  end  not  the  best  cobbler.  To  use  the  pun  that 
Shakespeare  employs  in  Julius  Caesar,  he  is  a  mere  cob- 
bler or  dabbler,  having  no  harmony,  no  wholeness,  to  his 
life.  Many  a  specialist  loses  his  influence  and  effectiveness 
because  he  is  too  much  a  specialist. 

I  run  over  such  obvious  comments  not  solely  because 
my  own  training  has  taken  me  into  the  fields  of  culture 
and  religion,  and  not  solely  because  a  technical  expert 
may  be  ill-fitted  for  the  real  living  that  is  the  main  part 
of  life,  but  because,  as  I  mentioned  earlier,  the  devotee  of 
useful  learning  who  excludes  useless  learning  or  thinks 
he  has  mastered  it  when  he  has  only  misunderstood  it  may 
become  himself  the  slave  of  designing  men  of  ideas,  or 
may  be  unaware  of  how  terribly  he  stunts  the  growth  of 
his  underlings  if  he  is  content  to  see  them  pushing  but- 
tons and  caring  for  automatic  devices. 

Learning  may  become  the  slave  of  fanaticism,  as  is  very 


evident  now,  and  the  unlearned  may  become  the  slaves 
of  the  machines.  From  such  slavery  only  useless  learning 
can  deliver  us,  the  hunger  for  things  that  are  right  as  well 
as  for  things  that  are  measurable,  the  desire  for  cultivated 
imagination,  the  development  of  sympathy  and  charm,  the 
patient  inquiry  into  the  things  of  the  soul.  It  takes  more 
maturity  to  be  the  master  of  useless  things  than  of  useful. 
I  hope  that  the  connection  between  this  Institute  and 
this  University  may  keep  us  both  alive  to  the  place  of 
the  other,  that  we  may  be  grateful  for  what  the  engineer 
can  do  and  that  you  may  be  aware  of  those  vaster  re- 
sources of  the  mind  and  the  spirit  which  a  true  university 
exists  to  guard  and  to  convey.  This  is  a  field  in  which  noth- 
ing can  be  reduced  to  push-button  efficiency.  It  can 
never  be  "  worked  "  by  slaves.  It  demands  and  develops 
a  freedom  that  the  mechanical  world  cannot  give  and 
dares  not  ignore." 

On  March  31st,  the  branch  held  its  monthly  meeting  in 
the  auditorium  of  the  Delta  Collegiate  School.  Mr.  E. 
Arthur  Pinto,  of  Montreal,  addressed  the  branch  on  the 
subject  Essential  Air  Raid  Precautions.  Introduced  by 
Norman  Eager,  Mr.  Pinto  gave  a  most  valuable  address 
on  the  precautions  that  should  be  taken,  for  he  said,  "  even 
if  it  does  never  happen  to  us,  we  must  be  fully  ready  and 
organized  in  case  it  does  happen,  and  why  shouldn't  it?  " 
Lieut.-Col.  Robinson,  in  moving  a  vote  of  thanks  to  the 
speaker,  said  that  the  address  was  the  most  complete  and 
carefully  prepared  paper  he  had  ever  heard  on  this  im- 
portant subject. 

The  guests  of  the  branch  on  this  occasion  were,  the 
Hamilton  Civil  Guard,  the  Army  Trades  School  Officers 
and  Instructors,  the  Women's  Auxiliary  Defence  Corps, 
the  Auxiliary  Firemen  and  A.R.P.  Wardens  and  workers. 
Members  of  the  Hamilton  Board  of  Education,  who  kind- 
ly gave  the  free  use  of  the  hall,  were  also  present.  The  au- 
dience numbered  over  eleven  hundred  persons. 

First  and  second  prizes  were  presented  to  the  winners 
of  the  Students  and  Juniors  papers  competition  held  on 
March  20th.  They  were  Andrew  M.  Swan,  s.e.i.c,  for  his 
paper  "  The  Application  of  Electric  Drive  to  Machine 
Tools,"  and  R.  J.  G.  Schofield,  Jr.E.i.c,  for  his  paper  on 
"  Cotton  Yarn  Dyeing." 

Mr.  T.  S.  Glover,  the  Hamilton  representative  of  the 
Wartime  Bureau  of  Technical  Personnel  gave  a  short  out- 
line on  the  importance  of  this  work. 

The  executive  wishes  to  thank  the  members  for  the 
presence  of  so  many  lady  guests  of  the  branch  at  the 
meeting. 

LAKEHEAD  BRANCH  NEWS 

W.  C.  Byers,  Jr.E.i.c.     -    Secretary-Treasurer 
A.  L.  Pierce,  m.e.i.c.      -    Branch  News  Editor 

The  Annual  Dance  of  the  Lakehead  Branch  was  held 
on  Friday  February  13th  in  the  Norman  Room  of  the 
Royal  Edward  Hotel  in  Fort  William. 

The  ballroom  was  gaily  decorated  and  at  intermission 
a  midnight  supper  was  served.  There  were  seventy  cou- 
ples present,  several  of  whom  were  guests  which  added 
to  the  enjoyment  of  the  annual  ladies  night. 

The  patrons  and  patronesses  were:  Mr.  and  Mrs.  B.  A. 
Culpeper,  Mr.  and  Mrs.  J.  M.  Fleming,  and  Mr.  and  Mrs. 
S.  T.  McCavour.  

A  special  dinner  meeting  was  held  by  the  branch  in 
the  Prince  Arthur  Hotel  in  Port  Arthur  on  April  4th  at 
6:30  p.m.  to  welcome  the  president  of  the  Institute,  Dean 
C.  R.  Young. 

K.  M.  Cameron  of  Ottawa,  J.  L.  Lang  of  Sault  Ste. 
Marie,  and  R.  L.  Dobbin  of  Peterborough  accompanied 
the  president  on  his  visit. 

In  the  absence  of  the  chairman,  B.  A.  Culpeper,  the 


THE  ENGINEERING  JOURNAL     May,  1942 


327 


vice-chairman,  Miss  E.  M.  G.  McGill,  presided  at  the 
meeting. 

The  meeting  was  opened  with  the  singing  of  "  0  Cana- 
da "  and  grace  was  said  by  G.  R.  Duncan.  Following  the 
dinner  the  toast  to  the  King  was  given. 

The  chairman  called  on  K.  M.  Cameron,  who  spoke  on 
his  Institute  visits  to  the  Ontario  branches  and  of  his  re- 
newed friendships  with  the  Lakehead  Branch.  He  extend- 
ed an  invitation  to  the  members  to  visit  the  Ottawa 
Branch  when  in  that  city.  He  recommended  that  more  of 
the  young  engineers  should  try  for  the  John  Galbraith 
Prize. 

J.  L.  Lang  then  expressed  his  appreciation  at  being 
present  at  the  meeting  and  thought  that  the  work  of  the 
Institute  helped  a  great  deal  to  bring  about  a  better  unity 
through  Canada. 

R.  L.  Dobbin  spoke  amusingly  about  the  trip  from  the 
east  and  brought  greetings  from  the  Peterborough  Branch. 

R.  B.  Chandler  then  introduced  Dean  C.  R.  Young. 


LONDON  BRANCH 


H.  L.  Stead,  Jr.E.i.c. 

A.  L.  FURANNA,  Jr.E.I.C. 


Secretary-T 'reasurer 
Branch  News  Editor 


THE  PRESIDENT  VISITS  LAKEHEAD  BRANCH 

From  left  to  right:    R.  L.  Dobbin,    R.  B.  Chandler,    J.  L.  Lang, 
C.  R.  Young,  K.  M.  Cameron,  and  G.  H.  Burbidge. 

Dean  Young  gave  a  very  interesting  account  of  the 
work  of  the  Institute  since  its  founding  in  1887.  He  told 
of  the  contribution  engineers  are  making  to  the  war  effort 
in  all  branches  of  the  service.  The  international  relation- 
ships of  the  Institute  were  mentioned  and  the  close  co- 
operation with  United  States  engineering  societies. 

At  present,  he  said,  the  Institute  is  co-operating  with 
British  and  Polish  engineers  in  Canada  on  war  work. 
There  are  now  112  Polish  engineers  in  Canada. 

Dean  Young  mentioned  how  the  Institute  is  constantly 
making  efforts  on  the  behalf  of  young  engineers  to  enable 
them  to  get  placed. 

The  work  of  the  Wartime  Bureau  of  Technical  Person- 
nel was  reviewed.  Air  raid  precaution  was  another  phase 
of  the  Institute's  work  and  at  present  Professor  Webster 
of  England  will  hold  a  course  of  lectures  at  Toronto  com- 
mencing April  22nd  and  lasting  for  three  days.  A  com- 
mittee on  post  war  reconstruction  has  been  set  up  to  work 
with  a  committee  set  up  to  repatriate  men  returning  from 
the  war  and  to  place  them  in  employment. 

In  closing,  Dean  Young  stated  that  the  engineer  should 
give  service  and  show  interest  in  his  work  rather  than  re- 
muneration and  that  professional  status  should  be  based 
on  trusteeship. 

S.  T.  McCavour  gave  a  vote  of  thanks  to  the  president 
and  the  visiting  speakers.  J.  Antonisen  seconded  the  vote 
of  thanks  and  expressed  his  appreciation. 

G.  R.  Duncan  and  W.  L.  Bird  expressed  their  apprecia- 
tion of  the  president's  visit  and  extended  the  goodwill  of 
the  Lakehead  Branch. 


At  its  regular  monthly  meeting  on  February  27th,  the 
London  Branch  had  as  its  guest  speaker  Mr.  Otto  Holden, 
m.e.i.c.  Mr.  Holden  is  the  chief  hydraulic  engineer  of  the 
Hydro-Electric  Power  Commission  of  Ontario.  His  sub- 
ject was  the  Madawaska  River  Development. 

The  speaker  began  his  talk  by  presenting  a  general 
picture  of  the  entire  Southern  Ontario  system.  This  com- 
prises three  co-operative  sub-systems  namely  the  Niagara, 
Georgian  Bay  and  Eastern  Ontario.  These  are  intercon- 
nected through  a  network  of  tie  lines  and  frequency 
changer  sets  which  permit  the  interchange  of  substantial 
blocks  of  power  between  systems.  Thus  the  diversity  in 
time  of  peak  loads,  fluctuating  load  requirements  and 
variations  in  power  supply  from  different  plants  may  be 
co-ordinated  to  the  common  good.  Besides,  if  the  ties  and 
frequency  changers  are  of  sufficient  capacity,  individual 
plant  reserves  become  available  to  the  whole  system  and 
thus  the  total  amount  of  plant  reserve  required  is  reduced. 

The  Madawaska  river  empties  into  the  Ottawa  river 
some  forty  miles  above  the  city  of  Ottawa,  with  its  head 
waters  composed  of  many  lakes  high  in  the  wooded  coun- 
try south  of  Pembroke.  These  lakes  provide  an  excellent 
natural  storage.  The  river  has  several  possible  develop- 
ment sites  with  a  total  capacity  of  approximately  100,000 
hp.  for  continuous  use  or  200,000  hp.  for  use  during  the 
winter  season  only.  The  first  of  these  developments,  which 
is  to  be  in  operation  in  July  of  this  year,  is  at  Barrett 
Chute  about  twenty-five  miles  southeast  of  Pembroke. 
This  plant  will  develop  56,000  hp.  in  two  28,000  hp.  units 
under  a  head  of  154  ft. 

A  dam  is  also  being  built  at  Bark  Lake,  sixty-seven 
miles  up  stream  from  Barrett  Chute,  in  order  to  control 
and  regulate  the  flow.  The  dam  will  provide  a  storage  of 
300,000  acre-ft.  of  water. 

It  is  proposed  to  use  this  plant  as  an  auxiliary  of  the 
Niagara  system  in  that  the  plant  is  to  be  operated  only 
during  the  winter  season  when  the  flow  available  to  the 
Niagara  system  is  reduced.  The  possible  use  of  the  plant 
in  this  way  is  another  strong  point  in  favour  of  all  electri- 
cal developments  being  under  one  control  so  that  all 
plants  may  be  used  to  the  greatest  advantage  of  the  entire 
system. 

To  illustrate  his  narrative  Mr.  Holden  showed  many 
slides  and  moving  pictures  of  the  development  sites  and 
the  Barrett  Chute  plant  in  the  various  stages  of  its  con- 
struction thus  far. 

Mr.  Holden  was  introduced  to  the  meeting  by  Mr.  E. 
V.  Buchanan  and  was  thanked  for  his  interesting  and 
instructive  address  by  Mr.  W.  G.  Ure. 


On  March  18th,  Mr.  Geo.  A.  McCubbin,  m.e.i.c,  O.L.S., 
drainage  consulting  engineer  of  Chatham,  Ont.  addressed 
the  branch  on  The  Drainage  System  of  Kent  County. 

He  has  had  a  long  career  as  a  civil  engineer  and  for  many 
years  has  specialized  in  drainage  problems. 

In  his  address  Mr.  McCubbin  showed  how  the  work  of  a 
drainage  engineer  not  only  involves  the  technical  problems 
of  hydraulics  but  also  the  complicated  workings  of  the 
drainage  laws.  The  speaker  stated  and  discussed  the  two 
fundamental  drainage  laws,  firstly  the  Ditches  and  Water- 
courses Act  which  applies  to  all  small  drains,  and  second- 
ly the  Municipal  Drainage  Act  applying  to  all  large  drain- 
age projects.  The  latter  requires  a  petition  to  Council  and 
a  majority  "vote.  Mr.  McCubbins  chose  several  cases  from 
his  practice  to  illustrate  the  engineering  principles  involv- 
ed and  the  effects  the  above  laws  had  upon  the  individuals, 
roads  and  railways  concerned.  These  cases  were  described 
with  the  use  of  slides  showing  the  location  and  other  fea- 
tures of  the  drainage  work. 


328 


May,  1942    THE  ENGINEERING  JOURNAL 


Also  through  the  medium  of  his  hobby,  photography, 
Mr.  McCubbin  achieved  a  very  pleasing  and  personal 
contact  between  the  engineers  present  and  those  engineers 
and  lawyers  who  are  responsible  for  the  drainage  practice 
and  laws  as  they  are  to-day.  These  slides  were  part  of  a 
prized  possession  containing  the  photographs  of  all  the 
members  of  the  Ontario  Land  Surveyors'  Association. 

The  keen  interest  aroused  by  the  speaker  was  evidenced 
by  the  large  number  of  questions  asked  by  those  present. 

Mr.  McCubbin  was  introduced  by  Mr.  W.  G.  Ure  of 
Woodstock,  and  a  vote  of  thanks  was  tendered  bv  Mr. 
W.  C.  Miller  of  St.  Thomas. 

MONCTON  BRANCH 

V.  C.  Blackett,  m.e.i.c.     -    Secretary-Teasurer 

Films  dealing  with  Photoelastic  Stress  Analysis  were 
shown  at  a  meeting  of  the  branch  held  on  March  24th.  H. 
J.  Crudge,  vice-chairman  of  the  branch,  presided.  C.  S.  G. 
Rogers  briefly  reviewed  the  subject  of  the  analysis  of 
stress  by  the  photoelastic  method  and  gave  a  running 
commentary  as  the  films  were  screened. 

A  discussion  followed,  and  some  doubts  were  expressed 
as  to  the  suitability  of  visual  methods  in  the  determina- 
tion of  stresses  in  structures  composed  of  two  or  more  ma- 
terials having  different  moduli  of  elasticity.  In  the  case 
of  reinforced  concrete,  the  problem  was  further  complicat- 
ed by  the  fact  that  tensile  stresses  are  arbitrarily  com- 
pelled to  follow  the  reinforcing  steel. 

With  regard  to  rivetted  joints,  it  was  also  pointed  out 
that  there  are  undoubtedly  local  stresses  set  up,  due  to 
imperfections  in  workmanship,  and  which  cannot  be  cal- 
culated. It  would  be  very  desirable  to  find  out  more  about 
these  freak  stresses  but  that  would  not  be  possible  using 
a  "  monolithic  "  model  of  material  such  as  bakélite. 

Attention  was  drawn  to  the  fact  that  the  use  of  scale 
models  and  proportionate  loads  does  not  always  accurate- 
ly disclose  conditions  in  the  full  size  structure.  The  Que- 
bec Bridge  was  cited  as  an  example. 

The  opinion  was  expressed  that  the  value  of  the  films 
would  be  enormously  increased  if  they  were  accompanied 
by  an  exact  statement  of  the  method  by  which  the  magni- 
tude of  a  stress  may  be  calculated,  and  the  type  (e.g.  ten- 
sile, compressive  or  sheer)  determined. 

A  vote  of  thanks  to  Professor  MacDonald  and  the  Uni- 
versity of  Manitoba,  for  the  loan  of  the  films;  to  Mr. 
Rogers  for  his  commentary,  and  to  the  Reid  Studio  for  the 
loan  of  a  projector,  was  moved  by  A.  S.  Gunn,  seconded 
by  G.  E.  Smith. 

MONTREAL  BRANCH 


Mr.  Goodwin,  who  was  resident  engineer  on  the  job, 
described  the  installation  work,  including  several  ingen- 
ious methods  devised  for  getting  the  job  done. 

Mr.  Moore  moved  the  vote  of  thanks  to  the  speakers. 


L.  A.  DUCHASTEL,  M.E.I.C. 


Secretary-Treasurer 


On  March  19th,  Mr.  John  T.  Farmer  and  Mr.  E.  A. 
Goodwin  of  the  Montreal  Engineering  Company,  Limited, 
presented  a  paper  entitled  The  Modernization  of  a 
Puerto  Rico  Electric  Generating  Station. 

The  Montreal  Engineering  Company,  Limited,  manage 
a  number  of  public  utilities  in  Central  and  South  Amer- 
ica, one  of  which  is  the  Puerto  Rico  Railway,  Light  and 
Power  Company.  The  speakers  described  their  work  in 
the  remodelling  of  this  company's  Santurce  steam  gener- 
ating station. 

Mr.  Farmer  gave  design  figures  on  the  boilers,  turbines, 
condensers,  pumps  and  other  equipment  in  use  at  the 
plant.  Latest  design  high  pressure  oil-fired  boilers  and 
modern  turbines  have  been  installed  in  the  expansion  pro- 
gramme, which  has  during  the  last  six  years  increased 
installed  generating  capacitv  from  3000  kw.  to  6000, 
11,000,  18,500  and  finally  26,000  kw.  in  1942.  Part  of  this 
increase  has  been  necessitated  by  the  expansion  of  United 
States  army  and  airforce  bases  in  Puerto  Rico. 


On  March  26th,  Mr.  Samuel  G.  Hibben  addressed  the 
branch  on  the  subject  of  Blackouts  and  Protective 
Lighting.     Mr.  Percy  Varley  was  chairman. 

The  speaker  is  director  of  applied  lighting,  Lamp  Div- 
ision, Westinghouse  Electric  and  Manufacturing  Com- 
pany. New  applications  of  lighting  have  been  his  con- 
stant specialty  and  he  has  been  responsible  for  many  in- 
novations, particularly  in  the  field  of  airport  illumination 
and  floodlighting. 

Mr.  Hibben  is  in  close  touch  with  the  defence  services 
on  requirements  for  blackout  protection,  and  was  able, 
during  the  discussion,  to  offer  numerous  practical  sug- 
gestions in  regard  to  protection  of  important  industrial 
plants.  Mr.  Hibben  is  a  representative  of  the  Illumin- 
ating Engineering  Society  on  the  United  States  National 
Civil  Protection  Committee. 

The  eastern  portion  of  our  continent  is  especially  vul- 
nerable to  bombing,  and  token  raids  on  military  objec- 
tives are  considered  a  real  possibility  during  this  year.  An 
examination  of  the  globe  to  indicate  shortest  routes,  shows 
that  Montreal  is  actually  closer  to  German-held  bases  in 
Norway  than  is  Washington.  Since  it  is  expected  that 
these  raids  will  be  intermittent  and  of  short  duration,  the 
blackout  problem  is  different  to  that  in  London  where 
long  alert  periods  are  the  rule  when  heavy  raids  are  in 
progress  there. 

The  maximum  light  concentration  for  good  blackout  is 
about  0.0002  ft.  candles  and  compares  with  the  English 
blackout  street  lighting.  It  requires  time  to  become  ac- 
customed to  such  dim  light  and  it  is  not  practical  for  the 
short  alerts  which  we  expect  in  this  hemisphere.      , 

The  British  have  found  total  continual  blackout  to 
result  in  a  high  proportion  of  street  accidents.  Our  cue 
from  their  experience  would  be  to  have  lights  on  full  until 
the  alert  is  sounded  and  then  to  have  total  blackout  for 
the  period  of  the  actual  raid. 

We  are  chiefly  concerned  with  preventing  the  enemy 
from  locating  important  military  objectives,  and  this  re- 
quires blackout  co-ordination  over  whole  provinces  or 
states. 

The  speaker  gave  various  suggestions  for  blackout  and 
ARP  work: 

(a)  In  the  dark  the  eye  becomes  better  able  to  see  blue 
sources  than  yellow  and  red.  Therefore  blue  should  be 
avoided.  Similarly  it  is  unnecessary  to  repaint  a  red  roof 
on  a  barn. 

(b)  Blackout  paint  on  windows  is  not  very  useful. 
Loose  curtains  are  more  desirable.  Open  windows  are 
necessary  to  equalize  pressure  after  bomb  explosions. 

(c)  Shiny  tops  of  cars  parked  near  a  plant,  flat  roofs 
and  wet  roofs  give  away  a  location  to  the  pilot.  So  do 
traffic  signs  on  wet  streets.  On  wet  nights  such  signs  must 
be  turned  off  during  a  raid. 

(d)  Fluorescent  and  luminescent  paints  are  very  useful 
for  making  signs  which  become  quickly  changed  and  can 
in  some  cases  continue  to  glow  for  a  number  of  hours. 
Numerous  examples  were  shown  by  Mr.  Hibben. 

(e)  Various  types  of  emergency  lamps  were  demon- 
strated. They  are  not  officially  approved  yet  and  the  use 
of  any  one  requires  judgment. 

Members  of  the  Illuminating  Engineering  Society,  Gov- 
ernment and  ARP  officials  were  present.  All  appreciated 
Mr.  Hibben's  timely  and  interesting  discussion  of  this 
subject. 


THE  ENGINEERING  JOURNAL     May,  1942 


329 


NIAGARA  PENINSULA  BRANCH 


J.  H.  Ings,  m.e.i.c. 
C.  G.  Cline,  m.e.i.c. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


The  Niagara  Peninsula  Branch  held  a  joint  dinner 
meeting  with  the  Buffalo  Section  of  the  American  Society 
of  Civil  Engineers  on  March  19th  at  the  Mather  Arms, 
Fort  Erie,  Ont.,  with  an  attendance  of  70.  W.  T.  Huber, 
a.s.c.e.,  and  A.  L.  McPhail,  m.e.i.c,  acted  as  co-chairman. 
Mr.  W.  R.  Manock,  past  councillor,  welcomed  the  mem- 
bers of  the  Buffalo  section  and  expressed  the  hope  that 
such  joint  meetings  might  be  held  more  frequently.  Mr. 
N.  Stone  introduced  the  speaker,  Mr.  W.  T.  Niederlander, 
vice-president  of  the  John  W.  Cowper  Co.,  Buffalo,  who 
gave  an  interesting  paper  on  Cantonment  Construction 
at  Pine  Camp,  New  York.  Col.  R.  E.  Smythe  introduced 
Major  Frank  Milligan,  district  engineer  officer,  Military 
District  No.  2,  who  opened  the  discussion  on  the  paper 
with  references  to  conditions  at  Canadian  military  camps. 
Col.  Geo.  W.  Miniss,  of  Buffalo,  showed  some  interesting 
pictures  of  camp  life  on  the  Mexican  border  25  years 
ago.  Mr.  W.  Jackson  proposed  a  vote  of  thanks  to  the 
speakers. 

OTTAWA  BRANCH 


A.  A.  SwiNNERTON,  M.E.I.C. 

R.  C.  Purser,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


At  the  noon  luncheon  Thursday,  March  26,  at  the 
Chateau  Laurier,  members  of  the  Ottawa  Branch  were 
treated  to  a  screening  of  a  remarkable  film  covering  all 
phases  of  the  construction  of  the  Portland-Montreal  Oil 
Pipe  Line,  which  was  completed  and  delivered  its  first 
drop  of  oil  to  the  Canadian  metropolitan  city  on 
November  16,  1941. 

Paul  Lebel,  asphalt  technologist  for  the  Imperial  Oil 
Company  of  Canada,  Limited,  who  was  camera  man  for 
the  documentary  film,  contributed  a  few  explanatory  re- 
marks. The  building  of  the  line  took  142  days  and  was 
completed  one  month  ahead  of  schedule.  The  line  cost 
$10,000,000,  utilized  35,000  tons  of  steel  tubing,  and  ex- 
tends over  a  distance  of  236  miles. 

The  members  were  shown  all  forms  of  mechanical  ap- 
paratus in  actual  use  in  the  coloured  sound  film.  Mr. 
Lebel  was  heartily  congratulated  on  achieving  a  photo- 
graphic work  of  art  as  well  as  for  recording  in  fine 
sequence  the  engineering  problems  involved  and  the 
methods  utilized  for  their  solution. 

In  the  absence  of  the  chairman,  N.  B.  MacRostie.  the 
speaker  was  introduced  and  thanked  by  T.  A.  McElhan- 
ney,  immediate  past  chairman  of  the  branch. 


At  the  noon  luncheon  on  April  9,  W.  R.  Campbell,  city 
traffic  manager  for  the  Trans-Canada  Airways  at  Ottawa, 
gave  an  address  on  air  transportation,  accompanied  by 
a  technicolour  sound  film,  Skyway  Across  Canada. 
Norman  M.  MacRostie,  chairman  of  the  Ottawa  Branch, 
presided. 

Referring  to  the  extensive  changes  in  air  transportation 
brought  about  by  the  war,  the  speaker  said  that  fully 
80  per  cent  of  the  passengers  now  carried  by  the  T.C.A. 
planes  on  their  regular  schedules  are  connected  with  the 
war.  The  extension  of  services  to  Newfoundland  by  May 
1st  was  announced. 

The  meeting  was  also  addressed  by  Captain  John 
Riddell,  3rd  Field  Company,  Royal  Canadian  Engineers, 
who  asked  the  support  of  the  members  in  recruiting  men 
for  the  reserve  forces.  "  We  can  no  longer  take  a  man 
off  the  street,  put  a  rifle  in  his  hands  and  in  a  few  days 
have  a  soldier.  To-day  we  have  to  give  the  man  an  even 
break  against  the  highly-trained  enemy,"  he  said. 


ST.  MAURICE  VALLEY  BRANCH 

C.  G.  de  Tonnancour,  s.E.i.c.     -    Secretary-Treasurer 

Over  four  hundred  residents  of  Three  Rivers,  Grand'- 
Mère,  and  Shawinigan  Falls  were  guests  of  the  St. 
Maurice  Valley  Branch  in  the  auditorium  of  the  High 
School  on  Friday  evening,  March  20th,  to  see  the  re- 
cently completed  film  of  the  La  Tuque  power  develop- 
ment From  Rapids  to  Electricity  and  hear  Guy  Rinfret, 
the  resident  engineer  during  construction  of  the  project, 
give  a  most  interesting  talk  and  vivid  picture  of  the  vast 
undertaking. 

Dr.  A.  H.  Heatley,  chairman  of  the  branch,  presided 
at  the  meeting  and  expressed  the  appreciation  of  the 
members  to  the  Shawinigan  Water  and  Power  Company 
for  loaning  them  the  film  for  the  occasion. 

In  addition  to  the  film  there  were  on  view  a  handsome 
oil  painting  of  the  development,  four  water-colour  draw- 
ings of  the  landscaping  of  the  property  in  the  vicinity  of 
the  power  house  and  a  number  of  enlarged  photographs  of 
the  work  in  its  different  stages. 

Both  the  film  and  photographs  were  outstanding  and 
well  worth  seeing  and  the  La  Tuque  development  was 
a  revelation  to  many  of  the  guests. 

During  the  showing  of  the  film  a  local  orchestra  rend- 
ered a  number  of  popular  selections  and  when  the  film 
had  been  shown  Mr.  Rinfret  kindly  answered  a  number 
of  questions  asked  by  the  audience.  Following  the  pro- 
gramme the  guests  were  served  coffee,  sandwiches  and 
cakes  by  the  wives  of  members  of  the  Institute. 

The  film  was  shown  on  Friday  afternoon  to  the  High 
School  pupils  and  again  on  Saturday  evening  when  the 
public  was  invited. 

The  speaker  was  introduced  by  M.  Eaton  and  thanked 
by  H.  G.  Timmins  of  Grand'Mère. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  Jr.E.i.c. 

X.  ('.  C'OWIE,  Jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  third  general  meeting  for  the  year  1942  was  held  in 
the  Grill  Room  of  the  Windsor  Hotel  on  April  2nd.  On 
this  occasion  the  branch  had  as  its  guests  the  president  of 
the  Institute,  Dean  C.  R.  Young  of  Toronto,  and  Vice- 
President  K.  M.  Cameron  of  Ottawa.  The  branch  also 
had  as  guests  for  the  evening  Judge  J.  K.  MacDonald, 
W.  C.  Franz  and  C.  McCaffery  of  Sault  Ste.  Marie. 

Before  the  forty-three  members  and  guests  sat  down 
to  dinner,  they  met  informally  in  the  Grill  Room  where 
the  majority  had  an  opportunity  to  meet  the  president 
and  vice-president. 

Mr.  J.  L.  Lang  a  member  of  the  branch  and  a  vice- 
president  of  the  Institute  introduced  the  speakers,  the 
first  being  Mr.  Cameron,  who  pleaded  for  active  support 
of  the  Institute  as  he  felt  that  engineers  would  need  an 
organization  to  represent  them  after  the  war.  He  also 
asked  the  branch  to  organize  a  meeting  in  a  district  out- 
side the  Sault.  Mr.  Cameron  then  invited  any  member 
who  might  be  in  Ottawa  to  visit  the  branch  there  and  he 
was  sure  that  branches  in  other  cities  would  welcome 
visitors. 

In  his  opening  remarks,  Dean  Young  expressed  the 
regret  of  the  general  secretary,  Mr.  L.  Austin  Wright,  who 
was  unable  to  be  present.  Trie  president  told  his  audience 
that  there  were  now  5,500  members  of  the  Engineering 
Institute.  He  spoke  of  the  early  history  of  engineering 
societies,  the  first,  the  Engineering  Society  of  Britain  was 
organized  about  1770.  It  was  very  exclusive  as  it  had 
only  seven  members.  The  latest  developments  of  The  En- 
gineering Institute  of  Canada  were  the  co-operative 
agreements  with  the  Professional  Societies  of  Engineers 
and  the  establishment  of  certain  new  committees,  such  as 


330 


May,  1942     THE  ENGINEERING  JOURNAL 


the  Committee  for  the  Training  and  Welfare  of  the 
Young  Engineer. 

The  president  announced  that  Professor  Webster  of 
England  would  give  a  series  of  lectures  on  Air  Raid  Pre- 
cautions for  industries.  The  course  would  be  given  in 
Toronto. 

There  were  large  numbers  of  engineers  serving  in  the 
armed  forces  in  Canada  and  overseas.  The  president  said 
one  of  the  qualities  of  an  engineer  was  his  adaptability 
in  adjusting  himself  to  different  situations.  In  dealing 
with  the  war  situation  the  president  said  that  there  were 
eight  to  ten  times  the  mechanical  equipment  of  the  last 
war,  and  a  division  controls  one  hundred  and  nineteen 
times  the  horse  power.  The  mechanical  equipment  of  a 
division  was  equivalent  to  four  million  men.  A  soldier 
needs  eighteen  civilians  to  supply  him  with  the  necessities 
to  fight. 

After  the  war  the  restoration  of  democracy  would  be 
necessary  and  the  abolition  of  controls,  although  he  felt 
that  the  price  ceiling  control  would  stay  on  for  some  time. 

Canada  is  now  building  and  manufacturing  large  ships, 
armour  plate,  plastics,  instrument  glass  and  pre-fabricated 
buildings.  He  predicted  that  there  would  be  more  mech- 
anization of  agriculture  and  improvements  in  the  art  of 
welding,  great  reconstruction  of  houses,  slum  clearances, 
new  highway  construction,  both  urban  and  rural,  and 
railway  rehabilitation.  The  president  said,  however,  that 
we  must  win  the  war  first. 

Mr.  C.  Stenbol  thanked  the  speakers  on  behalf  of  those 
present  and  Chairman  L.  R.  Brown  gave  the  thanks  of 
the  branch. 

TORONTO  BRANCH 

S.  H.  de  Jong,  m.e.i.c.     -    Secretary-Treasurer 
D.  FoRGAisr,  m.e.i.c.    -    -    Branch  News  Editor 

On  February  19th,  the  Toronto  Branch  held  one  of  the 
most  interesting  meetings  of  the  current  season.  Mr. 
Forrest  Nagler,  chief  engineer,  Canadian  Allis-Chalmers, 
was  the  speaker  for  the  evening  and  was  introduced  by 
Mr.  Otto  Holden,  chief  hydraulic  engineer,  Hydro-Electric 
Power  Commission. 

Mr.  Nagler's  subject  Hydraulic  Misbehaviour  in 
Water  Power  Units  was  illustrated  with  very  interesting 
films  taken  of  actual  flows  in  a  transparent  model  draft 
tube.  The  disturbances  in  draft  tubes  and  their  results 


could  easily  be  seen  and  were  explained  by  the  speaker. 
In  his  preliminary  comments  Mr.  Nagler  made  some  very 
interesting  and  enlightening  remarks  about  the  natural 
resources  of  the  Great  Lakes  basin  and  their  relation  to 
any  world  war.  The  speaker  also  showed  how  natural  re- 
sources when  developed  will  draw  industry  to  them  as 
illustrated  in  the  case  of  Grand  Coulee  Dam.  They  had 
no  market  for  their  power  before  the  project  was  started, 
yet  the  generators  have  not  been  stopped  since  the  day 
they  started  on  test.  Mr.  Nagler  was  one  of  the  most 
interesting  speakers  we  have  had  for  a  long  time. 


On  March  2nd  the  branch  was  favoured  with  a  visit 
from  Lt.-Col.  W.  E.  Phillips.  Colonel  Phillips  repeated 
the  paper  which  attracted  so  much  interest  when  he  pre- 
sented it  at  the  Annual  Meeting  of  the  Institute  held  in 
Montreal  in  February  last,  on  The  Organization  and 
Work  of  Research  Enterprises,  Limited.  The  paper 
has  been  published  in  the  March  issue  of  the  Journal. 


Two  speakers  presented  papers  for  the  regular  branch 
meeting  on  Thursday,  March  9th,  held  in  Hart  House, 
University  of  Toronto.  These  were  Mr.  C.  F.  Publow, 
assistant  electrical  engineer,  and  Mr.  A.  E.  Davison, 
transmission  engineer,  both  of  the  Hydro  Electric  Power 
Commission  of  Ontario.  Mr.  Publow's  subject  was  Power 
Transformer  Station  Problems.  Mr.  Davison's  subject 
was  Transmission  Line  Problems,  both  of  which  were 
discussed  with  particular  reference  to  the  Burlington  220 
kv.  station  and  associated  lines. 

Both  speakers  have  had  a  wide  and  long  experience  in 
the  electrical  engineering  field,  and  have  made  many  con- 
tributions to  engineering  publications.  Their  addresses, 
which  were  illustrated  by  lantern  slides,  were  of  special 
interest  not  only  to  electrical  engineers,  but  to  those  in 
other  branches  of  the  profession.  In  addition,  Mr.  Davison 
presented  an  exceptionally  attractive  and  beautifully 
coloured  movie  entitled  "  Spanning  the  Miles  "  which 
dealt  with  the  construction  of  the  220,000-volt  steel  tower 
transmission  lines. 

Mr.  H.  E.  Brandon's  reminiscences  in  his  introduction 
of  the  speakers  were  much  appreciated  by  the  large  audi- 
ence and  the  thanks  of  the  gathering  were  presented  by 
Mr.  W.  E.  Bonn. 


SAVE  FOR  VICTORY 

If  you  do  not  keep  your  Journals  do  not  burn  or  destroy 
them.  Give  them  to  a  salvage  organization.  They  are 
needed  for  victory. 


THE  ENGINEERING  JOURNAL     May,  1942 


331 


Library  Notes 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of    New    Books    and    Publications 


AMERICAN  STANDARD 
DEFINITIONS  OF  ELECTRICAL  TERMS,  C42 

A  new  American  Standard  known  as  Definitions  of  Electrical  Terms, 
C42,  sponsored  by  the  American  Institute  of  Electrical  Engineers,  is 
now  ready  for  general  distribution.  The  issue  of  this  volume  of  elec- 
trical definitions  as  an  American  Standard  should  mark  an  epoch  in 
the  literature  of  the  electrical  art  in  America,  as  it  is  the  first  time 
the  definitions  of  the  important  terms  common  to  all  branches  of  the 
art  as  well  as  those  specifically  related  to  each  of  the  various  branches 
have  been  assembled  and  printed  under  one  cover. 

This  glossary  is  the  result  of  more  than  twelve  years'  work  of  a 
sectional  committee  of  46  members  having  18  subcommittees  drawn 
from  available  specialists.  More  than  300  individuals  have  given 
material  assistance  and  many  others  have  assisted  in  specific  instances. 
The  34  organizations  represented  on  this  sectional  committee  include 
the  national  engineering,  scientific  and  professional  societies,  trade 
associations,  government  departments  and  miscellaneous  groups. 

The  story  of  the  origin  of  this  work  is  as  follows: 

The  International  Electrotechnical  Commission  in  1910  appointed 
a  committee  on  Nomenclature,  for  the  purpose  of  drafting  an  inter- 
national list  of  terms  and  definitions.  As  standardization,  both  national 
and  international,  was  at  that  time  very  much  in  its  infancy,  the  work 
progressed  very  slowly  for  some  years. 

The  first  work  of  the  IEC  Advisory  Committee  on  Nomenclature, 
under  the  chairmanship  of  the  late  Dr.  C.  O.  Mailloux,  consisted  of 
making  an  exhaustive  study  of  all  the  recognized  systems  for  classi- 
fication and  numbering  of  terms  in  a  technical  glossary.  The  system 
employed  in  the  new  American  Standard  is  that  adopted  at  the 
Bellagio  meeting  of  1927  and  employed  in  the  international  vocabulary 
of  some  1,860  terms  issued  in  1938.  Its  adoption  was  based  on  the 
belief  that  it  permits  the  greatest  possible  latitude  for  interpolation 
of  terms  necessitated  by  future  developments  without  requiring 
change  in  established  group  and  term  arrangements  and  numbering. 

For  some  time  before  the  1927  meeting  of  the  IEC  the  U.S.  National 
Committee  IEC  had  been  working  toward  the  organization  of  a  com- 
mittee for  the  formulation  of  an  American  vocabulary,  recognizing 
that  the  international  list  would  inevitably  cover  but  a  fraction  of 
the  terms  required  for  a  serviceable  American  vocabulary. 

The  American  Standards  Association  approved  the  initiation  of  the 
work  in  1928  on  the  recommendation  of  the  Standards  Committee 
of  the  American  Institute  of  Electrical  Engineers,  the  scope  being 
outlined  as  follows: 

"Definitions  of  technical  terms  used  in  electrical  engineering, 

including  correlation  of  definitions  and  terms  in  existing  stand- 

dards." 

Under  this  authorization,  the  Sectional  Committee  on  Definitions 


of  Electrical  Terms,  C42,  was  organized  during  the  same  year,  under 
the  sponsorship  of  the  AIEE  and  chairmanship  of  Dr.  A.  E.  Kennelly. 
In  1932  the  first  report  was  printed,  and  3,000  copies  were  distributed 
for  comment  and  criticism.  In  1937  the  second  general  revision  was 
compiled  and  distributed.  Early  in  1940,  C.  H.  Sanderson  was 
appointed  chairman  (vacated  in  1938  by  the  death  of  Dr.  Kennelly) 
and  the  final  preparation  of  the  work  for  approval  and  publication 
as  an  American  Standard  was  brought  to  a  close  in  the  spring  of  1941. 

The  primary  aim  in  the  formulation  of  the  definitions  has  been  to 
express  for  each  term  the  meaning  which  is  generally  associated  with 
it  in  electrical  engineering  in  America.  The  definitions  have  been 
generalized  wherever  practicable  to  avoid  precluding  the  various 
specific  interpretations  which  may  be  attached  to  a  term  in  particular 
applications.  It  has  been  recognized  that  brief,  simplified  phrasing 
usually  presents  the  clearer  word  picture.  Amplifying  notes  accompany 
certain  definitions  when  the  added  information  is  particularly  helpful, 
but  those  notes  are  not  a  legitimate  part  of  the  standard  phrasing. 
Words  used  in  the  definitions  have  been  employed  in  the  accepted 
meaning  as  given  in  the  recognized  dictionaries,  unless  they  have 
been  defined  specifically  in  this  glossary.  Specialized  definitions  for 
common  words  have  been  discouraged. 

Prior  to  the  inception  of  this  work  the  definitions  to  be  found  in 
the  literature  of  the  electrical  art  were  comparatively  few,  were  very 
widely  scattered  and  their  formulation  as  to  substance  and  expression 
was  generally  the  work  of  individuals  or  small  groups.  Many  of  these 
had  gained  some  measure  of  approval  in  that  branch  of  the  art 
responsible  for  their  formulation,  but  were  practically  unknown  else- 
where. Some  groups  of  general  terms  had  long  been  the  subject  of 
much  controversy.  The  engineer  or  scientist  or  student  who  wished 
to  have  ready  access  to  the  definitions  actually  existing  in  printed 
form  was  faced  with  the  necessity  of  assembling  a  sizable  library. 
Moreover,  in  some  cases  he  then  had  to  choose  between  two  or  more 
definitions  of  the  same  term. 

This  new  American  Standard  has  unified  and  perfected  the  existing 
groups  of  definitions  and  has  rounded  out  these  groups  and  added 
many  new  groups.  Its  coverage  is  more  than  three  times  that  of  this 
field  in  any  other  language.  It  should  prove  of  great  value  to  the 
general  public  as  well  as  to  scientists  and  engineers  for  it  is  an  extension 
of  the  function  of  the  recognized  dictionaries  into  specialized  fields 
not  hitherto  covered. 

The  "Definitions"  hook  is  a  handsome  sturdy  volume  of  some  300 
pages,  8  x  11  inches;  high  quality  paper  and  printing;  dark  blue 
fabrikoid  binding,  gold  lettering,  thoroughly  indexed.  Price  is  $1.00 
net  each  in  U.S.A.  to  all  on  single  copies  or  in  quantity.  $1.25  outside 
U.S.A.  Make  checks  or  money  orders  payable  to  AIEE.  Address 
AIEE  Headquarters,  33  West  39th  St.,  New  York,  N.Y. 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 

Canadian  Trade  Index  1942: 

Canadian  Manufacturers'  Association 
Inc.,  Toronto.  6}/2  x  10  in.  $6.00. 

Elastic  Energy  Theory: 

2nd.  ed.  J.  A.  Van  Den  Brock.  N.Y.,  John 
Wiley  and  Sons,  Inc.,  1942.  6  x  9\i  in. 

$4.50. 

The  Airplane  and  Its  Components: 

William  R.  Sears.  N.Y.,  John  Wiley  and 
Sons,  Inc.,  1942.  Galcit  Aeronautical 
Series.  6  x  9\i  in.  $1.25. 

Scientists  Face  the  World  of  1942: 

Essays  by  Karl  T.  Compton,  Robert  W. 
Trullinger  and  Vannenar  Bush.  N.J., 
Rutgers  University  Press,  1942.  6  x  9%  in- 

$1.25. 

Canada  Moves  North: 

Richard  Finnic.  Toronto,  Macmillan  Co., 
c.  1942.  5%x9  in.  $4.00. 

Techni  Data: 

Handbook  on  Engineering,  Chemistry, 
Physics,  Mechanics  and  Mathematics  by 
Edward  Lupton  Page.  N.Y.,  Norman  W. 
Henley  Pub.  Co.,  1942.  5]/2  x  8}/2  in.  $1.00. 


Electric  Circuits  and  Machinery: 

Vol.  II  Alternating  Currents  by  Frederick 
W.  Hehre  and  George  T.  Harness.  N.Y., 
John  Wiley  and  Sons,  Inc.,  1942.  8x9  in. 

$6.00. 

Uniformity  in  Highway  Traffic  Control: 

William  Phelps  Eno.  Conn.,  Eno  Founda- 
tion for  Highway  Traffic  Control  Inc., 
1941.  5\i  x  l\iin.  $1.00. 

Canadian    Engineering    Standards   Asso- 
ciation: 

Standard    specification  for    Concrete   and 
Reinforced  Concrete,  2nd.  ed.   A 23-1 942. 
$1.00. 
Gage  Blanks: 

3rd.  ed.  Commercial  Standard  CS8-41 
(supersedes  CS8-33)  Washington,  U.S. 
Bureau  of  Standards,  1941-  15c. 

Australian  Standard: 

Engineering  drawing  practice  Australian 
standard  No.  CZ.  1-1941.  The  Institution 
of  Engineers,  Australia,  1941- 

PROCEEDINGS,  TRANSACTIONS 

American    Society    of   Mechanical    Engi- 
neers: 

Transactions  vol.  63,  1941- 

American    Institute    of   Electrical    Engi- 
neers: 

Transactions  vol.  60,  1941- 


REPORTS 

Canada — Department  of  Mines  and  Re- 
sources— Surveys  and  Engineering 
Branch: 

Arctic  and  Western  Hudson  Bay  Drain- 
age in  Alberta,  Manitoba  and  Saskat- 
chewan for  1935-37.  Ottawa,  1942.  $1.00 
{Water  resources  paper  No.  82). 

Quebec — Bureau  of  Mines: 

The  mining  industry  of  the  Provinct  of 
Quebec  in  1940. 

Quebec — Bureau  of  Mines — Geological 
Surveys: 

Matapedia  Lake  Area.  Geological  repoit 
No.  9. 

The      Engineering      Foundation: 

Annual  report  1940-41. 

Nova  Scotia  Power  Commission: 

Twenty  second  annual  report  for  the  period 
ended  November  SO,  1941. 

U.S.  Geological  Survey — Professional 
Papers: 

Geology  and  biology  of  North  Atlantic  deep- 
sea  cores:  pt.  3  Dialomaccae  pi.  40stracoda. 
Professional  paper  No.  196B  and  C. 

U.S.  Geological  Survey — Water  Supply 
Papers: 

Surface  water  supply  of  the  U.S.  in  1939; 


332 


May,  1942    THE  ENGINEERING  JOURNAL 


pt.  3  Ohio  river  basin;  pt.  5  Hudson  Bay 
and  Upper  Mississippi  river  basins;  pt. 
10  The  Gieat  Basin  (Nos.  873,  875,  880). 
Surface  water  supply  of  the  U.S.  1940;  pt. 
10  The  Great  Basin;  pt.  11  Pacific  slope 
basins  in  California;  pt.  12  Pacific  slope 
basins  in  Washington  and  Upper  Colum- 
bia river  basin;  pt.  13  Snake  river  basin; 
pt.  14  Pacific  slope  basins  in  Oregon  and 
lower  Columbia  river  basin;  (Nos.  900- 
904).  Water  levels  and  artesian  pressure  in 
observation  wells  in  the  U.S.  in  1940 
(No.  910). 

U.S.  Geological  Survey — Bulletins: 

Spirit  leveling  in  Texas;  pt.  4  North  cen- 
tral Texas  and  pt.  5  South  central  Texas 
1896-1938  (Nos.  88SD  and  E).  Nickel- 
gold  deposit  near  Mount  Vernon,  Skagit 
county,  Washington  (No.  93 ID). 

Quebec — Association  of  Architects: 

Register  1942. 

Institution  of  Structural  Engineers: 

Year  book  and  list  of  members  1940-41. 

Nova  Scotia — Association  of  Professional 
Engineers  : 

Engineering  profession  act  and  by-laws; 
amended  to  April,  1941. 

Alberta  —  Association      of      Professional 
Engineers  : 

Engineering  profession  act,  by-laws  and 
code  of  ethics;  amended  to  date. 

Bell  Telephone  System — Technical  Pub- 
lications: 

Contiibution  of  statistics  to  the  science  of 
engineering;  Theory  of  antennas  of  ar- 
bitrary size  and  shape;  The  thermal  expan- 
sion of  pure  metals,  copper,  gold,  alumi- 
nium, nickel  and  iion;  A  visual  test  for 
calcium  in  lead;  The  reliability  of  holding 
time  measurements;  Television — the  scann- 
ing process;  Monographs  B-1319-1324- 

Bell  Telephone  Laboratories: 

The  mobilization  of  science  in  national 
defense  by  Frank  B.  Jewett.  February, 
1942. 

American  Institute  of  Consulting  Engi- 
neers: 

Constitution,  by-laws  and  list  of  members 
1942. 

loua  State  College — Bulletin: 

The  Structural  design  of  flexible  pipe  cul- 
verts. Bulletin  No.  153,  December,  1941. 

University   of  Illinois  —  Engineering   Ex- 
periment Station: 

A  study  of  the  collapsing  pressure  of  thin 
walled  cylinders;  Bulletin  No.  329.  The 
suitability  of  stabilized  soil  for  building 
construction;  Bulletin  No.  333.  Papers 
presented  at  the  28th  annual  conference  on 
highway  engineering  held  at  the  University 
of  Illinois,  March  5-7,  1941;  Circular 
No.  42. 

Port  of  New  York  Authority: 

21st  annual  report  1941. 

University    of  Minnesota  —  Engineering 
Experiment  Station: 

Predicting  dust  concentration;  Technical 
paper  No.  26. 

Canadian  General  Electric: 

Electrical  developments  for  1941. 

Buenos  Aires — Transport   Control   Com- 
mittee: 

New  principles  in  urban  transportation 
economy.  2nd  ed.  rev.  1941. 

Electrochemical  Society: 

Nickel  plating  magnesium  alloys;  New 
work  on  tin  plating  from  ammonium  stan- 
nous oxalate;  The  rate  of  film  formation  on 
metals;  The  rate  of  oxidation  of  copper  at 
room    temperature;    Some    unusual    over- 


voltage  phenomena;  Long  time  charge  and 
decay  phenomena;  Some  corrosion  char- 
acteristics of  high  purity  magnesium 
alloys;  Electrophoretic  dewatering  of  clay; 
Preprint  Nos.  81-6  to  13. 

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. 

AIR  PILOT  TRAINING 

By  B.A.  Shields.  McGraw-Hill  Book  Co. 
(Whittlesey  House),  New  York  and  Lon- 
don, 1942.  602  pp.,  Mus.,  diagrs.,  charts, 
maps,  tables,  9Y2  x  6  in.,  cloth,  $4.00. 
The  four  sections  of  this  book  cover  the 
essential   material   required  for  private  and 
commercial  pilots'  licenses.  They  deal  respec- 
tively with  aircraft  and  the  theory  of  flight, 
aircraft  engines,  meteorology,  and  air  navi- 
gation.  Elementary  principles  are  fully  ex- 
plained and  are  tied  in  with  their  applications 
to  appropriate  types  of  flight   problems  or 
procedures.   Previous  technical  education  is 
not  required. 

AIRCRAFT    HANDBOOK 

By  F.  H.  Colvin.  5  ed.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1942.  784  PP-, 
Mus.,  diagrs.,  charts,  tables,  8}/2  x  5x/2  in., 
lea.,  $5.00. 
The  new  edition  of  this  handbook  presents 
detailed  and  considerably  expanded  informa- 
tion about  all  types  of  airplane  engines,  pro- 
pellers, instruments,  and  other  equipment.  In 
order  to  provide  such  a  manual,  of  particular 
assistance  to  the  ground  mechanic,  previously 
included  material  on  flight  theory,  airplane 
design  and  construction,  etc.,  has  been  omit- 
ted. Inspection  and  maintenance  work  have 
been  emphasized. 

AIRCRAFT  LAYOUT  4ND  DETAIL 
DESIGN 

By  N .  H .  Anderson,  with  a  foreword  by 
C.  T.  Reid.  McGraw-Hill  Book  Co.,  New 
York  and  London,  1941.  306  pp.,  Mus., 
diagrs.,  charts,  tables,  9Y2  %  6  in.,  cloth, 
$3.00. 
The  three  main  objects  covered  in  this  text 
are  descriptive  geometry,  detail  design  and 
fitting  analysis.  Only  those  portions  of  descrip- 
tive geometry  that  have  common  application 
to  aircraft  structures  are  considered.  In  detail 
design,  fundamentals  are  emphasized  rather 
than  specific  shop  methods,  although  the  guid- 
ing principles  are  so  laid  out  that  any  part 
should  be  practicable  to  produce.  Sufficient 
stress  analysis  is  presented  for  an  intelligent 
determination    of   minimum    weight    for   re- 
quired strength. 

(The)    AIRPLANE  AND   ITS   COMPON- 
ENTS (Galcit  Aeronautical  Series) 

By  W.  R.  Sears.  John  Wiley  &  Sons,  New 

York;  Chapman  &  Hall,  London,  1942. 

75  pp.,  Mus.,  diagrs.,  charts,  tables,  9%  x  6 

in.,  cloth,  $1.25. 
A  condensed  general  survey  of  the  field  of 
airplane  design  is  presented  as  an  introduction 
for  students  and  workers  with  some  technical 
knowledge.  Airplane  types,  their  external  and 
internal  components,  aircraft  radio  and  instru- 
ments, engines  and  propellers  are  briefly  dis- 
cussed, with  emphasis  on  basic  engineering 
principles.  Characteristic  problems  are  pointed 
out  and  typical  solutions  indicated. 

AIRPLANE  METAL  WORK,  Vol.  4.  Air- 
plane Pneumatic  Riveting.  103  pp. 

AIRPLANE  METAL  WORK,  Vol.  5.  Air- 
plane Sheet  Metal  Repair.  94  pp. 

By  A.  M.  Robson.  D.  Van  Nostrand  Co., 
New  York,  1942.  Mus.,  blueprints,  diagrs., 
tables,  9l/2  x  7  in.,  paper,  $1.25  each. 


These  volumes  continue  a  series  intended 
for  mechanics  actively  engaged  in  the  aircraft 
industry  and  for  prospective  mechanics  in 
training.  Volume  4  contains  first  a  general 
discussion  of  work  habits  and  operations  re- 
lated to  riveting,  and  then  descriptions  of 
actual  jobs  occurring  in  pneumatic  riveting 
shop  practice.  Volume  5  presents  a  section 
of  related  trade  information  for  sheet  metal 
rapair  and,  as  before,  follows  with  detailed 
descriptions  of  actual  jobs  in  the  sheet  metal 
repair  shop.  There  are  also  in  each  volume 
full  lists  of  necessary  tools  and  miscellaneous 
equipment  and  tables  of  useful  data. 

CHEMICAL  ENGINEERING  FOR  PRO- 
DUCTION SUPERVISION.  (Chemical 

Engineering  Series.) 
By  D.  E.  Pierce.  McGraw-Hill  Book  Co., 
New   York  and  London,   1942.  232  pp., 
diagrs.,  charts,  tables,  9x/2  x  6  in.,  cloth, 

$2.50. 

A  simple  explanation  is  given  of  the  funda- 
mental chemical  engineering  principles  upon 
which  the  successful  operation  of  plant  equip- 
ment depends.  The  book  presents  those  basic 
principles  of  chemistry,  physics  and  thermody- 
namics most  useful  to  the  operating  man,  to- 
gether with  their  application  to  five  unit  oper- 
ations: heat  transfer,  evaporation,  distillation, 
drying,  and  flow  of  fluids. 

CHEMICAL     ENGINEERING     PLANT 
DESIGN.     (Chemical     Engineering 

Series) 

By  F.  C.   Vilbrandt.  2  ed.  McGraw-Hill 

Book  Co.,  New  York  and  London,  1942. 

452    pp.,    diagrs.,    charts,    tables,    maps, 

9l/2  x  6  in.,  cloth,  $5.00. 
This  volume  analyzes  the  fundamental 
principles  and  factors  that  are  involved  in 
the  development  of  a  technically  and  eco- 
nomically efficient  plant  process  from  the 
laboratory  stage  through  the  pilot  plant  stages 
to  the  unit  of  commercial  size.  The  author 
discusses  such  topics  as  foundations,  drainage, 
piping,  pumps,  flow  diagrams,  equipment 
selection,  plant  layout,  and  power.  The  last 
two  chapters  deal  with  preconstruction  cost 
accounting  and  plant  location. 

ELASTIC  ENERGY  THEORY 

By  J.  A.  Van  den  Broek.  2  ed.  John  Wiley 
&  Sons,  New   York;  Chapman  &  Hall, 
London,   1942.   298  pp.,   diagrs.,   charts, 
tables,  9Y2x  6  in.,  cloth,  $4.50. 
The  theory  of  elastic  energy  as  an  instru- 
ment for  the  solution  of  problems  involving 
statically  indeterminate  structures  is  present- 
ed  as   a   text   for   an   elementary   course  in 
strength  of  materials.  The  graphical  summa- 
tion method  is  used,  because  of  its  more  gen- 
eral character  and  ease  of  application.  The 
book  is  designed  to  be  of  use  to  practical  en- 
gineers as  well  as  to  college  students. 

ENGINEERING  ECONOMIC  ANALYSIS 

By  C.  E.   Bullinger.   McGraw-Hill  Book 
Co.,  New  York  and  London,  1942.  359  pp., 
diagrs.,  charts,  tables,  9Yï  x  6  in.,  cloth, 
$3.50. 
The  chief  aim  of  this  tact  on  cost  analysis 
as  applied  to  engineering  projects  is  to  give 
students  an  understanding  of  the  economic 
factors  which  are  present  in  the  engineering 
process.  The  four  main  parts  of  the  book  deal 
respectively  with:  the  economy  analysis,  prob- 
able yield  on  the  investment;  the  intangible 
analysis,    consideration    of    human    relation- 
ships;   the    financial    analysis,    provision    of 
funds;  and  special  methods  and  applications. 

FLUORESCENT  CHEMICALS  and  Their 
Applications 

By  J.  De  Ment,  with  a  Special  Chapter 
on  Uultraviolet  Radiation  Sources,  by 
H.  C.  Dake.  Chemical  Publishing  Co., 
Brooklyn,  N.Y.,  1942.  240  pp.,  Mus., 
diagrs.,  charts,  tables,  9  x  5Yi  in.,  cloth, 
$4.25. 
The  general  foundations  of  luminescence 
having  been  discussed  in  a  previous  book,  the 


THE  ENGINEERING  JOURNAL     May,  1942 


333 


chief  concern  of  the  present  work  is  the  fluor- 
escent chemicals  and  their  uses  in  the  indus- 
tries, arts  and  sciences.  There  is  a  brief  dis- 
cussion of  fundamentals,  and  the  basis  for 
fluorescence  analysis  is  presented.  Nearly 
3,000  chemicals  are  listed,  including  a  .number 
which  are  comparatively  rare.  There  is  also 
a  special  chapter  on  sources  of  ultraviolet 
radiation. 

GAGES  AND  THEIR  USE  IN 
INSPECTION 

By  F.  H.  Colvin.  McGraw-Hill  Book  Co., 

New   York  and  London,   191$.   15?  pp., 

Mus.,  diagrs.,  charts,  tables,  7x/2  %  5  in., 

cloth,  $1.50. 

A  complete  introduction  to  the  use  of  gages, 

this  book  is  especially  valuable  for  those  who 

wish  to  become  inspectors.  It  points  out  why 

gages  are  made,  describes  all  types,  and  shows 

plainly  how  they  are  used  in  a  variety  of 

work.  Tolerances,  limits  and  allowances  are 

covered,  with  discussion  of  the  proper  use  of 

these  terms. 

Great  Britain,  Department  of  Scientific 
and  industrial  Research 

INDEX  TO  THE  LITERATURE  OF  FOOD 
INVESTIGATION,  Vol.  13,  No.  2, 
Sept.,  1941 

Compiled  by  A.   E.   Glennie  and  others. 
His  Majesty's  Stationery  Office,  London, 
1941-  155  pp.,  tables,  9]A  x  6  in.,  paper, 
(obtainable  from  British  Library  of  Infor- 
mation, SO  Rockefeller  Plaza,  New  York,) 
êl. 35. 
This  publication  provides  abstracts  of  the 
literature  of  the  food  industry  as  it  appears 
in  periodicals.  All  phases  of  the  subject  are 
covered,  including  such  problems  of  engineer- 
ing  as    temperature   and   humidity   control, 
transportation  methods,  insulation,  refrigera- 
tion and  air  conditioning.  There  is  an  author 
index. 

Great  Britain,  Department  of  Scientific 
and  Industrial  Research,  BUILDING 
RESEARCH 

WARTIME   BUILDING    BULLETIN    No. 

19.  Economy  of  Timber  in  Building 

His  Majesty's  Stationery  Office,  London, 
19^2.  16  pp.,  diagrs.,  tables,  11  x  8V2  in., 
paper,  (obtainable  from  British  Library  of 
Information,  SO   Rockefeller  Plaza,  New 
York),  30c. 
This  bulletin  discusses  ways  in  which  fur- 
ther economy  can  be  achieved  in  the  use  of 
timber  in  building.  Recommendations  for  the 
guidance    of    designers,    manufacturers    and 
contractors   are  set  out   with  several  detail 
sketches  illustrating  particular  points. 

Great    Britain,    Mines    Department. 

SAFETY  IN  MINES  RESEARCH 
BOARD,  Nineteenth  Annual  Report, 
1940 

His  Majesty's  Stationery  Office,  London, 
I94.2.  36  pp.,  Mus.,  tables,  charts,  9%  x  6 
in.,  paper,  (obtainable  from  British  Library 
of  Information,  30  Rockefeller  Plaza,  New 
York),  50c. 
The  report  summarizes  the  results  of  re- 
searches in  progress  during  the  year.  Among 
matters  discussed  are:  incombustible  dust  for 
prevention  of  coal-dust  explosions;  rapid  an- 
alysis   of    mine   dusts;    firedamp   explosions; 
flameproof  electrical  machinery;  properties  of 
timber,  steel  and  concrete  mine  props;  de- 
terioration of  wire  ropes. 

HEATING,  VENTILATING,  AIR  CON- 
DITIONING GUIDE  1942,  Vol.  20 

American  Society  of  Heating  and  Ventil- 
ating Engineers,  51   Madison  Ave.,  New 
York,    I942.    1,160    pp.,    Mus.,    diagrs., 
charts,  tables,  9x/i  x  6  in.,  cloth,  $5.00. 
The  new  edition  of  this  valuable  reference 

work  follows  the  pattern  of  preceding  ones. 

Section  one  presents  the  essential   technical 


334 


data  for  heating,  ventilating  and  air  condi- 
tioning. This  section  has  been  thoroughly  re- 
vised and  largely  rewritten  to  include  recent 
information.  Section  two  contains  catalogue 
data  by  many  manufacturers  of  equipment. 
Section  three  is  the  membership  list  of  the 
Society. 

HYDRAULICS 

By  G.  E.  Russell.  5  ed.  Henry  Holt  &  Co., 
New  York,  1942.  468  pp.,  Mus.,  diagrs., 
charts,  tables,  9Yi  x  6  in.,  cloth,  $4-25. 
The  fundamental  principles  of  hydraulics 
are  presented  in  a  clear,  logical  manner  for 
students  and  for  use  as  a  reference  book  by 
engineers.  Although  the  text  is  devoted  mainly 
to  hydraulics,  the  flow  of  other  liquids  and  of 
compressible  fluids  is  briefly  discussed.  The 
basic  text  material  has  been  completely  re- 
vised for  the  first  time  since  1925,  and  the 
chapters  on  hydraulic  turbines  and  centrifugal 
pumps,  added  in  the  previous  edition,  have 
been  brought  up  to  date. 

INDUSTRIAL  ACCOUNTING 

By  S.  W.  Specthrie.  Prentice-Hall,  Inc., 
New  York,  1942.  243  pp.,  charts,  tables, 
9V2x6  in.,  cloth,  $3.75. 
This  volume  is  intended  as  a  text  for  engi- 
neers,   engineering    students    and    industrial 
administrators  who  wish  to  gain  an  under- 
standing of  the  processes  and  executive  uses 
of  industrial  accounting.  The  early  chapters 
present  basic  accounting  principles  and  book- 
keeping procedures.    This  is   followed   by  a 
course  in   the   theory   and   practice   of   cost 
accounting.  Finally,  the  executive  use  of  ac- 
counting data  is  discussed. 

INDUSTRIAL  CHEMISTRY  OF  COL- 
LOIDAL AND  AMORPHOUS 
MATERIALS 

By  W.  K.  Lewis,  L.  Squires  and  G.  Brough- 

ton.  The  Macmillan  Co.,  New  York,  1942. 

540    pp.,    Mus.,    diagrs.,    charts,    tables, 

9%  x  6  in.,  cloth,  $5.50. 
The  introductory  chapters  of  this  text  are 
intended  to  present  basic  material  on  the  sub- 
ject of  colloids,  with  emphasis  on  those  phases 
which  are  now  or  likely  to  be  of  major  im- 
portance in  industry.  Succeeding  chapters 
demonstrate  the  relation  of  these  principles  to 
various  fields  and  their  application  in  the 
development  of  processes  in  the  glass,  paper, 
rayon,  leather,  rubber,  ceramic,  textile,  paint 
and  synthetic  industries.  A  brief  bibliography 
accompanies  each  chapter. 

INDUSTRIAL  ELECTRICITY,  Part  2. 
(Electrical  Engineering  Texts) 

By  C.  L.  Dawes.  2  ed.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1942.  523  pp., 
Mus.,  diagrs.,  charts,  tables,  8V2  x  5]/%  in., 
cloth,  $2.75. 
The  primary  object  of  this  text  is  to  develop 
in  a  simple  manner  the  principles  of  alternating 
currents  and  alternating-current  circuits,  and 
to  show  their  applications  to  electrical  machin- 
ery, rectifiers,  electron  tubes,  etc.,  and  also 
to  power  transmission.  The  book  has  under- 
gone  extensive    revision    throughout,    major 
changes  being  the  inclusion  of  a  new  chapter 
on  rectifiers  and  the  omission  of  the  previous 
brief  chapters  on   illumination   and  interior 
wiring. 

INDUSTRIAL  SUPERVISION,  CON- 
TROLS. (Pennsylvania  State  College, 
Industrial  Series).  267  pp. 

INDUSTRIAL  SUPERVISION,  ORGAN- 
IZATION. (Pennsylvania  State  Col- 
lege, Industrial  Series).  283  pp. 

By  V.  G.  Schaefer,  W.  Wisaler  and  others. 

McGraw-Hill  Book  Co.,  New   York  and 

London,     1941-     Diagrs.,    charts,    tables, 

8x5  in.,  cloth,  $1.75  each. 
These  two  volumes  deal  with  the  problems 
of  the  foreman  in  industry. The  one  on  controls 
discusses  the  various  methods  of  control  by 
which  morale  and  safety  are  promoted,  and 
waste  and  turnover  are  lessened.  The  volume 


on  organization  considers  what  can  be  done 
with  the  worker  and  in  coordinating  workers 
with  jobs  in  order  to  increase  efficiency  in 
production. 

INDUSTRIAL    WASTE    TREATMENT 
PRACTICE 

By  E.  F.  Eldridge.  McGraw-Hill  Book  Co., 
New  York  and  London,  1942.  401  pp., 
Mus.,  diagrs.,  charts,  tables,  9l/i  x  6  in., 
cloth,  $5.00. 

Until  now,  the  available  information  on 
the  treatment  of  industrial  waste  has  been 
widely  scattered  and  badly  in  need  of  organ- 
ization. The  present  work  endeavors  to  do 
this,  on  the  basis  of  the  author's  experience 
and  the  literature.  The  general  principles  of 
waste  treatment  methods  and  equipment  are 
first  discussed,  after  which  specific  industries 
are  considered,  such  as  beet-sugar,  milk  pro- 
ducts, canning,  tanning,  pulp  and  paper  mak- 
ing, meat  packing,  oil  refining,  etc.,  Promi- 
nence is  given  to  the  design  of  structures  for 
full-scale  treatment. 

INTERPRETATION  OF  GEOLOGIC 
MAPS  AND  AERIAL  PHOTOGRAPHS 

By  A.  J.  Eardley.  Edwards  Brothers,  Ann 
Arbor,  Mich.,  1941.  99  pp.,  Mus.,  diagrs., 
charts,  maps,  tables,  9x6  in.,  paper,  $1.50. 
This  textbook,  based  upon  a  course  given 
in  the  University  of   Michigan,  provides  an 
undergraduate   course  in   the  interpretation 
of  geological  maps  and  aerial  photographs.  It 
aims  to  present  briefly  the  principles  of  map 
interpretation  by  means  of  realistic  illustra- 
tions with  short  explanations;  upon  that  study 
as  a  basis,  to  present  the  principles  of  geologic 
interpretation  of  aerial  photographs;  to  de- 
scribe the  use  of  such  photographs  in  field 
mapping. 

AN  INTRODUCTION  TO  HISTORICAL 
GEOLOGY,  with  Special  Reference 
to  North  America 

By  W.  J .  Miller.  5  ed.  D.  Van  Nostrand 
Co.,    New    York,    1942.    499   pp.,   Mus., 
diagrs.,  charts,  maps,  tables,  9l/2  x  6  in., 
cloth,  $8.50. 
Extensive  revision   has  again    modernized 
this   standard   text,    which   is   a   companion 
volume    to    the    author's    "Introduction    to 
Physical  Geology."  Beginning  with  a  general 
treatment    of    fundamentals     (fossils,     rock 
formations,  etc.)  the  author  proceeds  to  de- 
velop the  physical  history  and  corresponding 
life  of  the  successive  geological  divisions.  Of 
great  assistance  to  the  layman  or  student  are 
the    many    illustrations    and    the    appended 
"Outline   Classification   of   Plants   and   Ani- 
mals". 

INTRODUCTION  TO  MODERN 
PHYSICS 

By  F.  K.  Richlmyer  and  E.  H.  Kennard. 
3     ed.  McGraw-Hill  Book  Co.,  New  York 
and  London,  1942.  723  pp.,  Mus.,  diagrs., 
charts,  tables,  9%  x  6  in.,  cloth,  $5.00. 
This  work,  based  upon  a  series  of  lectures 
given  at  Cornell  University,  is  intended  to 
meet  the  needs  of  students  who  wish  a  survey 
of  the  origin,  development  and  present  status 
of  physics,  either  as  an  introduction  to  special- 
ized graduate  study  or  as  a  supplement  to 
the   usual    elementary  physics  courses.    The 
present    edition,   rewritten   after   the   death 
of  the  original  author,  has  been  considerably 
changed  in  order  to  conform  to  its  title,  note- 
worthy additions  being  the  chapters  on  the 
relativity  theory  and  cosmic  rays. 

MANUFACTURE  OF  SODA  with  Special 
Reference  to  the  Ammonia  Process. 
(American  Chemical  Society  Mono- 
graph Series  No.  65) 

By  Te-Pang  Hou.  2  ed.  rev.  and  enl. 
Reinhold  Publishing  Corp.,  New  York, 
1942.  590  pp.,  Mus.,  diagrs.,  charts,  tables, 
9]/2x6  in.,  cloth,  $9.50. 


May,  1942    THE  ENGINEERING  JOURNAL 


Based  mainly  upon  the  author's  own  experi- 
ence, this  monograph  presents  a  detailed 
practical  account  of  the  ammonia  soda  in- 
dustry. The  preparation  of  the  raw  materials, 
the  manufacture  of  sodium  bicarbonate  and 
caustic  soda,  and  the  recovery  of  by-products 
are  thoroughly  covered.  In  addition  to  the 
general  extensive  revision  in  this  edition,  there 
are  new  chapters  on  plant  equipment  and  on 
modifications  and  new  developments  in  the 
industry. 

MANUFACTURING  PROCESSES 

By  M.  L.  Begeman.  John  Wiley  &  Sons, 
New   York;  Chapman   &  Hall,   London, 
191)2.  579  pp.,  illus.,  diagrs.,  charts,  tables, 
9x6  in.,  cloth,  $4.50. 
This   book   includes   the  technical  funda- 
mentals   of    important    manufacturing    pro- 
cesses, engineering  materials  and  equipment 
used  in  processing  them.   It  is  intended  for 
use  by  engineering  students  to  supplement 
shop  laboratory  practice  or  as  a  text  where 
these  courses  are  omitted.  Foundry  practice, 
pattern  work,  metal  casting,  plastic  molding, 
heat  treatment  and   welding   are   discussed. 
Machine  tools  and  accessories  are  considered, 
and  their  applications  and  limitations  con- 
considered. 

MODERN  PLYWOOD 

By  T.  D.  Perry.  Pitman  Publishing  Corp., 
New  York  and  Chicago,  1942.  366  pp., 
illus.,  diagrs.,  charts,  tables,  9Y/i  x  6  in., 
cloth,  $4.50. 
All   phases   of   the   plywood   industry   are 
covered  in  this  comprehensive  work.  A  brief 
history  of  the  development  of  plywood  pre- 
cedes sections  dealing  with  the  advantages 
and  characteristics  of  modern  plywood  and 
the  adhesives  used  in  its  construction.  The 
manufacture  of  veneers  and  plywood  is  cov- 
ered in    detail,    and  industrial   uses  are  de- 
scribed.  Grading   rules,  a   glossary  of  trade 
terms  and  an  extensive  classified  bibliography 
are  also  included. 

MODERN  PULP  AND  PAPER  MAKING, 
a  Practical  Treatise 

By  G.  S.  Witham.  2  ed.  Reinhold  Publish- 
ing  Corp.,    New    York,    1942.    705   pp., 
illus.,  diagrs.,  charts,  tables,  9%  x  6  in., 
cloth,  $6.75. 
The  purpose  of  this  treatise  is  to  give  a 
general,  practical  account  of  the  equipment 
and  processes  used  in  American  pulp  and  paper 
plants.  The  new  edition  has  been  thoroughly 
revised  to  include  developments  since  the  first 
edition  appeared  in  1920,  and  the  material  has 
been  arranged  more  logically. 

THE  MODERN  STRIP  MILL 

Edited  by   T.  J.  Ess  and  J.   D.   Kelly. 
Association  of  Iron  and  Steel  Engineers, 
Empire  Bldg.,  Pittsburgh,  Pa.,  1941-  Two 
parts  bound  in  one.  Pt.  1,  858  pp.;  Pt.  2, 
127  pp.,  illus.,  diagrs.,  charts,  tables,  blue- 
prints, 12Yi  x  9  in.,  leather,  $15;  to  lib- 
raries $10;  outside  of  United  States  $20. 
This  important  volume,  based  upon  articles 
that  have  appeared  in  the  "Iron  and  Steel 
Engineer,"    provided    a    detailed,    complete 
review  of  the  development  of  the  continuous 
wide-strip  mill.  The  first  section  discusses  mill 
equipment,  unit  by  unit,  with  a  great  fund  of 
operating  data  for  each  group.  The  second 
section    contains    descriptions,    with    layout 
drawings,  of  the  twenty-eight  mills  now  oper- 
ating   in    the    United    States.    An    immense 
amount   of  information,   based  upon   actual 
operation,  is  supplied. 

OPERATION  OF  SEWAGE-TREATMENT 
PLANTS 

By  W.  A.  Hardenbergh.  International 
Textbook  Co.,  Scranton,  Pa.,  219  pp., 
illus.,  diagrs.,  charts,  tables,  7]/2  x  5  in., 
cloth,  $2.50. 


In  part  one  of  this  practical  text,  the  author 
discusses  general  considerations  of  sewage 
treatment  and  procedures  for  sewage  analysis. 
In  parts  two  and  three,  the  equipment  and 
processes  for  primary  and  secondary  treat- 
ment are  described  in  detail.  The  final  chapter 
presents  operating  data,  with  sample  report 
sheets,  for  a  trickling-filter  treatment  plant 
in  a  city  with  a  population  of  80,000. 

PILOTS'  AND  MECHANICS'  AIRCRAFT 
INSTRUMENT  MANUAL 

By  G.  C.  DeBaud.  Ronald  Press  Co., 
New  York,  1942.  490  pp.,  illus.,  diagrs., 
charts,  tables,  maps,  9x6  in.,  cloth,  $4-50. 

This  textbook  on  aircraft  instruments  is 
designed  to  meet  the  requirements  of  thor- 
ough, systematic  courses  in  technical  and 
aviation  schools,  and  the  needs  of  those  who 
wish  to  acquire  an  understanding  of  instru- 
ments without  an  instructor's  guidance.  The 
chapters  of  the  book  are  so  arranged  that  the 
user  will  progressively  understand  the  con- 
struction, purpose  and  necessity  of  the  instru- 
ment, likely  errors  with  their  remedies,  instal- 
lation and  maintenance.  There  is  also  a  brief 
outline  of  instrument  flying  training. 

PLASTICS  IN  ENGINEERING 
(Machine  Design  Series) 

By  J.  Delmonte.  2  ed.  Penton  Publishing 
Co.,  Cleveland,  Ohio,  1942.  601  pp.,  illus., 
diagrs.,  charts,  tables,  914  x  6  in.  cloth, 
$7.50. 

Intended  for  the  machine  designer  and 
manufacturer  rather  than  the  chemist,  this 
work  aims  to  present  the  data  needed  by  de- 
signers in  convenient  form  for  reference.  The 
opening  chapters  review  the  various  types  of 
plastics,  methods  of  compounding,  and  phys- 
ical and  chemical  properties.  Succeeding  chap- 
ters discuss  methods  of  molding,  uses  for 
bearings,  gears  and  other  machine  parts, 
engineering  applications,  fabrication  and 
finishing  of  plastic  parts,  etc.  The  revision 
in  the  new  edition  has  been  influenced  by 
the  increasing  need  of  substitutes  for  many 
strategic  metals. 

POSSIRLE  ALTERNATES  FOR  NICKEL, 
CHROMIUM  AND  CHROMIUM- 
NICKEL  CONSTRUCTIONAL  ALLO  Y 
STEELS  (Contributions  to  the  Metal- 
lurgy of  Steel,  No.  5) 

(Contributions  to  the  Metallurgy  of  Steel, 
No.  5.)  American  Iron  and  Steel  Institute, 
350  Fifth  Ave.,  New  York,  Jan.,  1942. 
148 pp.,  charts,  tables,  9x6 in.,  paper,  50c. 

This  timely  pamphlet  presents  four  new 
series  of  alloy  steels  designed  to  preserve  our 
reserves  of  strategic  metals,  especially  chro- 
mium and  nickel.  The  steels  developed  em- 
brace a  series  of  carbon-molybdenum,  man- 
ganese-molybdenum, low  chromium-molyb- 
denum and  low  nickel-chromium-molyb- 
denum steels.  Data  are  given  about  harden- 
ability  and  other  physical  properties. 

POWER  PLANT  ENGINEERING  AND 
DESIGN 

By  F.  T.  Morse,  2  ed.  D.  Van  Nostrand 
Co.,  New  York,  1942.  703  pp.,  illus., 
diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 
$6.50. 

The  aim  of  this  book  is  to  present  in  one 
volume  a  study  of  electric  generating  stations, 
including  public  service,  industrial  and  insti- 
tutional plants.  Attention  is  paid  to  both 
mechanical  and  electrical  features  and  to 
economic  factors.  Steam  plants  are  given  most 
attention,  but  hydroelectric  and  Diesel-engine 
plants  are  also  considered.  The  comprehensive 
nature  of  this  one-volume  text  has  been  at- 
tained by  assuming  a  basic  knowledge  of 
thermodynamics  and  mechanics  and  by  omit- 
ting minor  details  of  plant  equipment  and 
lavout. 


PRINCIPLES  OF  MECHANICS 

By  J.  L.  Synge  and  B.  A.  Griffith.  McGraw 
Hill  Book  Co.,  New  York  and  London, 
1942-  514  VV-,  diagrs.,  tables,  9%  x  6  in., 
cloth,  $4.50. 

This  textbook  in  theoretical  mechanics 
covers  the  usual  range  of  theory  and  applica- 
tions, up  to  and  including  an  introduction  to 
Lagrange's  Equations,  with  emphasis  on  gen- 
eral principles  and  underlying  philosophical 
ideas.  Vector  notation  and  the  complex  vari- 
able are  used  wherever  they  provide  the  most 
efficient  tools.  A  chapter  on  the  special  theory 
of  relativity  is  included. 

PRODUCTION  CONTROL 

By  L.   L.   Bethel,    W.   L.    Tann,    F.   S. 
Atwater  and  E.  E.  Rung.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1942. 
276  pp.,  illus.,  diagrs.,  charts,  tables,  9x/i 
x  6  in.,  cloth,  $2.75;  accompanying  Teach- 
ers'  Manual,   by  L.   L.   Bethel,   19  pp., 
8  x  5^2  in-,  paper,  10c. 
The  principles  and  procedures  for  planning 
and    controlling    industrial    production    are 
covered.  Broad  factors  of  production  manage- 
ment and  of  operation  control  are  also  includ- 
ed. Case  problems,  taken  from  current  indus- 
trial practices,  illustrate  the  applications  of 
principles.  Appendices  contain  a  portion  of 
the  written  standard  practice  of  an  actual 
company,   sample  production-control  forms, 
and  an  example  of  a  typical  job  order  pro- 
duction-control system. 

PRODUCTION  ENGINEERING 

By  E.  Buckingham.  John  Wiley  &  Sons, 
New  York;  Chapman  &  Hall,  London, 
1942.  268  pp.,  tables,  9x6 in.,  cloth,  $2.50. 

Under  three  main  headings — preparation 
for  production,  production  operation  and  con- 
trol, and  supporting  activities — the  author 
co-ordinates  the  information  presented  to  the 
production  engineering  student  in  his  various 
technical  courses.  He  points  out  the  relation- 
ship of  these  technical  details,  and  emphasizes 
the  importance  of  active  co-operation  among 
the  individuals  who  perform  the  separate 
functions  involved. 

(The)  RADIO  AMATEUR'S  HANDBOOK 
(Special  Defense  Edition) 

Published  by  the  American  Radio  Relay 
League,  West  Hartford,  Conn.,  1942.  288 
pp.,  illus.,  diagrs.,  charts,  tables,  9%  x  6}/% 
in.,  paper,  $1.00. 

In  this  special  edition  for  training  courses, 
the  nine  basic  theoretical  chapters  of  the 
standard  edition  are  retained  intact,  and  the 
constructional  chapters  have  been  condensed 
into  one  which  describes  representative  types 
of  radio  equipment.  The  section  on  measure- 
ments remains,  and  an  introductory  chapter 
covering  the  necessary  elementary  mathe- 
matics has  been  added.  The  material  on  the 
construction  of  amateur  equipment  and  the 
operation  of  amateur  stations  have  been 
omitted  completely. 

(The)  REFINERY  CATALOGUE 

A  Composite  Catalogue  of  Oil  Refinery 
Equipment,  including  Process  Handbook 
and  Engineering  Data;  published  by 
Refiner  and  Natural  Gasoline  Manufac- 
turer, Houston,  Texas,  1940.  9  ed.  529  pp., 
illus.,  diagrs.,  charts,  maps,  tables,  blue- 
prints, 12  x  8  in.,  cloth,  apply. 

The  Catalogue  presents  data  on  equipment 
for  oil  refineries  and  natural-gasoline  plants 
supplied  by  over  two  hundred  manufacturers. 
In  addition  the  book  contains  a  section  on 
processes,  which  contains  descriptions  and  flow 
sheets  for  many  important  processes  used  in 
refining  and  treating  petroleum  and  natural 
gasoline,  and  a  collection  of  tables  frequently 
wanted  in  refinery  operation. 

(Continued  on  page  837) 


THE  ENGINEERING  JOURNAL     May,  1942 


335 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


April  25th,  1942. 


FOR  ADMISSION 

DAVIS— ROBERT,  of  846  Broadview  Ave.,  Toronto,  Ont.  Born  at  Duntocher. 
Dumbartonshire,  Scotland,  Aug.  25th,  1894;  Educ:  Royal  Technical  College,  Glas- 
gow— 1913-17,  naval  arch'ture,  1919-21,  advanced  maths.,  1939,  struct'l.  design 
(2nd  year);  1911-17,  ap'ticeship  as  ship  dftsman.,  John  Brown  &  Co.,  Clydebank; 
1917-19,  dftsman.,  Royal  Naval  Air  Service;  1919-23,  ship  dftsman.,  John  Brown  & 
Co.;  1923-27,  struct'l.  dftsman  (Lachine),  1927-29,  checker  (Toronto),  1929-34, 
checker  (Lachine),  Dominion  Bridge  Co.  Ltd.;  1934-39,  checker,  Sir  Wm.  Arrol  & 
Co.,  Glasgow;  1939-42,  checker,  Dominion  Bridge  Co.  Ltd.,  at  present,  on  loan  as 
hull  engr.,  to  Wartime  Merchant  Shipping  Ltd. 

References:  D.  C.  Tennant,  G.  P.  Wilbur,  G.  J.  Price,  N.  Cageorge,  R.  H.  Irwin. 


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. 


HAILEY— ARTHUR  ROBERTS  TRAIL,  of  515  Bolivar  St.,  Peterborough,  Ont 
Born  at  Vancouver,  B.C.,  Nov.  15th,  1914;  Educ:  B.A.Sc,  Univ.  of  B.C.,  1941; 
1941  to  date,  testman,  Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough. 

References:  G.  R.  Langley,  W.  M.  Cruthers,  D.  V.  Canning,  W.  T.  Fanjoy,  J. 
Cameron. 


LAMBERT— NOEL  DUDLEY,  of  Ottawa,  Ont.  Born  at  Vancouver,  B.C.,  Dec. 
26th,  1896;  Educ:  B.Sc,  Univ.  of  B.C.,  1920;  R.P.E.  of  B.C.;  1921-23,  transitman; 
1923-26,  engr.,  field  supt.,  Pacific  Construction  Co.;  1926-27,  inspr.,  C.  D.  Howe  & 
Co.;  1927  to  date,  with  Northern  Construction  Co.  &  J.  W.  Stewart  Ltd.,  1927-29, 
engr.,  grain  elevators,  docks,  warehouses,  etc,  1929-30,  supt.,  1930-38,  gen.  supt., 
and  from  1938,  vice-president  and  gen.  mgr.  in  general  charge  of  works;  at  present, 
Director  of  Engineer  Services  (Army),  National  Defence  Headquarters,  Ottawa,  Ont. 

References:  J.  M.  R.  Fairbaim,  K.  M.  Cameron,  W.  Smaill,  J.  B.  Stirling,  H.  N. 
Macpherson. 


SLATER— JAMES,  of  Arvida,  Que.  Born  at  Sydney,  N.S.,  Dec.  27th,  1911; 
Educ:  Eight  terms  of  engrg.  study  at  Sydney  Technical  School;  1934-35,  rodman 
and  chainman,  1935-36,  instr'man.,  Dept.  of  Highways  of  N.S.  ;  1936-40,  surveys 
and  constrn.,  Dept.  of  Mines  &  Resources,  Cape  Breton  Highland  National  Park; 
1940-41,  Standard  Paving  Co.  (Maritimes)  Ltd.,  constrn.  engr.,  R.C.A.F.  Airport, 
Sydney,  N.S.  ;  1941,  Dept.  of  National  Defence,  senior  asst.  engr.,  R.C.A.F.,  Airport, 
Gander,  Nfld.;  at  present,  constrn.  engr.,  field  engr.,  Foundation  Company  of  Canada, 
Arvida,  Que. 

References:  J.  Wilson,  T.  S.  Mills,  W.  M.  B.  Musgrave,  W.  H.  Nixon. 


The   Council    will   consider   the   applications   herein   described   at 
the  June  meeting. 

L.  Austin  Wright,  General  Secretary. 


STEVEN— JAMES  HARRY  ALEXANDER,  of  112  St.  Paul  St.,  West  Kam 
loops,  B.C.  Born  at  Killin,  Perthshire,  Scotland,  June  15th,  1893;  R.P.E.  of  B.C. 
1912-13,  rodman,  1913-15,  instr'man  and  dftsman.,  Can.  Nor.  Pacific  Rly. 
1915-19,  overseas,  C.E.F.;  1919-20,  res.  engr.,  C.N.R.,  Kamloops-Kelowna  Branch 
1920-28,  asst.  engr.,  Dom.  Water  Power  &  Reclamation  Service,  Dom.  Govt.;  1930- 
34,  mining  recorder,  Dept.  of  Finance,  Govt,  of  B.C.;  1935-38,  private  practice,  gen. 
engrg.,  Cariboo  district;  1939  to  date,  locating  engr.,  survey  branch,  Dept.  of  Public 
Works,  Prov.  of  B.C.,  on  highway  location  projects. 

References:  W.  Ramsay,  W.  G.  Swan,  G.  P.  Stirrett,  H.  L.  Hayne,  H.  L.  Cairns. 


•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  wh»  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. 


FOR  TRANSFER   FROM  JUNIOR 

BENJAFIELD— PHILIP  GRANT,  of  36  Balsam  St.,  Copper  Cliff,  Ont.  Born  at 
London,  Ont.,  July  15th,  1907;  Educ:  B.Sc.  (Civil),  Queen's  Univ.,  1932;  1929 
(5  mos.),  rodman,  Mich.  Central  Rid.,  St.  Thomas;  1930-31-34  (summers),  dftsman., 
instr'man.,  checker,  Ont.  Dept.  of  Highways;  1934  to  date,  junior  engr.  and  instr'man., 
International  Nickel  Co.  Ltd.,  bldg.  constrn.  and  mtee.,  track  work,  etc.  (St.  1928, 
Jr.  1938). 

References:  C.  O.  Maddock,  W.  J.  Ripley,  J.  F.  Robertson,  F.  A.  Orange,  W.  C. 
Miller. 


MALBY— ARTHUR  LESLIE  ERNEST,  of  303  Rubidge  St.,  Peterborough,  Ont. 
Born  at  London,  England,  Aug.  5th,  1907;  Educ:  B.Sc.  (Elec.)  Univ.  of  Man., 
1934;  R.P.E.  of  Ont.;  1934-35,  test  course,  1935  to  date,  asst.  industrial  control  engr., 
Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont.  (Jr.  1930). 

References:  G.  R.  Langley,  D.  V.  Canning,  J.  Cameron,  R.  L.  Dobbin,  I.  F.  McRae 


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  recoginzed 
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. 


FOR  TRANSFER  FROM  STUDENT 

McCRADY— DONALD  CARMAN,  of  Peterborough,  Ont.  Born  at  Montreal, 
Que  ,  Dec  17th,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1936;  with  the  Can.  Gen. 
Elec.  Co.  Ltd.,  as  follows:  1936-38,  test  course,  1938-39,  commercial  dept.,  1939-41, 
sales  engr.,  and  at  present,  gen.  engrg.  dept.  (St.  1935). 

References:  D.  J.  Emery,  J.  Cameron,  W.  T.  Fanjoy,  G.  R.  Langley,  B.  Ottewell, 
H.  R.  Sills. 


McGREGOR— DOUGLAS  ROBERT,  of  Peterborough,  Ont.  Born  at  Sherbrooke, 
Que.,  May  2nd,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1935;  R.P.E.  of  Ontario; 
1935-36,  test,  dept.,  1936  to  date,  engrg.  dept.,  Can.  Gen.  Elec.  Co.  Ltd.  (St.  1933). 

References:  J.  Cameron,  R.  L.  Dobbin,  H.  R.  Sills,  D.  V.  Canning,  W.  T.  Fanjoy, 
B.  I.  Burgess,  I.  S.  Patterson. 


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. 


TAYLOR— CHARLES  GRAY,  of  112  William  St.,  Amprior,  Ont.  Born  at  Brae- 
side,  Ont.,  Jan.  31st,  1913;  Educ:  B.Sc.  (Civil),  Queen's  Univ.,  1940;  1936  (summer), 
Sylvanite  Gold  Mines,  Kirkland  Lake;  1938  (summer),  Long  Lac  Diversion,  H.E.P.C. 
of  Ont.;  1940-41,  instr'man.,  dftsman.,  etc,  Beatty  &  Beatty,  Pembroke,  Ont.; 
Jan.  1941  to  date,  instr'man.  in  charge  of  party,  right  of  way  and  property  dept., 
H.E.P.C.  of  Ontario.  (St.  1940). 

References:  A.  L.  Malcolm,  N.  Malloch,  N.  B.  MacRostie,  J.  B.  Baty,  R.  A.  Low. 


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. 


VATCHER— CHESLEY  HOLMES,  of  Toronto,  Ont.  Born  at  Freshwater,  NHd., 
June  6th,  1917;  B.A.Sc.  (Elec),  Univ.  of  Toronto,  1939;  summers— 1936-37,  Nfld. 
Airport  constrn.,  H.E.P.C.  of  Ontario;  1939-40,  demonstrator,  dept.  of  elec.  engrg., 
Univ.  of  Toronto;  1940-41,  sales  promotion,  Vancouver,  and  1941  to  date,  sales 
engr.,  Toronto,  Canadian  National  Carbon  Co.  Ltd.  (St.  1938). 

References:  H.  G.  Acres,  W.  A.  Duncan,  R.  K.  Northey,  E.  G.  Hewson,  J.  J. 
Spence. 


336 


May   1942    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. 

MECHANICAL  ENGINEER  with  machine  shop 
experience,  required  for  work  in  South  America  on 
important  war  contract.  Apply  to  Box  No.  2441-V. 

MECHANICAL  ENGINEER  preferred  with  exper- 
ience on  diesels  and  tractors,  for  work  in  Mackenzie, 
B.G.  Apply  to  Box  No.  2482-V. 

CHEMICAL  CONSULTING  ENGINEER  with  prac- 
tical experience  to  advise  on  efficient  management  of 
small  plant  manufacturing  pigments  and  dry  colours 
for  paint  and  rubber  production.  Apply  to  Box 
No.  2503-V. 

MECHANICAL  ENGINEER  with  experienceinpulp 
and  paper  industry  for  supervision  and  maintenance 
work  in  large  paper  mill.  Must  be  experienced  in 
machine  shop  work  and  the  handling  of  men.  Apply 
to  Box  No.  2522-V. 

EXPERIENCED  CIVIL  ENGINEER  to  act  as 
resident  engineer  on  huge  power  development.  Must 
have  had  five  to  ten  years  field  experience  on  heavy 
construction.  Apply  to  Box  No.  2535-V. 

ELECTRICAL  ENGINEER  for  testing  and  main- 
tenance of  system  relays,  short  circuit  studies  and 
preparation  of  wiring  diagrams.  Apply  to  Box  No. 
2536-V. 

MECHANICAL  DESIGNING  DRAUGHTSMAN  on 
premanent  moulds  and  die  casting  dies.  Apply  to 
Box  No.  2537-V. 

CIVIL  ENGINEER  with  actual  pile  driving  experience 
required  for  work  in  British  Guiana.  Apply  to  Box 
No.  2538-V. 

YOUNG  GRADUATE  ENGINEER  required  by 
machinery  supply  firm  located  in  Montreal.  Some 
selling  experience  preferred.  State  military  status. 
Apply  to  Box  No.  2539-V. 

ENGINEER  OFFICERS  WANTED 

Applications  are  invited  for  Commissions  in  the  Royal 
Canadian  Ordnance  Corps  for  service  both  overseas 
and  in  Canada  as  Ordnance  Mechanical  Engineers. 
Since  it  is  probable  that  several  new  units  will  be 
organized  in  the  near  future,  a  number  of  senior 
appointments  may  be  open,  and  applications  from 


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. 


engineers  with  a  good  background  of  military  ex- 
perience would  be  welcomed  in  this  connection. 
Applications  should  be  submitted  on  the  regular 
Royal  Canadian  Ordnance  Corps  application  forms, 
which  can  be  obtained  from  the  District  Ordnance 
Officers  of  the  respective  Military  Districts. 

SITUATIONS  WANTED 

INDUSTRIAL  PLANT  ENGINEER.  Age  47. 
M.E.I.C.,  wide  experience  general  plant  engineering, 
responsible  charge  maintenance,  production  efficien- 
cy, supervision,  layout  and  design,  alterations  and 
additions,  mechanical,  structural,  civil  engineering, 
material  handling.  Available  June  1st  in  compliance 
with  regulations  of  the  Wartime  Bureau  of  Technical 
Personnel.  Apply  to  Box  No.  1027 -W. 

ENGINEER  ADMINISTRATOR,  experienced  in 
public  utilities,  shipyard  construction,  airplane  con- 
struction, crane  construction,  general  mechanical 
engineering  and  inspection  work,  also  sales  promotion. 
Open  for  appointment.  Apply  to  Box  2429-W. 

GRADUATE  ENGINEER  in  Electrical  and  Mechani- 
cal Engineering,  me. i.e.,  and  r.p.e.,  electric  utility 
experience.  Age  30.  Married.  Transmission  line,  and 
distribution,  estimating,  design,  survey  and  con- 
struction threey  ears,  (  one  year  actingsuperintendent) , 
interior  light  and  power  wiring  design,  estimating 
and  supervision  one  year.  Electric  meters  (AC)  six 
months,  electric  utility  drafting  six  months,  founda- 
tion layouts  and  concrete  inspection  six  months. 
Steam  power  plant  operation  two  years.  Presently 
employed  but  desire  advancement.  Apply  to  Box 
No.  2430-W. 

DESIGNING  DRAUGHTSMAN.  M.E.I.C.  Age  47 
Married.     Location     immaterial.     Experienced     in 


estimates,  design,  layouts  and  details  of  industrial 
buildings.  Presently  employed  but  desirous  of  change 
with  prospects  of  advancement.  Apply  to  Box  No. 
2439-W. 


AN  APPEAL  ! 

One  of  our  members  who  has  just  returned  from 
overseas  reports  that  there  is  an  urgent  need  of 
surveying  instruments  in  the  Canadian  Corps  in 
England.  Some  organizations  have  already  sup- 
plied a  few  instruments  on  loan  but  many  more  are 
needed. 

Any  members  who  would  be  willing  to  loan  such 
instruments  to  our  fighting  forces  should  address 
them  to: 

THE  CHIEF  ENGINEER 

Headquarters  1st  Canadian  Corps 

Canadian  Army  Overseas 

The  need  is  mostly  for  transits  and  measuring 


WANTED 


Someone  to  back  up  my  chemical  engineering 
education.  Have  saved  eight  hundred  dollars  to 
start  on,  need  someone  to  help  from  there  on.  Age 
21,  army  (reserve)  discharge.  Good  references  for 
repayment  plus  interest,  plus  promise  to  loan  to 
another  student  as  you  have  to  me.  S.E.I.C.  Apply 
to  Box  No.  40. 


LIBRARY  NOTES 

{Continued  from  page  335) 

REINFORCED  CONCRETE,  Theory  and 
Design 

By  J.   E.   Kirkham.   Edwards   Brothers, 

Inc.,  Ann  Arbor,  Mich.,  1941.  428  pp., 

illus.,  diagrs.,  charts,  tables,  9]/2  x  6  in., 

cloth,  $3.75. 

Fundamental    principles    involved    in    the 

designing  of  reinforced  concrete  structures  are 

presented  in  a  simple,  practical  manner.  By 

the  direct  application  of  simple  mechanics  in 

terms    of   known    loads    and    strengths,    the 

author  provides  design  procedures  for  beams, 

slabs,  columns,  retaining  walls,  tanks,  bridges 

and  buildings.  The  book  is  intended  for  both 

students  and  practicing  engineers. 

SAFETY    SUPERVISION    (Pennsylvania 
State  College,  Industrial  Series) 

By  V.  G.  Schaefer.  McGraw-Hill  Book  Co., 
New  York  and  London,   1941.  352  pp., 
tables,  7l/2x5  in.,  cloth,  $2.50. 
The  purpose  of  this  book  is  to  discuss  the 
human  element  involved  in  the  problems  of 
the  supervisor  who  must  promote  the  safety 
of  the  workers  in  his  division.  It  presents  the 
duties,    responsibilities,    methods    and    tech- 
niques of  safety  supervision  as  elements  of 
personnel  management,  and  makes  no  attempt 
to  discuss  engineering  problems  of  safety  or 
the  making  of  accident  records  and  reports. 

(The)    SCIENCE   AND   PRACTICE  OF 
WELDING 

By  A.  C.  Davies.  The  Macmillan  Co.,  New 
York;  University  Press,  Cambridge,  Eng- 
land, 1941.  436  pp.,  illus.,  diagrs.,  charts, 
tables,  8x5  in.,  cloth,  $2.25. 
This  text  provides  a  concise,  yet  compre- 
hensive, account  of  the  basic  theoretical  prin- 
ciples   underlying    the    various    processes    of 
welding    and    of    the    practical    methods    of 
applying  them.  Both  gas  and  electric  methods 
are  covered,  and  there  are  chapters  on  gas 
cutting  and  on  inspection  and  testing. 


SCIENTISTS  FACE  THE  WORLD  OF  1942 

Essays  by  K.  T.  Compton,  R.  W.  Trul- 
linger  and   V.   Bush,  Rutgers   University 
Press,  New  Brunswick,  New  Jersey,  1942, 
80  pp.  tables,  9V2x6  in.,  cloth,  $1.25. 
The    three    essays    by    eminent    scientists 
which  are  contained  in  this  volume  present 
respectively;    an    integration    of   the    funda- 
mental  sciences   of   physics,    chemistry   and 
biology  as  they  are  applied  to  engineering  in 
a  time  of  national  emergency;  a  discussion  of 
the  philosophy  and  technique   of   biological 
engineering  as   applied   to   the   problems   of 
food,  health,  etc.;  and  a  description  of  the 
application  of  the  well-known   principles  of 
engineering   to   the   complex   phenomena   of 
the  farm.  Commentaries  are  appended. 

SHOP  THEORY,  revised  edition,  pre- 
pared by  the  Shop  Theory  Depart- 
ment, Henry  Ford  Trade  School, 
Dearborn,  Michigan 

McGraw-Hill  Book  Co.,   New   York  and 

London,    1942.    267   pp.,    illus.,    diagrs., 

tables,  11x9  in.,  paper,  $1.25. 

The  various  tools  and  machines  used  in  a 

machine  shop,  and  the  operations  which  can 

be  performed  by  them  are  described  in  detail. 

Heat  treatment,  abrasives  and  the  routing  of 

bench  tool  work  are  other  topics  covered.  The 

manual  is  profusely  illustrated,  and  problems 

and  review  questions  are  included  in  many  of 

the  chapters. 

SOLUBILITIES  OF  ORGANIC  COM- 
POUNDS, Vol.  2 

By  A.  Seidell.  3  ed.  D.  Van  Nostrand  Co., 
New  York,  1941,  926  pp.,  tables,  9l/2  x  6 
in.,  cloth,  $10.00. 
The  second  volume  of  this  edition  is  con- 
fined to  organic  compounds.  It  includes  the 
data  of  the  second  edition  and  supplement 
which   have   not   been   superseded,    together 
with  the  new  determinations  published  since 
1928.  The  work  is  the  most  complete  available 
and  will  be  welcomed  by  chemists. 

THIS  CHEMICAL  AGE,  the  Miracle  of 
Man-Made  Materials 


By.    W.   Haynes.  Alfred  A.  Knopf,  New 

York,  1942.  385  pp.,  illus.,  charts,  maps, 

tables,  8Y2  x  5]/2  in.,  cloth,  $3.50. 

The  reader  without  a  chemical  background 

will  find  this  an  interesting  account  of  modern 

developments    in    this    field.    The    ways    in 

which     laboratory     discoveries     have     been 

developed  into   such  industrial  products  as 

dies,   drugs,   plastics,  nylon,   cellophane  and 

synthetic   rubber  are   described   clearly   and 

dramatically,     with    scientific    accuracy:     a 

thoroughly  readable  book. 

TRANSIENTS  IN  ELECTRIC  CIRCUITS 
Using  the  Heaviside  Operational 
Calculus 

By  W.  B.  Coulthard.  Pitman  Publishing 
Corp.,  New   York;  Sir  Isaac  Pitman  & 
Sons,    London,    1941-    203   pp.,    diagrs., 
charts,  tables,  9  x  5}/2  in.,  cloth,  $8.50. 
Dealing  especially  with  electrical  engineer- 
ing problems,  this  book  utilizes  the  Heaviside 
operational  methods  rather  than  the  formal 
mathematical  treatment.  Chapters  I-VI  con- 
stitute a  section   treating  of  the  theory  of 
lumped    circuits.    Subsequent    chapters    deal 
with    smooth    circuits    or    repeated    lumped 
circuits.    In    the    last    two    chapters,    some 
methods  for  dealing  with  variable  circuits  are 
discussed.  A  brief  bibliography  accompanies 
each  chapter. 

WAGE  INCENTIVE  METHODS,  Their 
Selection,  Installation  and  Operation 

By  C.  W.  Lytle.  rev.  ed.  Ronald  Press  Co. 

New  York,  1942.  482  pp.,  diagrs.,  charts, 

tables,  9Y2x6  in.,  cloth,  $6.00. 
The  aim  of  this  book  is  to  facilitate  the 
selection  of  the  best  wage  plan  for  any  busi- 
ness, by  providing  means  for  comparison  of 
possible  methods.  It  presents  all  the  basic 
incentive  plans  in  use,  with  their  variations 
and  modifications.  Some  two  dozen  different 
plans  are  described  and  analyzed  in  detail, 
and  their  strong  and  weak  points  presented 
impartially.  This  edition  has  been  further 
revised. 


THE  ENGINEERING  JOURNAL     May,  1942 


337 


Industrial  News 


CLEANING  SMALL  TUBES 

Elliott  Company,  Tube  Cleaner  Dept., 
Springfield,  Ohio,  have  issued  a  four-page  bul- 
letin, No.  Y-10,  featuring  "Elliott-Lagonda" 
outside  suspension  type  tube  cleaners  for  small 
tubes  such  as  condensers  and  other  types  of 
heat  exchange  apparatus.  This  bulletin  con- 
tains a  number  of  action  photographs  in 
addition  to  a  general  description  of  the  equip- 
ment. Illustrations  of  direct-driven  and  geared 
air  or  steam  and  electric  driven  cleaners  and 
various  types  of  drills,  cutter  heads  and 
brushes  are  also  included. 

ELECTRIC  STARTERS 

An  eight-page  bulletin,  CGEA-1979A,  pub- 
lished by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  features  G-E  reduced  voltage 
manual  and  magnetic  starters,  for  squirrel- 
cage  induction  motors.  Illustrations,  specifica- 
tions, general  descriptions  of  the  construction 
and  operation  features  of  each  type  are  in- 
cluded. 

COMPRESSED  AIR  LEAKAGE 

Saunders  Valve  &  Supply  Co.,  Ltd.,  Mont- 
real, Que.,  have  available  a  fifth  edition  of  a 
96-page  book  which  was  issued  in  England, 
by  Saunders  Valve  Co.  Ltd.,  primarily  to 
point  out  where  and  how  wastage  of  com- 
pressed air  power  occurs  and  how  losses  from 
resistance  and  leaks  may  be  eliminated.  It 
contains  five  chapters:  (1)  Terminology  and 
Definitions;  (2)  Theoretical  Compression; 
(3)  Air  Leakage;  (4)  Measurement  of  Leakage; 
and  (5)  Valves  and  Compressed  Air.  Chapter 
three  is  subdivided  into  sections  dealing  with 
pipe  line  troubles,  friction  resistance,  cost  of 
leakage  and  prevention  of  leakage.  Illustra- 
tions, diagrams,  curves  and  tables  are  used 
throughout  and  two  appendices  furnish  tables 
and  other  data  of  interest. 

OIL  CIRCUIT  BREAKER 

Bulletin  CGEA-2165A,  eight  pages,  recently 
issued  by  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  gives  description  of  General 
Electric  type  FK-142  oil  circuit  breaker.  Lists 
and  illustrates  features,  telling  how  they  help 
to  improve  operation  and  reduce  maintenance. 
Also  included  is  a  page  of  line  diagrams  show- 
ing typical  mountings. 

PACKING  IN  BULK,  RINGS  OR  COIL 

Entitled  "Anchor  Kurlite  the  Complete 
Packing,"  a  four-page  pamphlet,  published  by 
The  Anchor  Packing  Co.  Ltd.,  Montreal,  Que., 
illustrates  and  describes  "Anchor  Kurlite,"  a 
shredded  metal  packing  made  from  crimped 
ribbons  of  low  friction  alloy,  coated  with  high 
temperature  grease  and  fine  flake  graphite. 
This  packing  is  available  in  bulk,  molded  ring, 
and  coil  form  and  in  seven  types  according 
to  service  requirements.  It  is  suitable  for 
temperatures  up  to  450°  F. 

CONVEYORS 

An  18-page  catalogue,  No.  761,  being  dis- 
tributed by  Jeffrey  Mfg.  Co.  Ltd.,  Montreal, 
Que.,  illustrates  many  uses  for  "Jeffrey"  port- 
able scraper  conveyors  both  of  wheel-  and 
crawler-mounted  types,  for  handling  all  kinds 
of  bulk  materials  into  or  out  of  trucks  or  rail- 
way cars.  Diagrams  showing  dimensions  are 
given  for  each  type,  together  with  general 
specifications.  Sketches  for  unloading  pits  are 
shown,  and  descriptions  of  "Jeffrey"  car  puller 
and  other  types  of  portable  loading  and  un- 
loading equipment  are  also  included. 

ASBESTOS  PACKING  ANDJGASKETS 

Advantages  claimed  for  "Durabla"  asbestos 
sheet  packing  and  gaskets  are  listed  in  a  leaflet 
recently  issued  by  Canadian  Durabla  Ltd., 
Toronto,  Ont.  Sizes,  thicknesses  and  weights 
of  standard  sheets  are  tabulated,  also  stock 
sizes  of  gaskets.  Information  about  "Durabla" 
high  pressure  gauge  glasses  is  also  included. 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special    events   —    trade     literature 


INDUSTRIAL  SAFETY  EQUIPMENT 

Mine  Safety  Appliances  Co.  of  Canada  Ltd., 
Toronto,  Ont.,  have  published  a  142- page 
catalogue,  No.  5-B,  which  describes  the  com- 
prehensive line  of  MSA  safety  equipment  de- 
veloped to  promote  the  welfare  and  safety  of 
the  industrial  worker.  Each  article  is  amply 
illustrated,  and  its  construction  and  method 
of  use  or  operation  are  given,  with  mention 
of  special  features,  specifications  and  catalogue 
number.  Among  the  items  included  are  sur- 
gical and  first  aid  supplies  and  equipment, 
medical  supplies,  safety  devices,  clothing  and 
equipment,  alarms,  recorders,  indicators,  con- 
sumable supplies  for  listed  equipment,  bulle- 
tins, posters,  instructions.  Safety  devices  for 
mines  are  not  included  but  contained  in  a 
separate  volume. 

POTENTIOMETER  INDICATORS 

Bulletin  No.  A-305,  being  distributed  by 
The  Foxboro  Co.  Ltd.,  Montreal,  Que.,  pre- 
sents the  complete  line  of  Foxboro  potentio- 
meter temperature  indicators  and  indicating 
resistance  thermometers.  The  instruments 
illustrated  and  described  include  single-point 
and  multiple-point  models,  models  equipped 
with  selective  key-switches  for  as  many  as  82 
contact  points,  as  well  as  the  popular  portable 
models.  Single  range  and  double  range  dials 
are  shown  in  full-size  reproductions  and  a 
complete  list  of  standard  ranges  is  given.  Con- 
structional features  of  the  instruments  are 
shown  and  described,  many  of  these  features 
being  exclusive  in  Foxboro  design. 

REFRACTORY  LAGGING 

Bulletin  No.  327E,  eight  pages,  published 
by  Quigley  Co.  of  Canada  Ltd.,  Lachine,  Que., 
tells  how  plants  are  solving  plastic  insulating 
problems  by  using  "Insulag"  plastic  refractory 
lagging.  Illustrations  show  applications  for  the 
oil  industry,  oil  burners,  boilers,  ovens,  fur- 
naces, coke  ovens,  watercoolers.  Charts  give 
outside  face  temperatures  for  varying  insula- 
tion thickness,  and  heat  savings  for  varying 
hot  surface  temperatures. 

TYPICAL  DESIGNS  OF  TIMBER 
STRUCTURES 

Timber  Engineering  Co.,  Washington,  D.C., 
have  issued  a  reference  book,  11  ins.  by  17  ins., 
as  a  service  to  architects  and  engineers  and 
which  is  in  no  sense  a  "plan  service."  It  pre- 
sents 48  detailed  drawings  selected  by  the 
"Teco"  engineering  staff  from  the  collection 
of  several  hundred  designed  in  the  course  of 
practical  work  on  actual  timber  engineering 
problems.  These  plans  cover  14  different  types 
of  timber  design  such  as  trussed  rafters  for 
housing  projects,  trusses  for  hangars,  factories, 
and  markets;  grandstands,  distillery  racks, 
bridge  and  towers.  Each  group  is  introduced 
by  a  photograph  of  an  actual  structure  in 
which  that  type  of  design  was  employed  and 
an  explanation  of  its  use.  Also  included  are 
"Handy  Tables  for  use  in  Timber  Design," 
taken  from  the  National  Lumber  Manufac- 
turers Association  publication  "Wood  Struc- 
tural Design  Data."  V.  H.  Mclntyre  Ltd., 
Toronto,  Ont.,  are  the  Canadian  representa- 
tives. 
SAFETY  EQUIPMENT 

Covering  the  company's  wide  range  of 
safety  clothing  and  equipment,  Catalogue 
No.  42,  110  pages,  issued  by  Safety  Supply 
Co.,  Toronto,  Ont.,  contains  descriptive  in- 
formation, specifications  and  illustrations  of 
each  type  of  equipment.  Among  the  many 
items  are  goggles  for  every  purpose,  face 
shields,  welders  safety  equipment,  respiratory 
devices,  hoods,  masks,  helmets,  gas  detectors 
and  alarms,  clothing,  shoes,  gloves,  hats,  lad- 
ders, safety  cans  and  tank  seals,  etc. 


PROCESS  INDUSTRIES  EQUIPMENT 

Jeffrey  Mfg.  Co.  Ltd.,  Montreal,  Que.,  have 
available  a  20-page  catalogue,  No.  765,  de- 
voted to  specialized  equipment  used  in  the 
process  industries.  This  booklet  contains  brief 
information  and  illustrations  covering  feeders, 
conveyors,  elevators,  coolers,  dryers,  screens, 
crushers,  pulverizers»  shredders,  packers,  chains 
and  sprockets,  power  transmission  machinery, 
bin  valves,  and  portable  units  of  the  belt, 
bucket  and  scraper  types  for  loading  and  un- 
loading operations  and  stackers  for  bags, 
boxes,  etc.  Various  types  of  each  class  of  this 
equipment  are  shown  and  described  and  while 
a  comprehensive  idea  of  the  wide  range  of 
equipment  available  is  provided,  the  company 
states  that  more  complete  details  are  available 
in  separate  catalogues  dealing  with  each  item. 

SELF-ACTING  TEMPERATURE 
CONTROLLER 

Catalogue  No.  36R,  published  by  Taylor 
Instrument  Companies  of  Canada  Ltd., 
Toronto,  Ont.,  describes  "Taylor"  self-acting 
controllers,  and  lists  the  conditions  for  which 
they  are  recommended.  Diagrams  show  the 
installation  of  these  controllers  on  hot  water 
tanks,  Diesel  engine  water  jackets  and  other 
equipment.  The  selection  of  the  proper  con- 
troller is  featured  and  a  temperature  range 
and  sensitivity  chart  is  included.  Construction 
features  are  described  and  illustrated. 

GRINDING  CUTTING  TOOLS 

A  32-page  booklet  being  distributed  by 
Norton  Co.  of  Canada  Ltd.,  Hamilton,  Ont., 
has  an  introductory  article  on  the  economy 
of  properly  sharpened  tools  and  then  tells 
about  "Haynes  Stellite"  "J-metal"  and  the 
more  recently  developed  alloy  "2400." 
Alundum  abrasives  for  grinding  and  sharpen- 
ing tools  made  of  "J-metal"  and  "2400"  are 
then  described,  giving  recommendations  for 
various  types  of  tools  and  describing  the 
sharpening  operation  in  each  case. 

1942  THE  YEAR  TO  WIN  OR  LOSE 

This  concise  statement  of  the  war  situation 
is  the  title  of  a  32-page  booklet  which  has 
been  reproduced  by  Canadian  Westinghouse 
Co.  Ltd.,  Hamilton,  Ont.,  with  the  permission 
of  "Business  Week,"  New  York.  It  presents 
facts  relating  to  the  five  "fronts":  The  Middle 
East  Front,  The  Atlantic  Front,  The  Russian 
Front,  The  Far  East  Front,  and  The  Home 
Front.  Maps  are  included  together  with  a 
table  showing  the  distribution  of  available 
world  production  of  key  commodities  in  1938 
and  in  1942. 

SPUN  ROCK  WOOL  INSULATION 

"Atlas  Spun  Rock  Wool  Insulation"  is  the 
title  of  an  eight-page  booklet,  published  by 
Atlas  Asbestos  Ltd.,  Montreal,  Que.,  in  which 
the  subject  is  treated  under  the  following  six 
headings:  General  characteristics  and  advan- 
tages; forms  of  manufacture;  typical  installa- 
tions; thermal  conductivity;  general  notes 
covering  selection,  application,  and  finish; 
"Cork  type"  for  low  temperature  brine  and 
ammonia  lines;  and  prices  and  data.  The  pro- 
duct in  its  various  forms  is  well  illustrated  and 
there  is  appended  a  list  of  "Atlas"  products 
for  industrial  and  home  use. 

STEAM -JET  EJECTORS 

Bulletin,  No.  W-205-B9,  eight  pages,  made 
available  by  Worthington  Pump  &  Machinery 
Corp.,  Harrison,  N.J.,  contains  details  of 
applications,  installations  and  special  develop- 
ments of  the  company's  two  general  types  of 
three-stage  steam-jet  ejectors,  the  condensing 
and  non-condensing.  Full  details  are  given 
accompanied  by  illustrations. 

(Continued  on  page  34) 


338 


May,  1942     THE  ENGINEERING  JOURNAL 


DOMINION  STANDARD 


&u/À 


GEAR  UNIIS 


ILLUSTRATED   HEREWITH- 
OOM.N.ON      SANGLE      «DU  q 


p  M.   INPUT  SPEED,  84  R.P.M. 
TPUT  SPE" 


DOMINION  ~  ENGINEERING 

*^  f°        .***mmmmè  MONTREAL,  P.Q. 

p.o.  box  22o^yContp4mur  ; 


TORONTO 


WINNIPEG 


VANCOUVER 


I.C.S 

SPECIALIZED  TRAINING 


THE  ENGINEERING 
PROFESSION 


International  Correspondence  Schools  are 
equipped  to  provide  the  non -university 
man  with  the  specialized  training  neces- 
sary to  enable  him  to  study  for  the  examin- 
ations of  engineering  societies  and  associ- 
ations. I.C.S.  Home  Study  Courses  are  of 
particular  interest  to  prospective  appli- 
cants for  membership  in  any  of  these 
organizations . 

I.C.S.  courses  for  examinations  are  ar- 
ranged with  the  object  of  preparing  the 
candidate  for  his  examinations  in  the 
shortest  possible  time,  while  omitting  no 
features  of  his  training  conducive  to 
thoroughness  and  diversity  of  knowledge. 

Each  candidate  will  receive  the  individual 
attention  of  a  vocational  and  educational 
specialist.  The  candidate's  examination 
courses  will  be  arranged  to  comply  with 
his  individual  requirements  and  his  rate 
of  progress  will  be  affected  by  no  other 
student.  He  will  proceed  as  rapidly 
as  his  ability,  his  study  time  and  his 
application  will  permit.  He  will  be 
allowed  ample  time  to  complete  his  I.C.S. 
course  and  will  receive  full  answers  to  any 
questions  he  may  need  to  ask  which  come 
within  the  scope  of  his  course. 

The  subjects  in  which  I.C.S.  training  is 
available  include: 

High  School  Subjects 

Elementary  Physics  and  Mechanics 

Strength  and  Elasticity  of  Metals 

Drawing 

Chemistry 

Chemical  Engineering 

Civil  Engineering 

Electrical  Engineering 

Mechanical  Engineering 

Mining  Engineering 

Structural  Engineering 

AN  INVITATION— You  are  invited  to  send 
for  information  about  I.C.S.  training.  You 
incur  no  obligation.  Just  mark  and  mail 
the   coupon. 


International  Correspondence  Schools, 

Canadian   Limited, 
Department   H-3, 
Montreal,  Canada. 

Please    send     me     complete     information     on 
I.C.S.  training  for  engineering. 

Name 

Address 

Employed  by 


Industrial  News 


{Cor.tinued  from  page  338) 


TIME  SWITCHES 

The  type  T-44  automatic  general-purpose 
time  switches  are  described  and  illustrated 
with  general  and  sectional  views  in  a  four-page 
bulletin,  No.  CGEA-1427M,  issued  by  Can- 
adian General  Electric  Co.  Ltd.,  Toronto,  Ont. 
A  list  of  the  principal  features  of  these  switches 
is  given  together  with  a  table  of  ratings.  The 
T-44  switch  has  a  wide  range  of  applications 
where  it  is  desired  to  open  and  close  electric 
circuits  at  predetermined  times  on  a  daily 
repeating  schedule. 

PRESSURE  RECORDER 

The  Foxboro  Company  Limited,  Montreal, 
Que.,  have  available  a  32-page  Catalogue  No. 
22-A  in  which  factual  information  is  arranged 
so  as  to  be  of  greatest  convenience  to  the 
reader  in  selecting  the  pressure  recorder  best 
suited  to  his  particular  needs.  The  "Foxboro" 
line  is  well  illustrated  and  described,  covering 
instruments  for  the  measurements  and  record- 
ing of  industrial  pressures  of  all  kinds,  in 
ranges  from  1  inch  of  water  to  20,000  lbs.  A 
complete  list  of  standard  ranges  is  given,  ac- 
companied by  full-size  reproductions  of  speci- 
men charts.  In  addition  to  other  construction 
features,  the  various  types  of  pressure  meas- 
uring elements  are  illustrated.  Other  sections 
describe  methods  of  instrument  mounting, 
types  of  cases  available,  integral  electric  sig- 
nal systems,  accessory  equipment,  and  give 
brief  mention  of  other  types  of  Foxboro 
pressure  measuring  instruments. 

TANTALUM-TUNGSTEN  CARBIDE 
TOOLS 

A  24-page  catalogue  and  price  list,  issued 
by  Carbide  Tool  &  Die  Co.  Ltd.,  Hamilton, 
Ont.,  lists  22  typical  styles  of  Vascoloy-Ramet 
single  point  tools,  together  with  a  grade 
selector  chart  recommending  the  grade  of 
Ramet  Carbide  for  practically  every  cutting 
condition  in  steels,  cast  iron  and  abrasive 
materials.  Included  are  instructions  for  or- 
dering tools  and  blanks,  also  tables  for  com- 
puting costs  of  standard  tools  and  blanks  and 
special  blanks. 

SAFETY  AND  FIRST  AID  EQUIPMENT 

A  110-page  catalogue  issued  by  Safety 
Supply  Co.,  Toronto,  Ont.,  illustrates  and 
describes  a  very  comprehensive  range  of  all 
types  of  safety  equipment  and  first  aid  ma- 
terials. Among  the  items  covered  are  goggles 
of  all  kinds,  respirators,  gas  masks,  gas  detec- 
tors, safety  shoes,  asbestos  gloves  and  suits, 
Steelgrip  gloves,  fire  extinguishers,  safety  lad- 
ders, safety  guards,  safety  belts,  safety  signs, 
safety  hats,  welders  helmets,  hospital  equip- 
ment, first  aid  supplies,  etc. 

STEAM  CONDUIT 

Bulletin  4202,  published  by  the  Ric-wiL 
Company,  Cleveland,  Ohio,  illustrates  uses 
for  pre-fabricated  insulated  pipe  units  for 
underground  steam  lines,  and  gives  diagrams 
with  dimensions  of  fittings  and  parts.  These 
units  are  of  basically  correct  design,  including 
all  parts,  which  are  standardized  and  machine- 
made  with  precision  workmanship.  Construc- 
tion of  "Ric-wiL"  fits  into  the  working  prac- 
tice of  various  trades  in  the  field,  cutting  time 
and  cost  on  the  site. 

The  result  is  a  pre-sealed  underground 
steam  pipe  system,  in  the  form  of  a  truckable 
unit,  completely  finished  in  the  shop,  with 
nothing  extra  to  buy,  ready  to  install.  Fnits 
come  in  pipe  sizes  from  1  in.  to  16  ins.  in  di- 
ameter with  complete  instructions  and  service 
drawings  with  each  order.  The  company's 
representatives  in  Canada  are  F.  S.  B. 
Heward  &  Co.  Ltd.,  Montreal,  Que. 


STEEL  ROLLING  DOORS 

A  40-page  booklet  issued  by  The  Kinnear 
Manufacturing  Co.,  Columbus,  Ohio,  features 
upward-acting  types  of  doors  under  two 
classifications  based  on  type  of  service  and 
degree  of  protection.  Specifications  and  illus- 
trations of  service  doors  for  stores,  ware- 
houses, piers,  garages,  hangars,  industrial  and 
mercantile  buildings  are  given.  Fire  doors  for 
openings  in  shafts,  stair  wells,  corridors,  etc., 
and  in  hotels,  hospitals,  warehouses  or  other 
buildings  are  also  included.  Other  products 
include  rolling  grilles,  "Rol-top"  doors,  "Bi- 
folding"  doors,  sliding,  barrier  and  wood 
rolling  doors. 

THERMOSTATS 

Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  have  issued  a  4-page  Folder 
CGEA-1265D  which  describes  the  G.E. 
"CR2992-R1"  Thermostats  for  use  with  small 
heating  units.  Its  operation,  application, 
dimensions,  specifications  are  included  to- 
gether with  ordering  directions  for  G.E. 
thermostats  CR2992-R1,  for  use  with  small 
heating  units. 

V-TYPE  WATT  HOUR  METERS 

Bulletin  CGEA-2669B,  8  pp.,  published  by 
Canadian  General  Electric  Co.  Ltd.,  Toronto, 
Ont.,  describes  V-Type  watthour  meters,  two- 
element  and  three-element.  Classification 
charts,  application  diagrams,  and  general 
descriptions  of  construction  and  performance 
are  given  with  illustrations.  Diagram  of 
dimensions  is  also  shown  with  shipping 
weights   and   net   weights   for  various  sizes. 

POWER  PLANT  EQUIPMENT 

A  series  of  articles  feature  installations  of 
"Elliott"  power  plant  equipment  in  hospitals, 
ferries,  barges,  steam  generating  plants,  hydro- 
electric plants,  and  cargo  vessels  in  Vol.  20, 
No.  1,  of  "Powerfax"  published  by  Elliott  Co., 
of  Jeannette,  Pa.,  who  are  represented 
in  Canada  by  F.  S.  B.  Heward  &  Co.  Ltd. 
These  articles  appear  under  the  following 
titles:  "Georgia  Power  Company's  Plant 
Arkwright,"  "Fast  Boats  for  Ferry  Land," 
"Manteno  State  Hospital  Adds  Turbine- 
Generating  Unit,"  "Barging  on  the  Missis- 
sippi," "An  Unusual  Feedwater  Heater 
Arrangement,"  "A  Deaerator  Installation 
Job,"  "Canadian  Hydro  Plants  Use  Self- 
Cleaning  Strainers,"  etc. 

POWER   LINE  EQUIPMENT 

The  leading  article  in  the  recent  issue  of 
"The  Line"  (Vol.  20,  No.  2),  published  by 
Canadian  Line  Materials  Ltd.,  is  on  resusci- 
tation after  electric  shock  and  is  illustrated. 
Another  article  deals  with  reclosing  fuse  cut- 
outs under  to-day's  emergency  conditions. 
The  "MK-39"  high  pressure  contact  is  de- 
scribed, with  table  of  catalogue  numbers  for 
parts,  giving  general  specifications  and  con- 
structions. The  "LM  Controlite  Luminaire" 
installation  at  Miami  Beach  is  the  subject 
of  another  illustrated  article,  and  shorter  de- 
scriptive matter  tells  about  isolators,  wishbone 
clamps,  versilugs,  and  fuse  cutouts.  Finally 
an  article  on  guying  gives  tables  of  loading 
and  strength  data  for  various  types  of  con- 
ductors. 

REPAIRS  WITH  METALLIZING 

"Metco  News,"  Vol.  1,  No.  9,  of  Metallizing 
Engineering  Co.  Inc.,  Long  Island  City,  N.Y., 
features  the  use  of  metallizing  for  repairs  in  a 
rubber  heel  factory,  and  for  speeding  mass 
production  in  an  aircraft  plant.  How  metal- 
lizing equipment  is  used  by  a  transit  company 
in  New  York  city  for  maintenance  of  buses 
and  trucks  is  the  subject  of  another  story. 
Also  included  are  articles  on  machining  with 
carboloy  tools,  giving  diagrams  and  a  table 
of  recommended  speeds  and  feeds,  and  on  the 
strength  of  sprayed  métal  bushings. 


34 


May,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL.  JUNE  1942 


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." 


•  •  • 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


CANADIAN  NAVY  GUNNER  BEHIND  THE  SIGHTS  OF  A  MULTIPLE 

POM-POM  ANTI-AIRCRAFT  GUN Cover 

(Photo  Public  Information,  Ottawa) 


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


THE  MODERNIZATION  OF  A  PUERTO  RICO  STEAM  PLANT 
J.  T.  Farmer,  M.E.I.C. 


342 


LOUIS  TRUDEL,  m.e.i.c. 
Assistant  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. 


THE  LIONS'  GATE  BRIDGE— III 347 

S.  ft.  Banks,  M.E.I.C. 

DISCUSSION  ON  RATIONAL  COLUMN  ANALYSIS       .  .  .  .360 

ABSTRACTS  OF  CURRENT  LITERATURE 376 

FROM  MONTH  TO  MONTH 378 

PERSONALS 386 

Visitors  to  Headquarters     .  .  .  .  .  .  .  .        389 

Obituaries .389 

NEWS  OF  THE  BRANCHES 390 

LIBRARY  NOTES 395 

PRELIMINARY  NOTICE 397 

EMPLOYMENT  SERVICE 398 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
*K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B 


ÎJ.  E.  ARMSTRONG,  Montreal,  Que. 
*A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
*J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
*J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
•S.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


VICE-PRESIDENTS 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-  PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

M.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

*E.  M.  KREBSER,  Walkerville.  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

*H.  N.  MACPHERSON,  Vancouver,  B.C. 

*H.  F.  MORRISEY,  Saint  John,  N.B. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


tC.  J.  MACKENZIE,  Ottawa.  Ont. 


♦W.  H.  MUNRO,  Ottawa,  Ont. 

tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont 

tG.  McL.  PITTS,  Montreal.  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

•J.  A.  VANCE,  Woodstock,  Ont. 

•For  1942  tFor  1942-43  JFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 


FINANCE 

dbG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 
T.  H.  JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE.  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

Leonard  medal 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 

T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 


STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS.  Chairman 

E.  W.  IZARD 

H.  N.  MACPHERSON 

Zone  B   (Province  of  Ontario) 
John  Galbraith   Prize 

J.  L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prize  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 


Ernest  Marceau   Prize  (French) 

H.  CIMON,  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 


Zone  D  (Maritime  Provinces) 
Martin   Murphy    Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 


THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 

J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 

R.  DeL.  FRENCH 

R.  F.  LEGGET 

A.  E.  MACDONALD 

H.  W.  McKIEL 


MEMBERSHIP 

J.  G.  HALL,  Chairman 
S.  R.  FROST 


INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,   Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 

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


340 


June,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


SORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 


IALGARY 

Chairman, 
Vice-Chair.,  J.  G. 
Executive,      J.  N. 


H.  J. 


M.  F.  COSSITT 


McEWEN 

MacGREGOR 

FORD 

A.  GRIFFIN 
H.  B.  SHERMAN 

(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
Sec.-Treas.,  K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
:APE  BRETON 
Chairman,     J.A.  MacLEOD 
Executive,      J.  A.  RUSSELL 
(Ex-Officio),  F.  W.  GRAY 
Set.-Treas..    S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney.  N.S. 

ÎDMONTON 

Chairman,     D.  A.  HANSEN 
Vice-Chair.,  D.  HUTCHISON 
Executive,      C.  W.  CARRY 

B.  W.  PITFIELD 
E.  R.  T.  SKARIN 
J.  A.  ALLAN 

E.  ROBERTSON 
J.  W.  JUDGE 
J.  GARRETT 
R.  M.  HARDY 

F.  R.  BURFIELD, 
Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


(Ex-Officio) 
Sec.-Treas., 


IALIFAX 

Chairman, 
Executive, 


G.  J.  CURRIE 
J.  D.  FRASER 
J.  A.  MacKAY 


P.  A.  LOVETT 
A.  E.  CAMERON 
G.  T.  CLARKE 
A.  E.  FLYNN 
D.  G.  DUNBAR 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 

G.  T.  MEDFORTH 

S.  L.  FULTZ  J.  R.  KAYE 

S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 

STANLEY  SHUPE 
T.  S.  GLOVER 
H.  A.  COOCH 
NORMAN  EAGER 
A.  C.  MACNAB 
A.  H.  WINGFIELD 
W.  J.  W.  REID 
W.  A.  T.  GILMOUR 
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. 

AKEHEAD 

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), H .  G.  O'LEARY 

J.  M.  FLEMING 
Sec.-Treas.,  W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
ETHBRIDGE 

Chairman,    C.  S.  DONALDSON 
Vice-Chair.,Vi .  MELDRUM 
Executive,     R.  F.  P.  BOWMAN   G.  S.  BROWN 

N.  H.  BRADLEY 

C.  S.  CLENDENING 
(Ex-Officio),  J.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


(Bx-Officio) 
Sec.-Treas., 


1AMILTON 

Chairman, 
Vice-Chair. , 
Executive, 


(Ex-Officio), 
Sec.-Treas., 


IINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


LONDON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 

MONCTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


F.  T.  JULIAN 

T.  L.  McMANAMNA 

F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 

R.  W.  GARRETT 

J.  A.  VANCE 

H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 


MONTREAL 

Chairman, 

Vice-Chair., 

Executive, 


F.  O.  CONDON 
H.  J.  CRUDGE 
B.  E.  BAYNE 

G.  L.  DICKSON 
T.  H.  DICKSON 
H.  W.  McKIEL 

V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 


E.   R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


J.  A.  LALONDE 
R.  S.  EADIE 
R.  E.  HEARTZ 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
H.  F.  FINNEMORE 
R.  C.  FLITTON 
G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 
J.  G.  HALL 
W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA  PENINSULA 

Chairman,      C.  G.  CLINE 
Vice-Chair.,   G.  E.  GRIFFITHS 
Executive,       A.  G.  HERR 

R.  T.  SAWLE 

G.  F.  VOLLMER 

W.  D.  BRACKEN 

J.  W.  BROOKS 

J.  H.  TUCK 

D.  S.  SCRYMGEOUR 
(Ex-Officio),  A.  L.  McPHAIL 

a.  w.  f.  McQueen 

Sec.-Treas.,    J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 
OTTAWA 

Chairman,      N.  B.  MacROSTIE 
Executive,      W.  G.  C.  GLIDDON 

R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY 
R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

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.,  RENE  DUPUIS 
Executive       O.  DESJARDINS 
R.  SAUVAGE 
S.  PICARD 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRAY-DONALD 

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

Colonization  Department, 
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),  M.  G.  SAUNDERS 

J.  W.  WARD 
Set.-Treas.,  D    S.  ESTABROOKS, 

Price  Bros.  &  Co.  Ltd. 
Riverbend,  Que. 


G.  ST-JACQUES 
L.  GAG  NON 


SAINT  JOHN 

Chairman,  D.  R.  SMITH 
Vice-Chair.,  A.  O.  WOLFF 
Executive,       H.  P.  LINGLEY 

C. 

C. 
(Ex-Officio),  F. 

V. 

G. 

H. 
Sec.-Treas.,    G. 


d.  McAllister 

C.  KIRBY 
A.  PATRIQUEN 
S.  CHESNUT 
G.  MURDOCH 
F.  MORRISEY 
W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  J.  B.  SWEENEY 

Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 
SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 
C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 
A.  E.  PICKERING 

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

159  Upton  Road, 
Sault  Ste.  Marie,  Ont. 
TORONTO 

Chairman,     W.  S.  WILSON 
Vice-Chair.,  W.  H.  M.  LAUGHL1N 
Executive,      D.  FORGAN 

R.  F.  LEGGET 
S.  R.  FROST 

F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 
(Ex-Officio),  C.  R.  YOUNG 
A.  E.  BERRY 
H.  E.  BRANDON 
Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C 


T.  H.  HOGG 
N.  MacNICOL 
J.  J.  SPENCE 


VICTORIA 

Chairman, 


A.  S.  G.  MUSGRAVE 


Vice-Chair.,  KENNETH  REID 
Executive,      A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Ex-Officio),  A.  L.  CARRUTHERS 

G.  M.  IRWIN 

E.  W.  IZARD 
Sec.-Treas.,  J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria.  B.C. 
WINNIPEG 

Chairman,     D.  M.  STEPHENS 
Vice-Chair.,  J.  T.  DYMENT 
Executive,      C.  V.  ANTENBRING 

N.  M.  HALL 

T.  H.  KIRBY 

E.  W.  R.  BUTLER 

H.  B.  BREHAUT 
(Ex-Officio),  J.  W.  SANGER 

V.  MICHIE 

C.  P.  HALTALIN 
Sec.-Treas.,  THOMAS.  E.  STOREY, 

55  Princess  Street, 

Winnipeg,  Man. 


fHE  ENGINEERING  JOURNAL    June,  1942 


341 


THE  MODERNIZATION  OF  A  PUERTO  RICO  STEAM  PLANT 

J.  T.  FARMER,  m.e.i.c.  and  E.  A.  GOODWIN,  m.e.i.c. 
Montreal  Engineering  Company,  Limited,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada  on  March  19th,  1942. 


The  Porto  Rico  Railway,  Light  and  Power  Company 
serves  the  City  of  San  Juan,  the  capital  of  Puerto  Rico, 
as  well  as  some  thirty-five  towns  in  the  contiguous  terri- 
tory embracing  nearly  half  the  area  of  the  island  with  a 
population  of  close  to  a  million  inhabitants. 

While  far  below  the  consumption  of  a  similar  popula- 
tion in  either  the  Continental  United  States  or  Canada, 
the  use  of  electricity  has  shown  a  continuous  growth  in  the 
last  decade  throughout  the  area  and  more  particularly  in 
San  Juan  itself.  The  outstanding  industry  of  the  country 
is  sugar  growing  and  processing,  which,  from  its  nature, 
does  not  make  any  direct  demands  on  a  central  power 
supply.  Other  activity  on  the  island  is  mainly  agricul- 
tural, and  such  manufacturing  as  exists  is  on  a  relatively 
small  scale. 

The  Island  of  Puerto  Rico  is  the  most  easterly  United 
States  territory  of  any  size.  Its  strategic  importance  as 
an  outpost  of  the  Panama  Canal  and  an  operating  centre 
for  the  Caribbean  area  and  the  north  coast  of  South  Am- 
erica is  evident  from  a  cursory  inspection  of  the  map.  The 
United  States  has  established  a  large  army  post  on  the 
island,  and  extensive  army  and  navy  air  bases  are  under 
construction,  as  well  as  an  important  naval  base  on  the 
east  coast  of  Vieques  Sound. 

All  this  construction  has  brought  a  business  boom  to 
the  island  and  this,  combined  with  the  influx  of  people  to 
carry  out  the  work,  has  imposed  on  the  company  a  heavy 
demand  for  electrical  service. 

In  the  early  days  of  this  utility,  the  main  source  of 
power  was  from  hydro-electric  plants  in  the  interior  of  the 
island.  The  drainage  area  of  the  small  rivers  on  the  island 
is  naturally  limited,  but  the  annual  rainfall  is  fairly 
heavy;  so  that  from  this  source  it  was  possible  to  meet 
the  then  moderate  demands  of  the  territory.  Besides  the 
limited  volume  of  run-off  however,  its  intermittent  char- 
acter, coupled  with  the  absence  of  any  extensive  storage 
facilities,  has  always  been  a  difficulty;  so  that  even  from 
early  days  it  was  necessary  to  maintain  a  small  steam 
plant  in  reserve,  to  make  up  temporary  deficiencies  in  the 
available  hydro  supply. 

Prior  to  1936  this  steam  plant  consisted  of  three  steam 
turbines  of  500,  1000  and  1500  kw.  capacity  respectively; 
a  total  of  3000  kw.  which  could  be  stretched  to  3500  kw. 
Steam  was  generated  in  five  boilers  from  20  to  35  years 
old  at  a  working  pressure  of  160  lb.  gauge  and  about  100 
deg.  of  superheat.  The  fuel  used  was  Bunker  C  fuel  oil 
obtained  from  Venezuela;  and  the  overall  fuel  rate  was 
about  1.85  lb.  per  kw.h.  The  building  housing  this  equip- 
ment was  of  steel  and  wood  framing,  with  sheet  iron  roof- 
ing and  siding.  Natural  draft  was  furnished  by  two  125-ft. 
steel  stacks,  already  showing  the  ravages  of  time  and  the 
damp  salt  air. 

This  plant,  known  as  the  Santurce  Steam  Plant,  is 
located  in  the  principal  suburb  of  San  Juan,  about  three 
miles  from  the  centre  of  that  city.  It  is  on  the  shore  of 
the  Condado  lagoon,  an  extension  of  the  inner  harbour 
of  San  Juan,  from  which  a  supply  of  cooling  water  is 
obtainable.  A  pipe  line  connects  the  plant  with  an  oil 
depot  in  the  city. 

This  location  is  near  the  load  centre  of  the  city  of  San 
Juan  and  its  suburbs,  and  is  connected  directly  with  the 
transmission  lines  from  the  hydro  plants.  It  was  consider- 
ed the  best  site  for  further  development. 


The  building  runs  almost  due  north  and  south.  The  east- 
ern portion  forms  the  turbine  room,  while  the  boilers 
occupy  the  western  section  of  the  building.   (Fig.  1). 

Early  in  1936  it  became  apparent  that  the  capacity  of 
the  existing  plant  was  barely  sufficient  to  meet  the  im- 
mediate and  prospective  demands  of  the  system.  It  was 
decided  to  provide  additional  capacity  by  enlarging  the 
Santurce  Station.  With  some  hesitation,  it  was  decided 
to  double  its  capacity,  with  the  idea  that,  if  not  immedi- 
ately necessary,  this  would  take  care  of  any  likely  de- 
mands for  a  long  time  to  come.  So  far  from  this  enlarge- 
ment not  proving  justified,  it  turned  out  to  be  merely 
the  first  of  a  series  of  extensions  which  have  resulted  in 
the  complete  modernization  of  the  station. 

This  3500  kw.  extension  had  hardly  been  put  into  oper- 
ation before  a  further  extension  on  a  larger  scale  was 
found  necessary.  This  took  the  form  of  a  5000  kw.  unit, 
installed  in  1938,  and  was  followed  by  the  installation  of 
a  7500  kw.  turbine  and  boiler  plant  which  went  into  ser- 
vice in  the  latter  part  of  1941.  A  duplication  of  this  last 
addition  is  now  in  hand,  and  is  expected  to  be  in  operation 
by  the  summer  of  1943. 

The  modernization  of  the  station  has  thus  been  carried 
out  in  four  stages,  of  which  three  have  been  completed, 
and  the  fourth  partially  so.  As  typical  of  the  general 
scheme,  the  third  stage  recently  completed  will  be  de- 
scribed in  some  detail. 

The  first  extension  in  1936-37  consisted  of  a  3500  kw. 
turbine-generator  and  a  Foster-Wheeler  boiler  with  a 
steam  capacity  of  60,000  lb.  per  hour.  Following  the  trend 
of  present  day  practice,  but  without  going  to  extremes,  it 
was  decided  to  install  equipment  designed  to  operate  with 
steam  at  400  lb.  gauge  pressure  and  700  deg.  F.  total 
temperature.  These  characteristics  once  established  were 
adhered  to  in  the  subsequent  additions. 

The  new  units  were  considerably  larger  than  those  of 
the  original  plant,  so  the  building  was  extended  to  the 
south,  utilizing  as  much  as  possible  of  the  original  struc- 
ture, but  increasing  the  width  and  also  the  height  of  the 
roof.  The  foundations  of  the  main  columns  and  the  major 
pieces  of  equipment  were  set  on  piles.  In  the  new  section 
of  the  turbine  room,  a  20-ton  travelling  crane  was  install- 
ed on  crane  rails  carried  on  the  building  columns,  which 
necessitated  a  higher  roof.  The  boiler  replaced  an  old 
boiler  in  the  southern  end  of  the  boiler  room,  and  the 
roof  was  raised  to  match  that  in  the  turbine  room. 

In  connection  with  this  3500  kw.  addition,  an  improved 
cooling  water  intake  was  put  in.  The  only  provision  for 
the  older  turbine  condensers  was  a  cold  water  well  which 
was  fed  by  an  underground  conduit  from  the  shore  of  the 
lagoon,  which  naturally  drew  on  the  warmer  surface 
water  from  near  inshore.  For  the  new  unit  a  pump  house 
was  built  on  piles  some  250  ft.  out  from  the  shore,  so  that 
water  could  be  pumped  from  a  greater  depth  (Fig  2) .  This 
water  was  conveyed  through  a  30  in.  cast  iron  pipe  carried 
on  a  series  of  piers  and  so  delivered  into  the  turbine  room. 
This  pipe  was  branched  so  as  to  supply  two  turbines.  This 
pump  house  was  later  enlarged  and  two  pumps  were  in- 
stalled to  serve  the  two  7500  kw.  units.  In  this  case  in- 
dividual 24-in.  pipes  were  led  to  each  of  the  units,  these 
pipes  being  supported  on  the  piers  already  in  place. 

As  further  additions  were  proceeded  with,  the  old  build- 
ing was  remodelled  and  enlarged  to  match  the  first  exten- 
sion in  order  to  accommodate  each  successive  instalment 


342 


June,  1942    THE  ENGINEERING  JOURNAL 


5F 


^(MCW)NO.  S 
£0000  yttr 

! 

i 

Fig.  1 — Progressive  development  of  Santurce  steam  station. 


of  equipment,  At  the  third  stage  the  original  structure 
was  entirely  replaced  on  the  new  lines  so  as  to  provide 
space  for  the  fourth  and  last  addition  of  equipment. 

The  remodelled  building  consists  of  a  steel  frame  with 
corrugated  asbestos  roofing  and  siding.  The  steel  columns 
were  in  some  cases  built  up  on  the  original  columns;  in 
other  cases  they  were  entirely  new.  The  crane  rails  were 
continued  the  whole  length  of  the  turbine  room  so  that  the 
crane  can  serve  any  of  the  turbine  units.  It  is  capable  of 
lifting  and  transporting  any  of  the  pieces  of  equipment 
ordinarily  requiring  handling  during  erection  or  overhaul. 

When  the  first  high  pressure  unit  was  installed,  the 
boiler  was  connected  up  to  one  of  the  two  steel  stacks 
previously  mentioned.  With  the  advent  of  a  second  boiler, 
additional  chimney  capacity  became  necessary;  and  a  re- 
inforced concrete  chimney  150  ft.  high  by  8  ft.  diameter 
was  built  outside  the  boiler  room,  to  serve  both  boiler 
units.  This  permitted  the  demolition  of  the  steel  chimney 
in  the  south  end  of  the  boiler  room,  releasing  some  space 
for  other  purposes.  On  proceeding  with  the  third  exten- 
sion, a  second  concrete  chimney  formed  part  of  the  pro- 
gramme. This  was  similar  to  the  first  except  that  the 
diameter  was  increased  to  10  ft.  On  the  completion  of  this 
chimney,  the  last  of  the  two  steel  stacks  was  dismantled. 

In  carrying  out  these  extensions,  it  was  considered  es- 
sential to  keep  the  older  low  pressure  units  available  for 
service  as  long  as  possible.  In  fact,  it  has  only  been 
necessary  to  retire  the  smallest  of  the  three  old  turbines 
to  make  room  for  the  first  of  the  7500  kw.  units.  Even 
after  the  erection  of  the  second  7500  kw.  unit  it  will  still 


be  possible  to  retain  the  old  1500  kw.  turbine  as  an 
emergency  unit. 

The  retention  of  these  low  pressure  units,  with  low  pres- 
sure boilers  to  serve  them,  made  necessary  a  considerable 
amount  of  preliminary  work  in  the  way  of  changing  over 
piping  to  clear  the  way  for  the  new  high  pressure  installa- 
tion. 

The  prime  mover  equipment  selected  for  this  addition 
consists  of  a  Westinghouse  condensing  turbine  rated  at 
7500  kw.  but  capable  of  generating  continuously  9375  kw. 
at  unity  power  factor.  The  operating  conditions  are,  as 
previously  established  for  the  earlier  units  operating  in 
parallel,  steam  pressure  400  lb.  gauge  and  700  deg.  F. 
total  temperature,  and  vacuum  2.5  in.  of  mercury 
absolute.  The  turbine  speed  is  3600  revolutions  per  min- 
ute. The  turbine  is  of  the  single  cylinder,  impulse-reaction 
type,  arranged  with  three  bleed  points;  and  is  fitted  with 
the  usual  accessories.  These  include  a  hydraulically  oper- 
ated combination  steam  and  throttle  valve  with  integral 
steam  strainer;  hydraulic  oil  relay  governor  operating 
steam  admission  valves,  and  equipped  with  a  motor-oper- 
ated speed  changer;  over  speed  and  low  oil  pressure  trips; 
impeller  type  main  oil  pump  driven  from  turbine  spindle, 
and  turbine  driven  auxiliary  oil  pump  with  automatic 
regulator  to  start  it  up  in  case  of  failure  of  oil  pressure. 
Oil  coolers  in  duplicate  are  provided,  using  cooling  water 
tapped  off  the  condenser  supply. 

The  generator  is  a  9375  kva.,  7500  kw.  at  80  per  cent 
power  factor,  three-phase,  60  cycle,  8300  volt  generator. 
Internal  ventilating  fans  are  mounted  on  the  generator 


THE  ENGINEERING  JOURNAL     June,  1942 


343 


rotor.  The  generator  air  cooler  built  into  the  foundation 
block  has  2,130  sq.  ft.  of  cooling  surface.  It  is  supplied 
with  cooling  water  taken  from  the  main  condenser  supply. 
À  field  discharge  resistor  is  provided,  and  a  motor-oper- 
ated generator  field  rheostat. 

A  45  kw.  125  volt  exciter  is  directly  connected  to  the 
generator  shaft  and  is  equipped  with  a  hand-operated 
exciter  field  rheostat. 

The  total  weight  of  the  turbine  unit  is  about  142,000 
lb. 

The  condensing  equipment  consists  of  a  Westinghouse 
two-pass  radial  flow  type  surface  condenser  fitted  with 


Fig.  2 — Pump  house. 

Muntz  metal  tube  sheets  and  aluminum  brass  tubes,  hav- 
ing an  effective  cooling  surface  of  6,800  sq.  ft.  The  water 
boxes  are  divided  so  that  either  half  of  the  condenser  can 
be  opened  up  for  inspection  or  cleaning  while  the  other 
half  remains  in  service.  Inlet  valves  are  provided  to  shut 
off  the  cooling  water  from  either  half  of  the  condenser. 

The  condenser  body  is  suspended  directly  from  the 
exhaust  flange  of  the  turbine,  and  is  fitted  with  jack 
screws  to  take  the  weight  in  case  of  the  condenser  being 
filled  up  with  water  for  testing.  To  relieve  any  stresses 
due  to  temperature  variations,  expansion  joints  are  pro- 
vided on  the  water,  air  and  atmospheric  exhaust  connec- 
tions.   A  16-in.  atmospheric  relief  valve  is  provided. 

The  air  released  in  the  condenser  is  exhausted  by  a  two- 
stage  steam  jet  ejector,  the  steam  used  in  the  process  be- 
ing largely  condensed  in  the  inter  and  after  condensers, 
the  heat  being  applied  to  the  condensate.  The  air  ejector 
is  in  duplicate  to  minimize  the  risk  of  any  shut  down  due 
to  failure  of  this  apparatus. 

The  supply  of  cooling  water  for  condensing,  as  already 
mentioned,  is  obtained  from  the  lagoon  alongside  the 
plant,  in  which  the  only  change  of  water  is  that  due  to  the 
tidal  ebb  and  flow.  The  water  temperature  in  this  latitude 
is  naturally  high,  ranging  from  80  to  86  deg.  F.,  so  this 
limits  the  vacuum  attainable.  The  condenser  is  designed 
to  maintain  a  vacuum  of  27.5  in.  of  mercury  at  normal 
load.  In  the  existing  units  the  vacuum  ranges  from  27 
to  28  in. 

The  cooling  water  after  passing  the  condenser  is  dis- 
charged into  a  canal  on  the  east  side  of  the  building,  and 
thence  back  to  the  lagoon  (Fig.  3) .  The  point  of  discharge  of 
the  canal  is  some  little  distance  from  the  intake  at  the 
pump  house;  and  the  lagoon  is  so  large  that  the  continuous 
discharge  of  warm  water  does  not  appear  to  appreciably 
affect  the  temperature  of  the  incoming  water.  Some  ob- 
servations made  some  years  ago,  when  the  station  load 
was  much  lighter  than  at  present,  failed  to  detect  any 
appreciable  warming  of  the  main  body  of  water,  and  in 
fact  indicated  practically  the  same  temperature  as  in  the 
open  sea  along  the  nearby  coast.     However,  it  was  felt 


that  the  return  of  an  increasing  volume  of  warm  water 
was  bound  to  have  some  effect  in  raising  the  temperature 
of  the  lagoon  water  locally.  With  a  view  to  minimizing 
this,  a  line  of  sheet  piling  was  driven  forming  a  curtain 
wall  between  the  warm  water  discharge  and  the  pump 
house  location.  The  idea  was  that  this  would  tend  to 
deflect  the  current  of  warm  water  along  the  north  shore 
of  the  lagoon,  and  keep  it  from  mixing  with  the  cooler 
water  approaching  the  pump  inlet. 

The  circulating  water  pump  for  this  unit  is  installed 
in  the  pump  house  out  in  the  lagoon,  alongside  the  pumps 
for  the  earlier  high  pressure  units,  which  were  of  the 
conventional  horizontal  centrifugal  type.  The  water  is 
drawn  from  several  feet  below  the  surface,  from  a  suction 
box  arranged  with  screens  to  catch  any  coarse  debris 
floating  on  the  water. 

The  pump  adopted  is  of  the  vertical  axial  flow  type. 
This  pump  is  set  on  the  floor  of  the  pump  house  with  its 
vertical  casing  extending  to  well  below  low  water  mark, 
and  housing  the  propeller  and  guide  vanes.  The  pro- 
peller being  always  submerged,  no  priming  is  required. 
The  pump  is  designed  to  deliver  7,650  U.S.  gallons  per 
minute  against  a  total  head  of  25.4  ft.,  this  being  the 
head  loss  incurred  in  the  passage  of  the  water  through  the 
intake  pipe  and  condenser.  The  characteristics  of  this 
pump  are  such  that  if  this  head  loss  is  moderately  in- 
creased, due  to  marine  growth  in  the  pipe,  or  fouling  of 
the  condenser  tubes,  the  quantity  of  water  pumped  will 


V 


■■  m  i 

Fig.  3 — Plant  seen  from  lagoon. 

not  be  very  seriously  curtailed.  The  pump  is  equipped 
with  a  75-hp.  squirrel  cage  motor  mounted  directly  on 
the  pump  casing. 

The  water  is  conveyed  to  the  turbine  room  through  a 
24-in.  cast  iron  pipe,  supported  on  the  same  piers  as  the 
pipe  serving  the  earlier  machines.  A  similar  pump  and 
pipe  will  be  provided  for  the  second  7500-kw.  unit. 

One  difficulty  which  is  encountered  in  this  intake  sys- 
tem is  the  rapid  fouling  of  the  interior  surface  of  the  pipe, 
on  which  a  layer  of  shellfish  builds  up,  sometimes  inches 
in  thickness.  In  the  past  this  has  been  held  in  check  to 
some  extent  by  intermittent  injections  of  chlorine,  but 
some  mechanical  cleaning  has  also  been  necessary.  Tn 
order  to  facilitate  this  operation,  the  individual  pipes  for 
this  latest  installation  were  laid  out  with  removable  joints 
at  intervals;  so  that,  when  necessary,  short  lengths  of  the 
pipe   can   be   opened  up   and   a  scraper  hauled   through. 

The  condensate  discharge  from  the  condenser  is  han- 
dled by  a  vertical  two-stage  centrifugal  pump,  motor 
driven,  capable  of  pumping  against  a  total  head  of  140 
ft.  The  condensate  is  passed  through  the  air  ejector  con- 
denser and  a  low  pressure  closed  heater  taking  steam 
from  the  low  pressure  bleed  point  of  the  turbine,  and  is 
delivered   into   the   de-serating  heater  at   a   temperature 


344 


June,  1942     THE  ENGINEERING  JOURNAL 


approaching  200  deg.  F.  Here  it  receives  additional  heat 
abstracted  from  the  intermediate  bleed  point  of  the  tur- 
bine; and  any  feed  make-up  required  is  automatically 
added  at  this  point.  The  de-aerated  water  is  then  pumped 
by  the  motor  driven  centrifugal  feed  pump  through  the 
high  pressure  heater  to  the  boiler.  The  high  pressure 
heater  steam  is  taken  from  the  high  pressure  turbine 
bleed  point. 

The  feed  delivered  to  the  boiler  is  controlled  by  a  Copes 
feed  water  regulator  with  differential  pressure  valve.  A 
surge  tank,  situated  underneath  the  de-aerating  heater, 
forms  a  reservoir  of  heated  de-aerated  water  to  take  up 
any  fluctuations  in  the  boiler  demand. 

The  steam  generating  equipment  for  this  extension  con- 
sists of  a  Babcock  &  Wilcox  Integral  Furnace  Boiler  with 
a  normal  rated  capacity  of  100,000  lb.  of  steam  per  hour 
at  a  pressure  of  425  lb.  per  sq.  in.  gauge,  and  a  total  tem- 
perature of  710  deg.  F.  at  the  superheater  outlet.  This 
output  can,  if  desired,  be  increased  to  110,000  lb.  per  hour 
for  short  periods,  all  auxiliary  equipment  being  designed 
to  meet  this  condition.  This  steam  output  is  sufficient  to 
cover  the  maximum  requirements  of  the  7500  kw.  turbine 
at  its  maximum  overload  of  25  per  cent  over  its  rated 
capacity. 

The  boiler  proper  and  superheater  are  of  the  makers' 
standard  design  for  this  type  of  boiler,  having  8421  and 
1758  sq.  ft.  of  heating  surface  respectively.  The  boiler 
is  equipped  with  an  air  heater  of  the  tubular  type,  the 
air  circulating  through  two  passes  of  tubes  arranged  hori- 
zontally while  the  gas  passes  vertically  upwards  through 
a  single  pass  on  the  outside  of  the  tubes.  A  motor  driven 
forced  draft  fan  equipped  with  inlet  vane  control  delivers 
air  directly  to  the  air  inlet  of  the  air  heater.  The  gas 
passing  from  the  air  heater  is  handled  by  an  induced  draft 
fan  driven  by  a  squirrel  cage  motor  through  a  hydraulic 
coupling.  From  the  fan  it  is  discharged  into  the  rein- 
forced concrete  chimney. 

While  this  boiler  is  primarily  designed  to  serve  the  7500 
kw.  turbine  unit,  the  steam  piping  is  interconnected  so 
that  it  can  supply  steam  to  the  other  units  in  the  station; 
or  conversely,  the  steam  required  by  the  7,500  kw.  unit 
can  be  obtained  from  other  boilers.  Thus  in  the  event 
of  the  forced  stoppage  of  a  major  unit  for  any  reason, 
the  load  being  carried  by  it  can  be  transferred  to  another 
unit  with  a  minimum  of  disturbance  of  the  routine  of 
the  rest  of  the  plant. 

The  fuel  used  in  this  plant  is  fuel  oil  of  the  class  known 
as  Bunker  C  from  the  Venezuela  oil  field.  It  has  a  heat 
value  of  18.300  to  18,800  B.t.u.  per  lb. 

The  boiler  is  equipped  with  six  air  registers,  and  com- 
bination steam  and  mechanical  burners.  Under  normal 
running  conditions,  mechanical  atomization  is  employed, 
but  for  starting  up  or  to  meet  variable  or  otherwise  abnor- 
mal load  demands,  the  use  of  steam  for  atomization  can  be 
resorted  to.  Each  burner  burns  1,200  lb.  of  oil  per  hour 
at  the  rated  load  of  the  boiler,  and  can  considerably  exceed 
this  amount  during  periods  of  overload.  The  boiler  fur- 
nace is  completely  watercooled,  and  has  a  volume  of 
3,422  cu.  ft.,  which  gives  a  heat  liberation  of  37,500  B.t.u. 
per  cu.  ft.  per  hour  when  the  boiler  output  is  100,000  lb. 
of  steam  per  hour. 

The  battery  of  burners  is  completely  enclosed  in  an  insu- 
lated sheet  steel  casing  or  windbox,  to  which  heated  air  is 
supplied  through  a  short  duct  from  the  air  heater  outlet. 
The  pressure  set  up  in  this  windbox  at  full  rated  boiler 
output  is  slightly  over  two  in.  water  gauge. 

The  waste  gases  are  finally  discharged  through  the 
second  of  the  concrete  chimneys  earlier  referred  to.  This 
chimney  was  designed  to  take  the  gases  from  a  second 
boiler,  a  duplicate  of  that  described,  still  to  be  installed. 
For  the  present  it  is  arranged  to  take  the  products  of 
combustion  from  two  old  low  pressure  boilers  still  retained 


to  furnish  steam  on  occasion  for  the  low  pressure  turbines 
held  in  reserve.  One  of  these  boilers  will  be  displaced  to 
make  room  for  the  new  high  pressure  boiler. 

The  concrete  chimney,  like  its  predecessor,  is  built  on 
a  piled  base  some  30  ft.  in  diameter.  Both  these  chimneys 
were  designed  with  specially  heavy  reinforcement,  to  with- 
stand the  effects  of  extreme  wind  velocities:  as  Puerto 
Rico  is  situated  in  the  hurricane  belt,  and  such  visitations 
must  be  expected  at  infrequent  intervals.  Since  their  erec- 
tion these  two  chimneys  have  not  been  put  to  this  test; 
but  a  number  of  chimneys  on  the  island,  designed  on  sim- 
ilar lines,  successfully  stood  up  to  the  hurricanes  of  1928 
and  1932. 

These  high  chimneys  were  built  to  lessen  the  nuisance 
of  smoke  and  dust  in  the  residential  area  in  the  vicinity 
of  the  plant.  Complaints  are  still  heard,  however,  as  to 
dust  and  dirt  in  the  atmosphere,  which  is  attributed  to  the 
operation  of  this  Santurce  plant.  The  problem  is  not  an 
easy  one,  as  the  unconsumed  solids  resulting  from  oil 
burning  are  of  such  a  light  impalpable  nature  that  it  is 
very  difficult  to  eliminate  them  by  the  ordinary  methods 
of  dust  collection.  In  carrying  out  this  last  extension,  a 
large  chamber  was  introduced  at  the  entrance  to  the  in- 
duced draft  fan,  with  a  hopper  and  spout  for  discharging 
any  fine  dust  that  would  collect  therein.  This  chamber  was 
so  designed  that  a  battery  of  cyclone  collectors  could  be 
later  installed,  if  found  desirable,  to  assist  in  the  separa- 
tion of  the  dust  particles. 

With  perfect  combustion  in  the  furnace,  however,  there 
should  be  no  carry  over  of  any  solid  matter  when  burning 
oil.  With  this  in  mind,  in  this  instance  particular  attention 
has  been  given  to  the  matter  of  combustion,  and  a  system 
of  automatic  control  has  been  adopted  affecting  both  the 
air  supply  and  the  gas  discharge,  as  well  as  the  supply  of 
oil  to  the  burners,  so  as  to  maintain  at  all  times  and  under 
all  changing  conditions  as  nearly  perfect  combustion  con- 
ditions as  possible.  This  it  is  hoped  will  result  in  largely 
preventing  the  emission  of  unburnt  carbon  from  the  fur- 
nace. Up  to  the  present,  it  has  been  difficult  to  determine 
whether  this  aim  has  been  realized,  as  the  use  of  the 
same  chimney  by  the  older  low  pressure  boilers,  in  which 
the  combustion  conditions  are  admittedly  not  so  good,  has 
tended  to  confuse  the  issue. 

The  boiler  is  fitted  with  the  usual  instruments,  includ- 
ing a  steam-flow  air-flow  meter,  which  is  interconnected 
with  the  combustion  control  mechanism  to  maintain  a 
correct  relation  between  fuel  and  air  admission.  A  two- 
pen  instrument  records  steam  pressure  and  temperature. 
A  multi-pointer  draft  gauge  indicates  the  pressure  in  the 
windbox,  the  furnace  and  at  the  boiler  uptake.  Provision 
is  made  for  obtaining  other  secondary  readings  from  indi- 
cating thermometers  and  gauges.  A  bi-colour  water  gauge 
is  arranged  with  mirrors  to  bring  the  water  level  indica- 
tion into  convenient  view  of  the  operator.  These  acces- 
sories are  believed  to  include  everything  necessary  to 
maintain  intelligent  supervisory  control  of  the  boiler 
operation. 

Fuel  oil  is  pumped  to  the  station  through  a  six-in.  sup- 
ply line  from  the  pumping  plant  at  the  oil  storage  depot 
about  a  mile  and  a  half  distant.  At  the  plant  it  is  stored 
in  two  medium  sized  tanks  which  have  been  carefully 
calibrated  so  that  by  means  of  float  indicators  a  close 
estimate  can  be  arrived  at  of  the  quantity  of  oil  received, 
and  that  used  in  the  boilers.  The  oil  is  pumped  to  the 
burners  by  motor  driven  screw  type  pumps  through  heat- 
ers. These  pumping  sets  are  equipped  with  pressure  and 
temperature  regulators. 

The  present  pipe  and  storage  facilities  have  been  found 
ample  to  supply  the  fuel  requirements  of  the  plant  up  to 
the  present  time.  However  with  increasing  plant  output, 
and  with  some  apprehension  as  to  the  regularity  of  sup- 
plies under  present  conditions,  it  has  been  thought  pru- 


THE  ENGINEERING  JOURNAL     June,  1942 


345 


dent  to  enlarge  the  storage  facilities  at  the  plant  itself. 
Arrangements  have  been  made  to  erect  a  tank  of  10,000 
barrels  capacity  in  the  grounds  adjacent  to  the  power 
house  as  a  safeguard  against  any  prolonged  interruption 
of  the  supply. 

This  series  of  changes  have  thus  transformed  the  plant 
from  an  antiquated  model  of  thirty  years  ago  to  one  that 
will  compare  in  its  essential  components,  if  not  in  size, 
with  the  best  of  present  day  practice  (Fig.  4). 


Fig.  4 — Plant  after  third  extension.  Looking  west. 

It  is  interesting  to  note  the  outstanding  results  of  this 
remodelling.  It  was  mentioned  that  in  1935  it  took  about 
1.85  lb.  of  oil  to  produce  one  net  kw.h.  of  energy.  In  the 
first  two  months  after  the  last  unit  was  put  in  operation 
late  in  1941,  the  fuel  consumption  averaged  1.05  lb.  per 
net  kw.h.  Credit  for  the  improvement  is  of  course  due, 
firstly,  to  the  inherent  economy  of  the  higher  steam  pres- 
sure and  temperature  in  the  prime  mover  with  stage  heat- 
ing of  the  feed  water;  and  secondly,  to  the  much  im- 
proved efficiency  of  the  boiler,  furnace  and  burner  equip- 
ment with  its  accompanying  heat  recovery  equipment. 

An  appreciation  of  the  value  of  this  reduced  fuel  con- 


sumption can  be  gained  from  the  general  statement  that 
it  represents  a  saving  of  $27  in  the  fuel  cost  of  running 
the  7500  kw.  turbine  for  one  hour  at  its  rated  capacity. 
Carrying  the  comparison  a  stage  further,  it  appears  that 
this  steam  plant,  in  conjunction  with  the  hydro  generat- 
ing facilities,  can  be  operated  at  an  annual  capacity  fac- 
tor of  about  45  per  cent,  which  is  equivalent  to  running  at 
rated  capacity  for  3,900  hours  in  the  year,  thus  showing 
a  fuel  saving  of  $100,000  for  the  year,  as  compared  with 
the  1935  performance.  At  this  rate,  the  fuel  saving  alone 
would  pay  for  the  installation  cost  of  the  improved  plant 
in  about  six  years. 

Obviously  it  does  not  pay  as  a  general  rule  to  discard 
and  replace  old  plant,  every  time  some  improvement  in 
economy  becomes  available;  but  this  appears  to  have  been 
a  case  where  the  substitution  was  fully  justified. 

This  improved  efficiency,  however,  was  only  a  second- 
ary consideration.  The  main  incentive  was  the  necessity 
of  providing  for  increased  output.  The  original  plant  had 
a  nominal  capacity  of  3,000  kw.  with  rather  liberal  over- 
load capacity.  A  heavy  days  output  ran  as  high  as  75,000 
kw.h.,  equivalent  to  a  capacity  factor  of  over  100  per 
cent.  When  the  second  7500  kw.  unit  is  ready  for  opera- 
tion, the  plant  will  have  an  installed  capacity  of  25,000 
kw.,  including  the  old  1500  kw.  low  pressure  unit  still  re- 
maining. 

With  one  of  the  largest  units  out  of  service,  the  firm 
capacity  of  the  plant  comes  down  to  17,500  kw.  At  50  per 
cent  capacity  factor  this  corresponds  to  a  24-hour  output 
of  210,000  kw.h.  Already  the  daily  average  for  a  month 
has  exceeded  213,000  kw.h.  with  single  days  running  over 
220,000  kw.h.  So  the  station  cannot  be  said  to  be  over  ex- 
tended. 

The  question  naturally  occurs  whether  the  increased 
power  demands  could  not  have  been  met  more  economic- 
ally by  the  development  of  more  hydro  power.  The  answer 
is  that  a  stage  has  been  reached  at  which  the  water  power 
resources  in  the  limited  area  of  the  island,  susceptible  of 
economic  development,  have  been  practically  exhausted 
and  that  any  further  energy  requirements  must  be  obtain- 
ed from  fuel.  Thus  in  the  last  few  years,  from  being 
essentially  a  hydro  system  with  a  small  steam  auxiliary, 
it  has  become  a  steam  power  system  with  hydro  figuring 
as  a  secondary  source  of  supply. 


THE  WILL  TO  WIN 

From  an  address  by  Brigadier-General  Earl  McFarland 

Mechanical  Engineering,  May,  1942 


Most  important  of  all  factors  at  the  moment,  and 
greater  than  any  I  have  yet  spoken  of,  is  the  will  to  win. 
Unless  we  are  determined,  our  effort  lacks  half  its  energy 
and  our  results  may  be  half  as  great  as  are  required  for 
victory.  What  I  am  saying  was  said  by  Napoleon,  in  a 
simple  phrase  and  one  more  striking  than  I  might  coin. 
He  said,  "  In  battle,  the  morale  is  to  the  material  as  three 
is  to  one."  Translated  into  the  vernacular,  that  simply 
means  that  no  matter  how  great  our  material  strength, 
our  determination  to  win  is  three  times  more  important. 
How  will  that  determination  be  brought  about?  This  is 
a  field  somewhat  beyond  the  mechanical  engineer  and  the 
Ordnance  officer,  but  I  venture  to  state  a  belief  which  I 
hold  to  be  basic  to  success:  Our  people  must  still  develop 
a  sense  of  righteous  anger  against  a  contemptible  enemy 
whose  actions  deserve  the  sternest  treatment.  Until  we 
know  what  it  means  to  have  a  total  hate  for  an  unremit- 
ting foe  and  until  we  are  willing  to  discipline  ourselves 
and  sacrifice  our  strength  in  order  that  we  may  inflict  the 


greatest  of  damage  upon  such  an  enemy,  our  fighting 
forces  and  our  material  strength  will  not  speak  the  kind 
of  language  a  ruthless  fighter  understands.  For  make  no 
mistake  about  it,  we  are  face  to  face  with  as  ruthless  an 
enemy  as  the  world  has  ever  known.  Until  we  are  ready 
to  meet  that  kind  of  fighting  with  the  intense  hatred  it 
deserves,  we  will  never  be  able  to  reach  the  goal  for  which 
we  are  striving. 

I  wish  it  were  possible  for  me  to  conclude  my  remarks 
on  a  more  kindly  note.  But  we  are  at  war,  the  worst  war 
the  world  has  ever  known.  We  will  not  win  it  by  a  lack- 
adaisical attitude  in  the  factory,  on  the  farm,  or  anywhere 
else.  We  must  realize  that  we  have  a  job  to  do — the  great- 
est job  in  the  history  of  the  world.  And  until  we  get  mad 
about  it  and  fight  with  a  hatred  as  deep  as  our  enemies' 
cunning  and  ruthlessness,  we  can  not  exert  our  full 
strength.  The  day  has  come  to  match  our  engineering 
power  with  the  will  to  fight — to  fight  hard  at  all  costs — 
and  to  win. 


346 


June,  1942     THE  ENGINEERING  JOURNAL 


THE  LIONS'  GATE  BRIDGE-IH* 

S.  R.  BANKS,  m.e.i.c. 

General  Engineering  Department,  Aluminum  Company  of  Canada,  Limited,  Montreal,  Que.   Formerly  with 

Messrs.  Monsarrat  and  Pratley,  Consulting  Engineers,  Montreal,  Que. 

This  paper  was  awarded  the  Gzowski  Medal  of  the  Institute  for  1941 


SUPERSTRUCTURE:  DESIGN  AND  FABRICATION 

(Continued) 

Main  Cables:  Design 

The  maximum  tension  in  the  cables  of  a  suspension- 
bridge  occurs  when  all  the  spans  are  loaded,  the  tempera- 
ture being  at  its  lowest.  Throughout  the  cable,  for  any 
given  loading,  the  horizontal  component  of  the  tension  is 
constant,  the  tension  itself  varying  with  the  angle  of  slope. 

In  the  present  case,  the  heaviest  loading  of  the  cables 
takes  place  when  the  three  spans  are  covered  with  the 
"  congested  "  loading  (C)  of  615  lb.  per  lin.  ft.  (on  each 
side  of  the  bridge) ,  the  temperature  being  the  selected 
minimum  of  0  deg.  F.  Under  those  severe  conditions,  the 
horizontal  component  was  computed  to  be  5,778  kips.  The 
steepest  part  of  the  cable  is  where  it  enters  the  shoreward 
side  of  the  tower-saddle,  and  the  corresponding  mum 
cable-tension  is  6,400  kips  at  that  point. 

Decision  had  first  to  be  made  regarding  the  general 
type  of  cable  to  be  used,  the  choice  lying  between  a  cable 
composed  of  individual  parallel  wires  and  one  consisting 
of  a  limited  number  of  parallel  pre-fabricated  strands. 
The  former  type  was  introduced  in  America  nearly  a  cen- 
tury ago  by  J.  A.  Roebling,  and,  displacing  the  once- 
common  eye-bar  cable  almost  entirely,  has  served  more 
frequently  than  any  other.  Its  advantages  lie  in  that 
comparatively  small  weights  of  material  are  handled  in 
the  field,  the  wires  (shipped  directly  from  the  manufac- 
turer) being  placed  individually;  and  in  that  there  is  no 
socketing  involved  in  the  anchorage-assemblies.  Parallel- 
wire  cables  have  been  invariably  employed  in  spans  of 
great  length,  where  stranded  cables  would  be  out  of  the 
question  because  of  the  impracticability  of  manufacturing, 
pre-stressing,  and  handling  very  heavy  strands. 

Cables  of  pre-fabricated  strands  (in  which  groups  of 
individual  wires  are  spun  into  units  whose  length  is  that 
of  the  cable  itself)  were  introduced  only  some  fifteen  years 
ago**,  and  have  steadily  gained  in  favour  for  bridges  of 
short  and  medium  spans.  Although  with  this  kind  of  cable 
there  is  a  considerable  amount  of  shop-work  additional 
to  that  involved  in  the  actual  wire-drawing,  the  extra  cost 
thereof  is  more  than  offset  by  the  expedition  of  the  field- 
assembly  and  adjustments,  and  by  the  simplicity  of  the 
erection-equipment  compared  with  that  needed  for  wire- 
by-wire  erection.***  There  is  the  further  advantage  that 
most  of  the  handling  takes  place  under  "  shop  "  conditions, 
where  the  control  and  inspection  are  superior  to  those 
obtainable  in  the  field.  The  process  of  pre-stressing  also 
provides  opportunity  for  close  inspection  and  positive 
testing  of  the  finished  strands.  The  size  of  such  strands 
is,  however,  limited  both  in  length  and  sectional  area  by 
the  factors  previously  mentioned,  and  also  by  the  rapidly- 
increasing  cost  of  unspliced  wires  of  more  than  the  nor- 
mal ingot-weight  of  about  380  lb.  (representing  about 
3,500  ft.  of  No.  6  S.W.G.  galvanized  steel  wire).  Yet  an- 
other limit  is  imposed  by  the  difficulties  associated  with 
anchoring  numerous  and  heavy  strand-sockets. 

Study  of  the  above  considerations,  made  in  the  light  of 
the   engineers'   experience   with   2,570-ft.    strands   at  the 

*Parts  I  and  II  appeared  respectively  in  the  April  and  May  issues 
of  the  Journal. 

**One  of  the  earliest  bridges  carried  bv  a  stranded  cable  was  that  at 
Grand'Mère,  Que.  (1929). 

***It  was  also  borne  in  mind  that  no  such  equipment  was  in  exist- 
ence in  Canada. 


Island  of  Orleans,  led  to  decision  in  favour  of  stranded 
cables.  The  decision  was  supported  by  the  knowledge  that 
the  wire-length  required  was  not  abnormal  from  the 
manufacturer's  point  of  view,  and  also  by  the  successful 
development  of  a  suitable  anchorage. 

The  Lions'  Gate  bridge  cables  are  the  longest  yet  to 
have  been  constructed  of  prefabricated  strands,  and  in 
only  one  instance  (the  St.  John's  bridge  at  Portland  Ore- 
gon: central  span  1,207  ft.)  have  stranded  cables  of  greater 
cross-section  been  used.  The  cable  in  that  case  was  16% 
in.  in  diameter,  consisting  of  91  strands  1%  in.  in  diameter 
and  about  2,600  ft.  in  length. 

The  working-unit  adopted  for  the  cables  was  90,000  lb. 
per  sq.  in.  This  high  stress  is  justified  by  the  excellent  and 
uniform  quality  of  bridge-wire  that  is  nowadays  available; 
by  the  equally  satisfactory  physical  properties  exhibited  by 
the  cable-strands  under  test  and  during  pre-stressing;  by 
the  comprehensive  nature  of  the  routine-testing  through- 
out; and  by  the  fact  that,  in  a  bridge  of  this  magnitude, 
the  range  of  stress-variation  tending  to  set  up  conditions 
of  fatigue  is  not  great,  the  dead-load  stress  amounting  to 
more  than  80  per  cent  of  the  maximum  under  the  worst 


DIAMETER    1443' 

AREA         1 2Afc5°'(o«o30 


CEDARWOOD     FIU-ERS 
RAPPING    WIRE 


X  CUIOE    STRAND 


Fig.  40 — Cross-sections  of  cable  and  cable-strand. 

conditions.   The  required  cross-sectional  area  of  the  cable 
was  thus  71.11  sq.  in. 

The  natural  grouping  of  parallel  strands  lying  compact- 
ly in  contact  is  hexagonal,  and  that  optimum  shape  de- 
mands that  the  number  of  strands  shall  be  one  of  the 
series  1,  7,  19,  37,  61,  91,  127,  etc.  In  order  to  avoid  undue 
stiffness  and  weight  of  strand  on  the  one  hand,  and  too 
cumbersome  an  anchorage-assembly  on  the  other,  the 
number  in  this  case  was  selected  as  61,  the  corresponding 
strand-diameter  being  approximately  \-J4>  hi.  (with  a 
steel-area  of  about  1.17  sq.  in.) .  The  build-up  of  the  cable 
is  shown  in  Fig.  40.  In  the  final  assembly,  the  hexagonal 
form  is  rounded  out  by  the  six  oil-impregnated  cedar- 
wood  fillers  shown,  the  whole  being  tightly  bound  to- 
gether by  a  continuous  serving  of  No.  9  S.W.G.  soft  steel 
galvanized  wire.  The  finished  diameter  of  the  cable  is 
13V4  in.  The  weight  per  running  foot  of  the  cable  (esti- 
mated at  284  lb.)  is  283  lb.  The  length  of  the  strand  was 
calculated  to  be  3,391.490  ft.  between  faces  of  sockets 
under  dead  load  and  at  normal  temperature. 

Specifications  Foe  Cable-Strands 

A  very  complete  specification  was  drawn  up  covering 
the  manufacture  and  fabrication  of  the  cables.  The 
clauses  pertaining  to  the  cable-strands  may  be  summar- 
ized as  follows: 

The  approximate  length  of  each  of  the  122  strands 
was  stated  to  be  3,400  ft.,  this  figure  including  allow- 
ance for  socketing  and  for  test-samples. 

1.1875  sq.  in.  was  specified  as  the  ungalvanized  or 
net  area  of  the  strand  cross-section. 


THE  ENGINEERING  JOURNAL     June,  1942 


347 


The  strand  was  to  be  built  of  galvanized  wires,  the 
diameter  of  none  of  which  was  to  exceed  0.192  in.  in  the 
"  green  "  or  ungalvanized  state. 

All  wires  were  to  be  of  the  full  length  of  the  strand, 
no  splicing  whatever  being  permitted. 

In  order  to  obviate  twisting  of  the  strand  when  under 
load,  it  was  specified  that  the  outer  gallery  of  wires  in 
each  strand  should  be  of  opposite  lay  to  that  of  the 
inner  wires. 

Strands  in  respect  to  their  outer  wires  were  to  be  of 
right-  or  left-hand  lay  according  to  their  positions  in 
the  cable,  so  as  to  avoid  excessive  bearing  pressures  in 
the  saddles  due  to  point-contact  between  wires  of 
successive  layers  of  strands. 

The  strand  was  to  possess  an  ultimate  strength  of  not 
less  than  230,000  lb.,  with  a  modulus  of  elasticity  of  at 
least  25,000,000  lb.  per  sq.  in.  (of  ungalvanized  area) 
over  a  range  of  loading  up  to  50  per  cent  of  that  ulti- 
mate strength.  Forty  100-in.  specimens  (cut  from  as 
many  strands)  were  required  to  be  tested,  half  of  that 
number  for  modulus  and  yield-point,  and  half  to  de- 
struction. 

The  specifications  for  the  wire  followed  well-established 
precedent,  the  steel  being  required  to  be  acid  open-hearth 
cold-drawn  bridge-wire,  manufactured  in  accordance  with 
the  best  current  practice,  and  the  product  of  works  of 
established  reputation.  Apart  from  the  engineers'  subse- 
quent acceptance  of  some  150  tons  of  stock-material  (that 
had  been  manufactured,  to  precisely  the  same  specifica- 


IH      FEET     OF      3374-FOOr       LENGTH 


Fig.  41 — Closure  of  cable-strand. 

tion,  for  the  Golden  Gate  bridge,  San  Francisco)  all  wire 
was  required  to  be  made  especially  for  this  job,  and  to  be 
properly  tagged  and  identified  as  such  throughout  all 
stages  of  manufacture.  The  general  substance  of  other 
requirements,  which  applied  equally  to  the  stock-material, 
is  given  below. 

A  gauge-tolerance  for  the  ungalvanized  wire  was  es- 
tablished at  .003  in.  plus  or  minus,  and  the  increase  in 
diameter  due  to  galvanizing  was  limited  to  .005  in.  The 
galvanizing  was  required  to  pass  a  standard  Preece 
test. 

The  maximum  permissible  percentage  of  certain  ele- 
ments in  the  steel  were  specified  as  follows:  carbon  .08, 
phosphorus  .04,  sulphur  .04. 

A  test-piece  was  to  be  cut  from  each  end  of  every 
coil   of   wire,    and   the   minimum    acceptable   ultimate 


Fig.   42 — Typical   stress-strain  graph   of  strand   pre-stressing. 

strength  was  set  at  215,000  lb.  per  sq.  in.  of  gross  area, 
the  permissible  average  minimum  for  any  one  heat, 
however,  being  220,000  lb.  per  sq.  in. 

The  minimum  stress  at  the  yield  point  (at  an  elonga- 
tion of  .75  per  cent  in  the  gauge-length  of  10  in.)  was 
set  at  165,000  lb.  per  sq.  in.,  and  the  minimum  elonga- 
tion of  the  same  10-in,  test-piece  at  four  per  cent  (with 
an  area-reduction  of  not  less  than  30  per  cent). 

The  wire,  before  and  after  galvanizing,  was  required 
not  to  fracture  on  coiling  cold  around  a  mandrel  of  one 
and  one-half  times  its  own  diameter. 

Stipulations  were  made  concerning  the  precise  num- 
ber of  tests  of  each  kind  to  be  made,  and  it  was  speci- 
fied that  all  tests  should  be  made  prior  to  strand-fabri- 
cation. 

Cable-Strands  :  Fabrication 
Considerable  interest  in  the  cable- 
strands  was  evinced  by  wire-rope  man- 
ufacturers both  in  Britain  and  in  Can- 
ada, and  several  tenders,  from  both 
countries,  were  eventually  received  by 
the  contractor.  The  successful  bid  was 
based  on  the  acceptance  of  the  strand 
shown  in  Fig.  40.  The  engineers'  ap- 
proval of  this  was  readily  given,  since 
tests  of  a  preliminary  sample  had  al- 
ready demonstrated  its  satisfactory 
properties.  The  strand  is  built  up  of  a 
Scale  core  of  7/7/1  with  two  outer  gal- 
leries of  13  and  19  wires  respectively: 
and  it  will  be  noted  that  39  of  the 
total  of  47  wires  are  of  .196-in.  diam- 
eter, this  being  the  maximum  per- 
mitted by  the  specification.  This  pre- 
ponderance of  No.  6  gauge  wire  is  due 
to  the  fact  that  the  low  bid  was  that 
of  John  A.  Roebling's  Sons  Company 
(of  U.S.A.),  which  firm  has  had  long 
experience  in  the  development  of,  and 
is  particularly  well-equipped  to  pro- 
duce, a  specialized  bridge-wire  of  this  particular  size.  It 
is  of  interest  to  note,  however,  that  the  several  other 
designs  put  forward  were  all  based  on  a  larger  number 
of  rather  smaller  wires,  and  that  such  designs  would  have 
been  at  least  equally  acceptable  to  the  engineers. 

The  fabrication  of  the  strands  (by  Anglo-Canadian 
Wire  Rope  Company,  at  Rockfield,  Que.)  did  not  present 
any  great  problem.  They  are,  of  course,  of  larger  and 
stiffer  wire  than  is  met  with  in  ordinary  practice;  and  they 
required  the  use  of  a  very  sturdy  machine  for  the  final 
closure,  working  under  an  estimated  tension  of  about  20 
to  25  tons.  The  strands  were  spun  in  two  operations,  the 
first  of  which  consisted  in  laying  up  the  core  of  15  wires 
together  with  the  intermediate  gallery  of  13  wires,  all  in 
the  same  direction.  In  the  second  operation,  this  assembly 
of  28  wires  became  the  core  onto  which,  but  in  opposite 


348 


June,  1942     THE  ENGINEERING  JOURNAL 


direction,  were  laid  the  19  outer  wires  (Fig.  41).  A  tribute 
to  the  quality  of  the  wire  and  to  the  skill  of  the  fabrica- 
tors is  implied  in  the  fact  that  on  only  two  or  three  oc- 
casions did  a  wire  break  during  the  strand-fabrication; 
such  wires  were  replaced.  Great  care  was  taken  to  pre- 
serve the  galvanizing.  Linseed  oil  was  at  first  used  as  a 
lubricant  for  that  purpose,  but  it  was  later  found  that 
careful  shaping  of  the  dies  in  the  machines  would  almost 
completely  obviate  abrasion. 

The  nominal  gross  area  of  the  strand,  which  was  used 
as  a  basis  for  all  computations,  is  1.2363  sq.  in.,  the  un- 
galvanized  or  net  area  being  1.1905  sq.  in.  From  the  latter 
figure,  it  will  be  noted  that  the  actual  cable-stress  under 
the  worst  loading-condition  is  88,000  lb.  per  sq.  in.  The 
average  strand-diameter,  obtained  from  a  great  number 
of  measurements,  is  1.443  in.,  which  is  very  close  to  the 
engineers'  assumption  of  \J4>  vo- 

Cable-Strands  :  Socketing 
The  strands  were  made  to  a  length  in  excess  of  that  fin- 
ally required,  and  were  socketed  at  both  ends  in  readiness 
for  pre-stressing.  One  end  of  each  was  fitted  with  its  per- 
manent socket  and  the  other  with  a  temporary  one,  the 
latter  being  removed  after  the  strand  had  been  pre-stressed 
and  later  replaced  as  a  permanent  fitting.  As  a  matter  of 
convenience,  this  replacement,  together  with  the  final  cut- 
ting, was  done  at  the  pre-stressing  plant.  The  strands 
were  cut  neatly  and  expeditiously  by  a  high-speed  cut- 
ting-disc. 

The  specifications  relating  to  the  attachment  of  sockets 
required  primarily  that  the  full  strength  of  the  strand 
should  be  developed  without  injury  to  the  socket,  and 
provision  was  made  for  the  testing  of  socketed  specimens. 

The  socketing-material  was  to  be  commercially-pure 
(99.75  per  cent)  zinc.  Emphasis  was  placed  upon  the  de- 
sirability  of  a  straight  lead  into  the 

socket,  and  of  the  preservation  of  the 

lay    of    the    strand    right    up    to    its 

entrance. 

The  strand-socket  (Fig.  46)  consists 

of  a  steel  cylinder  (S.A.E.  1030,  forg- 
ing quality)   7  in.  in  diameter  and  16 

in.  long,  part  of  which  is  cored  out  and 

threaded  internally  for  attachment  to 

the  anchor-bolt,  the  other  part  being 

bored   to   form   the   conical   cavity   or 

basket  in  which  the  broomed  end  of  the 

strand   is  held.    That  cavity   is   9  in. 

long,    tapering    from    3%    to    1%    in. 

in     diameter.     Three     ^-in.     annular 

grooves  are  cut  in  the  inside  surface 

to  assist  the  bond  between  that  surface 

and  the  zinc  mould.  In  the  case  of  the 

temporary      sockets,      however,      the 

grooves   were   not  machined  until  the 

sockets  had  been  removed  prior  to  use 

as  permanent  fixtures. 

The  details  of  the  socketing-process 

formed    the    subject    of    considerable 

study  and  experimentation  by  both  the 

contractors  and  the  engineers,  and  the 

following  were  features  of  the  procedure 

adopted.  The  outer  wires,  after  the  ends 

had  been  seized  and  evenly  broomed, 

were  slightly  bent  so  as  to  contact  the 

basket  at  their  extremities  only,  thus 

ensuring  the   flow   of  zinc   completely 

around  them.    The  broomed   end  was 

then  agitated  for  about  10  minutes  in  a 

clean    solution    of   caustic    soda,    after 

which  it  was  washed  in  boiling  water. 

To  facilitate  drying,  it  was  dipped  into 

methylated   spirits.     It  will   be  noted 


V  7W      OA*Ui*r 


that  no  acid  was  used  in  the  cleaning-process  and 
that  none  of  the  ends  of  the  wires  were  turned  back  upon 
themselves. 

In  order  to  permit  of  leading  the  strand  squarely  into 
the  socket,  the  pouring  of  the  zinc  took  place  on  a  plat- 
form elevated  some  10  ft.  above  floor-level.  The  socket 
was  clamped  vertically  in  an  apparatus  which  at  the  same 
time  held  the  end  of  the  strand  in  its  correct  position. 
The  socket  (the  inside  of  which  had  been  tinned)  was  pre- 
heated by  blow-torches  to  about  200  deg.  F,  and  the  zinc 
was  introduced  in  one  single  pour  at  a  temperature  of 
850-875  deg.  F.:  during  the  pour,  the  socket  was  vibrated 
with  wooden  mallets  to  prevent  the  inclusion  of  gas- 
bubbles.  After  pouring,  the  assembly  was  left  undisturbed 
for  at  least  20  minutes.  The  metal  remaining  in  the  ladle 
after  the  pour  was  cast  into  a  small  ingot:  this  was  im- 
mediately broken  and  inspection  of  the  fractured  metal 
made. 

Owing  to  the  fact  that  the  ends  of  the  sockets  were  not 
invariably  true  and  square  (and  also  on  account  of  the 
inherent  curve  in  the  strand  consequent  on  the  tension 
under  which  it  was  reeled) ,  it  was  found  impossible  to 
guarantee  that  the  strand  would,  after  socketing,  lead 
perfectly  normally  into  the  socket.  To  investigate  the 
effect  of  discrepancies  of  this  nature,  test-lengths  of 
strand  were  equipped  with  sockets  placed  deliberately  out 
of  alignment  by  amounts  of  %,  x/±,  and  x/-2  in  12.  These 
specimens  all  broke  well  away  from  the  socket,  at  loads 
of  279,  277,  and  280  kips  respectively.  A  tolerance  of  Vs 
in  12  was  therefore  permitted  in  the  alignment,  and  the 
contractors  found  it  possible  to  keep  within  this  limit. 

The  whole  operation  of  socketing  was  subjected  to  con- 
stant inspection  by  the  engineers,  and  the  paramount  im- 
portance of  absolute  cleanliness  of  all  parts  coming  into 


CfiST/HOS  fitADf  WITH 

a.  '0',j'6',  9;  it:  /s-  /a- 
2/'  on  S4m  Hccottotfta 

TO  Si.Of£    OP  C/39i-S 


*r  /'-3'vs/ir/c/ti.    s^Acma 

OA/  »lt    S<SSP£KO£KS 


rYPfCAL    C/9BL£_  BAND 

CHST  STEEL 

estate  a/i/vos  *ȣ**  ahglc  "Set" 


-/}&  '<*  K//OE  &OPE 


ofmfé>      C/RBL£   BAND 


\rmcjc/*ess  I 


,St/306/vO£m    Goe>£  Socket 
Srsti.    foaeiNG 

5&~1t  corr£a 


OP  stifP£hing 
rauss. 


FRONT    ELEVAT/ON         SIDE    ELEVAT/ ON 


Fig.  43— 
Assembly  of 
suspender- 
rope. 


THE  ENGINEERING  JOURNAL     June,  1942 


349 


contact  with  the  zinc  was  continually  impressed  upon  the 
workmen. 

Cable-Strands  :   Pre-Stressing 

In  the  cable  of  a  suspension  bridge  it  is  of  evident  im- 
portance that  the  tensile  stress  should  be  as  nearly  uni- 
form as  possible  over  the  whole  cross-section,  since  any 
departure  from  such  uniformity  means  that  certain  of 
the  component  wires  or  strands  are  receiving  more  than 
their  share  of  the  load.  In  the  case  of  a  parallel-wire 
cable,  even  stress-distribution  is  assured  by  the  uniform- 
ity of  the  wire-material,  which  is  attained  by  careful  man- 
ufacture and  stringent  inspection;  and  by  the  method  of 
erection,  whereby  the  individual  wires  are  all  assembled 
to  a  common  sag.  With  a  stranded  cable,  however,  as  in 
the  present  case,  two  further  considerations  are  involved. 
It  is  desirable,  in  the  first  place,  that  the  component  wires 
of  any  one  strand  shall  share  the  strand-load  equally; 
and,  secondly,  that  the  strands  themselves  shall  possess 
uniform  elastic  properties  in  order  to  participate  equally 
in  the  cable-tension.  The  first  of  these  requirements  de- 
pends upon  the  design  and  fabrication  of  the  strand,  and 
the  degree  of  its  achievement  may  be  demonstrated  by 
tests  to  destruction.  In  an  ideal  strand  all  the  component 
wires  would  fail  simultaneously,  but,  owing  to  the  slight 
additional  stress  in  some  of  those  wires  due  to  their  helical 
shape,  the  "  efficiency  "  of  the  strand — which  may  be  de- 
fined as  the  ratio  of  its  ultimate  tensile-strength  to  the 
aggregate  of  the  ultimate  strengths  of  the  actual  wires 
used  in  its  composition — can  never  attain  to  the  ideal 
value  of  unity.  It  is  satisfactory  to  record  that  the  effi- 
ciencies computed  for  six  random  specimens  of  the  Lions' 
Gate  bridge  strands  were  respectively  96.8,  96.5,  96.9, 
96.9,  96.9,  and  97.1  per  cent. 

The  second  requirement  is  obtained  by  pre-stressing  the 
strands  before  their  assembly  into  the  bridge-cable.    Al- 


INO£P£NO£N7  IV/X£-KOP£  C£N7K£ 
OP-    T  STKP.A/DS 

core  -  .ore- 

6  WIRES  -     063- 


6    aot>£- STAMPS 

CORE   •    .l3Z~ 

GIVIGES    -    .124" 

6H/I8ES   -    .132' 

6  WIPES   -    .099- 
AREA       /  477 st>  ins 

OO/A        f.777" 

Fig.  44 — Cross-section  of  suspender-rope. 

though  during  fabrication  the  wires  are  laid  into  the  strand 
under  considerable  tension,  further  consolidation  of  the 
assembly  is  needed  in  order  to  obviate  the  gradual  length- 
ening, of  uncertain  amount,  that  ordinarily  occurs  when 
a  wire  rope  is  first  put  into  service.  The  process  of  pre- 
stressing  consists  essentially  in  the  subjection  of  each 
strand  to  considerable  tension,  the  strand  being  laid  out 
at  full  length  for  the  purpose.  That  tension  is  maintained 
until  such  time  as  stretching  has  ceased  or  has  become 
negligible,  the  effect  upon  the  strand  being  to  increase  its 
modulus  of  elasticity  from  a  comparatively  low  figure 
which  varies  somewhat  for  different  strands,  to  a  higher 
and  much  more  uniform  value.  While  the  strand  is  thus 
unreeled  it  is  the  practice  to  reduce  the  tension  to  a  figure 
approximating  to  the  normal  dead-load  tension,  when  it  is 
accurately  measured  and  marked  for  cutting  and  socket- 
ing. 

The  pre-stressing  process  provides,  incidentally,  an  op- 
portunity for  inspection  of  the  strand;  and  it  also  positive- 
ly demonstrates  its  capacity  to  support  loads  greater  than 
those  it  will  be  called  upon  to  carry  in  service. 


The  specification  regarding  pre-stressing  and  measure- 
ment of  the  strands  reads  as  follows: 

"Each  1%  in.  diameter  strand  shall  be  finished  to 
a  length  in  excess  of  the  final  length  of  the  strand  in 
place  and  then  pre-stressed  to  a  tension  of  at  least  one- 
half  of  the  specified  ultimate  strength  of  the  strand 
(i.e.  to  115,000  lb.),  and  held  at  this  tension  until  stretch- 
ing has  ceased,  but  in  no  case  for  less  than  30  minutes. 
The  tension  shall  then  be  decreased  to  about  80,000  lb., 
at  which  load  the  strand  shall  be  measured  and  the 
necessary  reference  points  established  for  use  during 
erection.  The  marking  tension  shall  be  maintained 
while  a  suitable  mark  is  painted  along  the  strand  as  a 
tell-tale  in  case  of  any  subsequent  twisting. 

"  Tests  for  modulus  of  elasticity  shall  be  made  on 
long  lengths  of  all  strands  during  the  pre-stressing  pro- 
cess." 

"  Every  effort  shall  be  made  to  secure  measured 
lengths  between  sockets  precisely  equal  to  the  lengths 
finally  specified  and  approved.  Particular  precautions 
shall  be  taken  to  avoid  any  error  due  to  change  of 
length  of  the  strand  on  account  of  reeling,  subsequent  to 
marking." 

"  The  accuracy  of  the  marking  process  shall  be  such 
as  to  produce  a  measured  length  within  one  inch  of  the 
required  length." 

The  pre-stressing  was  done  at  Dominion  Bridge  Com- 
pany's plant  at  Longueuil,  Quebec.  This  pre-stressing 
plant  is  the  only  one  in  Canada,  and,  as  far  as  the  author 
is  aware,  the  only  one  in  existence  that  is  not  operated 
by  a  wire-rope  manufacturer.  In  the  former  employment 
of  the  plant,  which  was  built  for  the  Island  of  Orleans 
strands,  each  2,470-ft.  strand  had  been  laid  out  at  full 
length  in  a  straight  line,  with  one  end  fastened  to  a  heavy 
concrete  anchorage  and  the  other  attached  to  the  strain- 
ing-machinery: each  strand  was  in  turn  unrolled,  pre- 
stressed,  and  reeled  in  again.*  Sufficient  space  was  not, 
however,  available  for  treating  strands  3,400  ft.  long  in 
this  manner,  and  permission  was  granted  by  the  engineers 
to  lay  each  strand  out  in  two  parallel  parts,  the  bight 
passing  around  a  horizontal  sheave.  Essentially,  then,  the 
plant    consisted    of    two    massive    concrete-  foundations, 


Fig.  45 — Assembly  of  cable-band. 

spaced  at  about  1,750  ft.  apart,  on  one  of  which  was 
mounted  the  roller-bearing  sheave,  and  on  the  other  the 
two  hydraulic  rams  employed  for  the  adjustable  anchoring 
of  one  end  of  the  strand  and  for  the  application  of  loading 
to  the  other.  The  sheave,  by  means  of  interchangeable 
tread-sections,  could  be  arranged  to  suit  a  rope  or  strand 
of  any  given  diameter.  The  diameter  of  the  sheave  was 
14  ft.,  so  that  the  strand  (which  coiled  without  difficulty 

*A  description,  by  Mr.  D.  B.  Armstrong,  m.e.i.c,  of  the  pre- 
stressing  of  cable-strands  for  the  Island  of  Orleans  bridge,  may  be 
found  in  The  Engineering  Journal  for  July,  1938. 


350 


June,  1942     THE  ENGINEERING  JOURNAL 


FRONT    VI£W  Of  BUTTONS 


Fig.  46 — Anchorage  of  cable. 


over  the  V-fa-ii  diameter  of  the  reel)  was  not  subjected  to 
any  undue  bending.  The  two  parallel  parts  of  the  strand 
were  thus  14  ft.  apart,  and  the  hydraulic  rams  were  sim- 
ilarly spaced.  The  long  lengths  between  the  two  anchor- 
ages were  carried  on  stout  timber  benches  (known  as 
"  troughs,"  guard-timbers  being  secured  along  the  sides 
to  prevent  the  strand  from  rolling  off)  18  in.  wide  and 
about  2  ft.  above  wooden  walkways  which  ran  alongside. 
The  sheave  and  the  rams  were  at  such  levels  that  the 
whole  of  the  strand  lay  in  a  horizontal  plane.  The  troughs 
were  illuminated  at  night,  and  a  field-telephone  was  in- 
stalled between  the  ends  of  the  plant  to  facilitate  control 
of  the  reeling-operations,  and  for  transmittal  of  temper- 
ature-readings. 

The  two  rams,  each  of  about  80-ton  capacity,  were 
operated  by  electrically  driven  oil-pumps,  the  working- 
pressure  being  about  1,600  lb.  per  sq.  in.  The  ram  for  ap- 
plication of  the  load  had  an  effective  stroke  of  12  ft.;  and, 
by  means  of  a  series  of  adjustable  links  and  a  locking- 
device,  advantage  was  taken  of  a  second  stroke  of  the 
ram,  so  that  a  total  stretch  of  as  much  as  22  ft.  could  be 
applied  to  the  strand.  A  further  set  of  links  was  arranged 
for  dealing  with  variations  in  the  delivered  lengths,  which 
ranged  from  3,396  to  3,435  ft. 

The  smaller  ram  (installed  in  the  first  place  as  a  safe- 
guard against  excessive  differences  between  the  tensions  of 
the  two  parts  of  the  strand  owing  to  its  passing  around 
the  sheave),  with  a  stroke  of  only  28  in.,  was  used  chiefly 
in  making  adjustment  to  the  position  of  the  other  end  of 
the  strand,  its  value  lying  in  the  fact  that  such  movements 
could  be  made  under  load.  This  ram,  like  the  straining- 
ram,  could  be  locked  at  any  point  of  its  travel,  so  that 
any  given  stretching  of  the  strand  could  be  maintained 
indefinitely. 

Accurate  measurement  of  the  tension  applied  by  the 
rams  was  made  by  means  of  two  extensometer-gauges  de- 
signed for  that  purpose.  Each  of  these  consisted  essential- 
ly of  a  heat-treated  nickel-alloy  steel  bar,  about  5  ft.  long 
and  with  a  circular  cross-sectional  area  of  2  sq.  in.  The 
rod  was  upset  and  threaded  at  both  ends;  and  the  ends 
were  screwed  into  heavy  links  for  connection,  respectively, 


to  the  strand-socket  and  to  the  adjustable  links  of  the 
ram  in  question.  The  tension  in  the  bar  was  measured  by 
observation  of  the  extension  of  a  30-in.  gauge-length,  by 
means  of  micrometer-dials  reading  to  the  ten-thousandth 
part  of  an  inch.  The  gauges  were  calibrated  in  a  labora- 
tory testing-machine. 

Stout  wooden  reels,  78  in.  in  diameter  and  51  in.  wide, 
having  a  core-diameter  of  42  in.,  were  used  for  shipping 
the  strands  by  rail  to  the  pre-stressing  plant,  and  also,  at 
a  later  date,  for  transportation  to  Vancouver.  Each 
strand  was  reeled  with  the  permanent  socket  on  the  out- 
side, so  that  when  the  reel  (fitted  with  a  removable  steel 
axle)  was  lifted  onto  bearings  mounted  near  the  straining- 
ram,  that  socket  could  be  coupled  to  the  temporary  socket 
of  a  strand  already  in  the  trough.  The  permanent  socket 
of  the  latter  strand  was  then  secured  to  the  inside  of  its 
own  reel,  which  was  for  the  purpose  mounted  on  another 
set  of  bearings  established  near  the  dead-end  ram.  That 
(empty)  reel  was  then  set  in  motion  by  electrically-driven 
machinery  operating  by  a  chain-drive  to  the  shaft;  and 
as  the  pre-stressed  strand  was  rolled  up,  the  new  strand 
was  simultaneously  hauled  into  place  in  the  trough.  The 
speed  attained  during  this  reeling-operation  amounted  at 
times  to  200  ft.  per  minute.  The  two  coupled  sockets  were 
set  in  a  steel  sled  for  passage  along  the  trough.  The  weight 
of  a  strand  together  with  its  reel  was  just  snort  of  8  tons 
(the  weight  of  the  reel  alone  being  950  lb.),  and  it  was 
handled  at  the  plant  by  a  derrick-car. 

The  strand  having  been  laid  out  in  the  trough  in  the 
manner  described,  and  its  ends  duly  connected  to  the  ap- 
propriate extensometer-gauges  and  loading-rams,  an  in- 
itial tension  of  about  5  tons  was  applied  in  order  to  ensure 
its  straightness.  At  this  load  a  temporary  reference  mark 
was  painted  on  the  strand  at  a  convenient  point  3,374  ft. 
from  the  "  dead-end  "  socket.  The  tension  was  then  in- 
creased to  the  specified  pre-stressing  load  (approximately 
118,000  lb.),  the  corresponding  lengthening  of  the  strand 
(some  13V2  ft)  being  meanwhile  indicated  by  the  move- 
ment of  the  painted  reference-mark.  The  straining-links 
were  then  locked,  and  the  strand  remained  in  the  strained 
condition   for   half-an-hour.    During  that  time  the  load 


THE  ENGINEERING  JOURNAL     June,  1942 


351 


was  found  to  drop  by  about  1,500  lb.,  that  decrease  being 
due  to  a  further  bedding-down  of  the  wires,  and  taking 
place  principally  during  the  first  20  minutes.  At  the  end 
of  the  half-hour  the  ram  was  again  actuated  and  tension 
was  removed  in  decrements  of  20,000  lb.,  observations  of 
stress  and  strain  being  recorded  for  each  stage.  When  the 
tension  had  decreased  to  the  original  amount  of  5  tons  it 
was  found  that  the  reference  mark  had  moved  back  only 
about  11 V2  ft.,  indicating  that  a  permanent  set  of  some 
2  ft.  had  taken  place.  At  the  same  time  there  was  an  in- 
crease in  the  elastic  modulus  of  the  strand  from  an  aver- 
age value  of  21.6  million  lb.  per  sq.  in.  (varying  from  20.7 
to  22.2  among  the  122  strands)  to  an  average  of  24.6  mil- 
lion lb.  per  sq.  in.  (varying  only  between  24.3  and  24.9), 


Fig.  47 — Anchorage:  But  ton -assembly. 

these  moduli  being  based  on  the  gross  area  of  the  strand. 
Based  on  the  ungalvanized  area,  the  final  modulus  was 
25.5  million  lb.  per  sq.  in.,  a  figure  in  accordance  with  the 
specified  requirement.  A  typical  stress-strain  graph  for 
the  pre-stressing  of  a  strand  is  shown  in  Fig.  42.  In  no 
case  was  there  a  failure  of  any  wire  during  the  heavy 
loading  associated  with  pre-stressing,  and  the  strands  ex- 
hibited little  or  no  tendency  to  twist  when  loaded. 

The  strand  was  next  subjected  to  a  tension  of  79,000  lb., 
that  being  the  computed  average  dead-load  tension;  and 
this  load  was  maintained  while  the  strand  was  marked 
for  cutting  and  while  painted  reference-marks  were  estab- 
lished for  use  in  the  field. 

For  experimental  purposes,  one  of  the  strands  was  pre- 
stressed  under  a  tension  of  140,000  lb.  (one-half  of  the 
actual  ultimate  strength),  and  the  results  were  not  found 
to  differ  from  those  obtained  under  the  usual  120.000-lb. 
tension. 

The  pre-stressing  of  the  cable-strands  started  on  Octo- 
ber 15th  and  was  completed  on  December  30th,  1937.  The 
number  of  strands  treated  in  any  one  night  varied,  mainly 
in  accordance  with  temperature  and  weather-conditions, 
from  one  to  as  many  as  five,  though  four  was  the  usual 
number. 

Precision  of  Measurements  During  Pre-Stressing 

The  specification  permitted  a  tolerance  of  only  plus  or 
minus  one  inch  in  the  strand-length  of  3,391.490  ft.  A 
high  degree  of  accuracy  was  therefore  essential  in  all  oper- 
ations to  do  with  measurement  of  the  strands.  Such  ac- 
curacy depended  on  four  factors:  the  precision  of  the 
actual  measuring,  of  prime  importance;  the  close  estima- 
tion of  the  temperature  at  the  time  of  marking,  since  a 
variation  of  one  deg.  F.  represented  a  change  in  length  of 
approximately  ll\_  in.;  the  precision  of  the  marking-tension, 
an  error  of  1,000  lb.  in  which  would  correspond  to  a 
length-error  of  about  1  in.;  and,  finally,  the  elimination 
of  subsequent  errors  in  reeling-up  and  socketing  and  un- 
reeling again  at  the  bridge-site.  These  four  considerations, 
in  view  of  the  paramount  importance  of  the  cable-length, 


whereon  depends  the  field-geometry  of  the  bridge,  will  be 
discussed  in  detail. 

Since  all  of  the  122  strands  were  required  to  be  of 
identical  length,  the  procedure  consisted  in  the  establish- 
ment of  a  single  set  of  marking-points  along  the  pre- 
stressing  trough,  to  which  each  strand  in  turn  was  referred 
while  under  the  proper  tension.  Steel  plates  mounted  on 
independent  concrete  bases  were  set  up  at  intervals  along 
the  trough,  and  on  these  plates  marks  were  scribed  cor- 
responding with  the  positions  of  the  sockets  and  of  the 
centre-lines  of  the  several  saddles.  The  distances  between 
the  marks  were  chained  with  the  utmost  care,  at  night- 
time during  periods  of  steady  temperature:  a  government- 
calibrated  500-ft.  tape  was  used  (under  appropriate  ten- 
sion)., and  the  measuring  was  repeated  until  an  overall 
accuracy  probably  within  Vs  in.  was  assured.  Where  the 
measurement  passed  around  the  sheave,  allowance  was 
made  for  the  small  elastic  movement  of  the  latter  towards 
the  rams  when  marking-tension  was  applied.  Careful  ob- 
servations, repeated  at  intervals  during  pre-stressing, 
proved  the  immovability  of  the  foundation-masses  at  the 
ends  of  the  plant. 

All  pre-stressing  and  marking  was  done  at  night,  com- 
mencing some  time  after  sunset  to  ensure  that  uniform 
temperature  obtained  throughout  the  strand.  The  ther- 
mometers were  laid  against  the  strand,  approximately  at 
the  quarter-points,  and  the  mean  of  their  readings  was 
taken  as  the  temperature  of  the  strand.  Measurements 
were  not  made  except  when  the  temperature  was  reason- 
ably uniform  and  steady. 

Frictional  resistance  along  the  trough  was  minimized 
by  the  provision  of  ball-bearing  rollers  placed  at  such  in- 
tervals that  the  strand  when  under  tension  rested  on  them 
alone.  The  amount  of  this  friction  was  represented  by 
the  difference  between  the  gauge-readings  at  the  ends  of 
the  strand,  and  it  commonly  ranged  from  1,000  to  2,000  lb. 
The  friction  was  assumed  to  be  uniform  along  the  strand, 
the  resistance  of  the  14-ft.  sheave  being  negligible.  Each 
strand  was  marked  twice,  the  second  application  of  ten- 
sion being  so  arranged  that  the  direction  of  the  friction- 
drag  was  reversed;  and  further  measurement  was  made  in 
the  rare  cases  when  the  two  sets  of  marks  did  not  agree 
within  half-an-inch.  A  reference-line,  to  show  up  any 
subsequent  twisting,  was  painted  on  the  strand  while 
under  the  marking-load. 

It  was  anticipated  (from  experience  with  the  Island  of 
Orleans  strands)  that  reeling,  together  with  subsequent 
unreeling  at  the  site,  would  cause  some  alteration  in 
strand-length.  In  order  to  make  due  allowance  for  this 
variation,  a  number  of  the  strands  were  unreeled  and  re- 
measured.  They  were  found  to  have  shortened  by  amounts 
ranging  from  .031  to  .168  ft.,  and  the  average  shortening 
of  ten  such  strands  (amounting  to  approximately  one  inch» 
was  used  as  a  correction  to  be  applied  to  the  marking  of 
every  strand. 

Testing  Of  Wire  And  Strands 

The  wire  was  delivered  in  coils  of  4-ft  diameter  from 
the  manufacturer  in  Trenton,  N.J.,  the  coils  having  an 
average  weight  of  about  380  lb.  In  compliance  with  the 
specification,  some  11,500  separate  tensile  tests  were  made, 
prior  to  shipment.  The  ultimate  wire-strength  (based  on 
the  measured  gross  area  of  the  test-piece)  was  found  to 
vary  from  215,000  to  260,000  lb.  per  sq.  in.  The  great 
majority  of  the  results,  however,  fell  between  230,000  and 
245.000  lb.  per  sq.  in.,  so  that  there  was  ample  margin 
above  the  requirement.  The  stipulated  yield-point  stress 
was  also  invariably  surpassed,  in  approximately  the  same 
proportion.  The  elongation  at  failure  averaged  at  about 
six  per  cent,  the  area-reduction  being  some  33  per  cent. 
There  was  no  difficulty  in  meeting  the  requirements  of  the 
bend-tests,  and  the  cover  afforded  by  the  galvanizing  was 
found  to  be  slightly  in  excess  of  the  specification.    The 


352 


June,  1942     THE  ENGINEERING  JOVRN  M. 


number  of  rejections  from  any  cause  was  negligible.  The 
average  chemical  composition  of  the  wire  was  indicated 
by  the  following  percentages  of  elements:  carbon  .80, 
manganese  .65,  silicon  .22,  phosphorus  .023,  and  sulphur 
.029.  There  was  no  specification  relating  to  the  modulus 
of  elasticity  of  the  wire,  but  tests  made  by  the  manufac- 
turer showed  that  it  was  close  to  28  million  lb.  per  sq.  in. 
of  gross  area. 

The  tests  of  specimens  cut  from  the  finished  strands 
revealed  uniformly  high  quality.  The  average  ultimate 
strength  of  the  40  specimens  was  281,160  lb.,  the  minimum 
being  274,700  lb.  The  modulus  of  elasticity  averaged  at 
25.2  million  lb.  per  sq.  in.  of  gross  area;  as  compared,  in- 
cidentally, with  the  somewhat  lower  figure  of  24.6  obtain- 
ed for  trie  3,374-ft.  gauge-length  used  during  pre-stressing. 

Suspender-Ropes 

The  governing  suspender-load  was  arrived  at  by  con- 
sideration of  two  adjacent  32-ft.  panels  of  the  bridge- 
deck,  assumption  being  made  that  the  trusses  were  dis- 
continuous at  the  ends  of  each  panel  and  therefore  capable 
only  of  bridging  the  space  between  one  suspender  and  the 
next.  Three  20-ton  trucks  were  then  placed,  abreast,  to 
deliver  the  worst  possible  reaction  at  the  middle  pair  of 
rhe  six  suspenders  involved  in  this  hypothetical  case;  and 
both  sidewalks  at  the  same  time  were  loaded  with  100  lb. 
of  live  load  per  sq.  ft.  The  resulting  suspender-load  was 
made  up  as  follows: 

Dead  load 64.0  kips 

Load,  including  30  per  cent  impact,  from  trucks  75.1  kips 
Live  load  on  sidewalk 12.9  kips 

Total      152.0  kips 

The  type  of  suspender  selected  consists  of  a  wire  rope 
the  ends  of  which  are  attached  to  lugs  on  the  trusses  while 
the  bight  passes  over  a  casting  on  the  main  cable  (Fig. 
43.)  The  load  is  thus  shared  by  two  parts  of  rope.  The 
sockets  are  of  standard  open  type,  each  having  a  pair  of 
lugs  which  straddle  that  of  the  truss  and  which  like  the 
latter  are  bored  to  receive  a  2%-in.  pin  which  in  turn  is 
secured  by  a  %-in.  bent  cotter.  The  length  of  the  socket- 
basket  is  6Vo  in.,  and  its  internal  diameter  increases  from 
1%  to  3%  in. 

A  feature  of  the  suspender-assembly  is  the  provision  of 
ladder-rungs,  fixed  at  15-in.  vertical  intervals  between  the 
two  parts  of  the  rope.  These  rungs  are  steel  forgings,  % 
in.  in  diameter,  with  the  ends  upset  to  form  jaws  which 
are  hammered  on  to  the  ropes.  The  rungs  serve  the  double 
purpose  of  providing  inspection-access  to  each  rope  and 
cable-band  and  of  causing  the  suspenders  themselves  to 
assume  a  heavier  appearance  more  in  keeping  with  the 
importance  of  their  function.  The  provision  of  these  lad- 
ders rendered  unnecessary  the  usual  expedient  of  a  walk- 
way (with  somewhat  unsightly  hand-lines)  along  the  top 
of  each  cable.  Some  8,800  rungs  in  all  were  used,  having 
a  total  weight  of  approximately  12  tons. 

The  critical  stress  in  the  suspender-rope  depends  on  the 
radius  of  its  curve  of  contact  with  the  cable-band  casting, 
and  occurs  at  the  tangent-point  where  that  curve  com- 
mences.* Although  there  are  in  existence  many  formulae 
which  aim  at  establishing  the  reduction  in  strength  of  a 
stationary  wire  rope  when  subject  to  bending  as  well  as  to 
tension,  the  results  of  such  loading  neverthless  remain  some- 
what conjectural,  and  it  was  deemed  advisable  to  specify 
that  samples  of  a  suspender-rope  should  be  tested  to  destruc- 
tion over  a  sheave  of  the  same  diameter  as  the  actual 
cable-band.  The  required  ultimate  tension  in  such  a  test 
was  set  at  230,000  lb.  for  either  part  of  the  rope,  the  sus- 
pender thus  having  a  factor  of  safety  of  three. 

"It  was  noted,  however,  that  in  the  tests  of  suspender-rope  specimens, 
the  fracture  invariably  did  not  occur  at  this  point  (page  354). 


In  estimating  the  size  of  the  rope,  the  engineers'  ex- 
perience suggested  a  permissible  working  unit  of  55,000  lb. 
per  sq.  in.  in  direct  tension,  this  unit  being  low,  to  allow 
for  the  weakness  caused  by  bending.  On  this  assumption, 
the  required  metallic  area  of  the  rope  was  1.38  sq.  in.,  and 
the  diameter  about  1%  in. 

The  following  is  a  summary  of  the  specifications  relat- 
ing to  the  suspender- ropes: 

The  rope  was  to  be  manufactured  of  galvanized  wire, 
made  to  the  same  specification  as  the  cable-wire  (see 
page  348). 

With  a  nominal  diameter  of  1%  in.,  the  rope  was  to 
consist  of  six  strands  (of  19  wires  each)  arranged 
around  either  an  independent-wire-rope  centre  or 
around  a  core-strand  of  approved  construction; 

The  splicing  of  individual  wires  by  brazing  was  per- 
mitted, with  the  proviso  that  such  splices  should  be  as 
far  apart  in  the  rope  as  practicable. 

Pre-stressing  was  specified,  a  tension  of  115,000  lb.  to 
be  maintained  for  a  minimum  period  of  two  hours. 

The  ropes  were  to  be  measured  and  marked  at  their 
dead-load  tension  of  about  32,000  lb.,  and  the  length  of 
any  rope  was  required  to  be  within  %-in.  of  the  speci- 
fied length. 

Seven  test-pieces  (one  from  each  pre-stressing  length) 
were  to  be  tested  to  destruction  over  a  151/4-in.  sheave, 
and  two  100-in.  specimens  were  to  be  broken  in  direct 
tension  for  general  information. 

The  rope  was  to  be  manufactured  in  as  long  lengths 
as  possible,  such  lengths  to  be  multiples  of  a  length 
suitable  for  pre-stressing. 

The  sockets  were  required  to  develop  the  full  strength 
of  the  rope. 

The  cross-section  of  the  suspender-rope  is  seen  in  Fig. 
44.    The  rope  is  built  up  of  seven  19-wire  strands  of  War- 


fRONT    tVALL 
OF    P>/£* 


Astcers  or  S-oz  canvas 

SOAK£D     IN    K€0   L£/>0 


Fig.  48 — Flashing  at  entrance  of  cable  into  anchor-pier. 

rington  type  laid  around  an  independent  wire-rope  centre 
of  seven  strands  of  seven  wires  each.  Five  sizes  of  wire 
are  involved,  the  total  number  of  wires  being  163.  In 
accordance  with  common  practice,  both  the  outer  strands 
and  those  of  the  core  are  on  left-hand  lay,  the  core  and 
the  rope  itself  being  of  right-hand  lay.  The  nominal  gross 
area  of  the  rope  was  1.477  sq.  in.,  but,  owing  to  slight 
overrun  of  the  wire-sizes,  the  measured  gross  area  was 
1.492  sq.  in.   The  average  diameter  was  1.77  in. 

The  total  length  of  suspender-rope  was  about  22,800  ft., 
and  it  was  fabricated  in  three  lengths  of  about  6450  ft.  and 
one  of  3500  ft.  It  was  shipped  to  Longueuil  on  seven  reels, 
each  of  the  longer  pieces  being  cut  in  half.  Temporary 
sockets  were  attached  prior  to  shipment. 


THE  ENGINEERING  JOURNAL     June,  1942 


353 


CA»i.e.â£nr 


h*'-,- 


©      ©  © 


2)  @       ©       © 

Fig.  49 — General  elevation  of  north  viaduct. 


©  ©  ©  § 


The  pre-stressing  procedure  was  substantially  the  same 
as  for  the  strands,  the  main  difference  being  the  length 
of  the  pre-stressing  period.  The  specified  minimum  for 
this  was  two  hours,  while  the  time  that  actually  elapsed 
varied  from  three  hours  to  as  long,  in  one  case,  as  16  hours. 
The  modulus  of  elasticity,  initially  an  uncertain  quantity 
of  about  16  million  lb.  per  sq.  in.,  was  remarkably  uniform 
after  pre-stressing,  being  19.7  million  lb.  per  sq.  in.  in  six 
of  the  seven  cases,  and  19.4  in  the  other. 

As  in  the  case  of  the  strands,  the  measuring  (which  was 
a  tedious  operation,  there  being  166  suspenders  in  the 
bridge,  involving  43  lengths  of  rope  ranging  from  10.248 
to  333.682  ft.)  was  done  beforehand,  marks  being  estab- 
lished on  the  trough.  The  actual  cutting-points  were  un- 
mistakably identified  by  file-nicks  made  in  the  outer  wires. 

Unlike  the  strands,  the  rope  exhibited  a  strong  tendency 
to  twist  under  tension,  causing  the  straining-links  to  bind 
so  that  the  tension  could  not  be  accurately  measured  for 
loads  in  excess  of  55,000  lb.  The  precision  of  measure- 
ments in  the  important  neighbourhood  of  the  marking- 
tension  (30,000  lb.)  was  not  affected,  however,  and  suit- 
able approximation  could  be  safely  made  for  the  115,000- 
lb.  pre-stressing  load.  The  greater  weight  of  the  suspend- 
er-rope (5.13  lb.  per  ft.  as  against  4.29  for  the  strand) 
together  with  its  lower  marking-tension  and  greater  flex- 
ibility made  it  impracticable  to  keep  it  clear  of  the  trough 
at  all  points,  and  there  was  therefore  a  greater  progressive 
variation  of  load  along  the  length  than  had  obtained  dur- 
ing strand-marking.  The  resulting  error  in  length,  amount- 
ing to  about  V4  in.  between  the  mid-point  and  either  end 
of  the  rope,  however,  was  lost  when  dissipated  among  the 
short  lengths  of  the  individual  ropes.  At  the  time  of  mark- 
ing, each  cutting-point  between  adjacent  lengths  was  estab- 
lished (with  an  allowance  for  growth  during  brooming*), 
and  reference-marks  for  location  of  the  sockets  were  made. 
The  precise  centre  of  each  suspender-length  was  also  in- 
dicated for  use  during  erection,  and,  before  the  marking- 
load  was  released,  a  line  of  paint-marks  was  made  along 
the  rope  so  that  the  suspenders  could  be  placed  in  the 
bridge  with  the  same  degree  of  twist  as  that  under  which 
they  were  measured. 

The  results  of  the  routine-tests  of  the  suspender-rope 
and  of  the  wire  used  in  its  fabrication  were  as  completely 
satisfactory  as  those  for  the  cable-strands.  The  properties 
of  the  wire  were  similar  to  those  of  the  cable-wire,  the 
ultimate  strength  of  the  majority  of  the  wires  lying  be- 
tween 230,000  and  240,000  lb.  per  sq.  in.    The  wire  was 

*Note:  the  actual  booming-growth  proved  to  be  about  3/s  inch. 


delivered  in  coils  weighing  about  250  lb.,  and  the  number 
of  tensile  tests  involved  was  about  1100. 

Seven  rope-specimens  were  tested  to  destruction  over  a 
sheave  of  15%  m-  tread-diameter,  in  the  Toronto  labor- 
atory of  the  Department  of  Mines.  In  every  case  fracture 
involved  at  least  three  strands  and  the  whole  of  the  wire- 
rope  core,  and  took  place  near  the  top  of  the  sheave.  The 
average  ultimate  strength  of  the  2-part  rope  was  508,230 
lb.  (maximum  517,200  lb.;  minimum  497,200  lb.),  a  figure 
well  in  excess  of  the  requirement  of  460,000  lb.  Five 
tests  (three  of  which  were  not  specified  but  were  incidental 
to  socket-testing)  were  made  in  direct  tension,  and  showed 
an  average  ultimate  strength  of  293,600  lb.  (varying  from 
288,200  to  299,400  lb.).  The  reduction  in  strength  due 
to  bending  was  thus  about  14  per  cent.  The  modulus  of 
elasticity  obtained  from  tensile  tests  of  100-in.  specimens 
was  20  million  lb.  per  sq.  in. 

Cable-Bands 

The  suspender-connection  to  the  cable  is  shown  in  Fig. 
43.  The  cable-band  from  which  the  rope  hangs  consists 
of  a  pair  of  symmetrical  steel  castings,  one  placed  against 
either  side  of  the  cable,  and  the  two  bolted  together  onto 
the  cable  (the  surface  of  which  was  thoroughly  cleaned,  but 
not  painted)  sufficiently  tightly  to  overcome  their  tendency 
to  slide  under  the  influence  of  the  suspender-pull.  The 
inner  surface  of  each  casting  is  shaped  to  fit  the  profile  of 
the  outer  strands  of  the  cable,  the  flutings  being  left 
rough-cast  in  order  to  develop  as  much  friction  as  possible. 
The  inside  dimensions  of  the  castings  were  permitted  to 
vary  by  only  +  '  Ui  in.  from  the  specified  figure,  and 
after  some  experimentation,  this  tolerance  was  closely 
adhered  to.  The  hexagonal  exterior  of  the  castings  is  mod- 
ified by  the  presence  of  machined  bosses  for  the  holding- 
bolts,  and  by  the  provision  of  a  saddle-groove  to  receive 
the  suspender.  The  angle  this  groove  makes  with  the 
casting  varies  in  accordance  with  the  cable-slope,  and  was 
cast  to  the  nearest  mutliple  of  three  degrees,  the  conse- 
quent slight  deviations  from  verticality  in  some  cases 
being  negligible  in  their  effect  upon  the  ropes.  At  each  end 
of  the  groove  (where  the  rope  becomes  tangential  to  the 
semi-circular  curve  of  the  saddle)  a  small  keeper-casting, 
secured  by  two  tap-bolts,  is  provided  to  hold  the  suspender 
in  place  after  erection.  The  ends  of  the  bands  are  counter- 
bored  to  a  depth  of  Va  in.  to  furnish  a  housing  for  the 
wrapping. 

The  castings  are  bolted  together  with  1%-in.  bolts  of 
high-tensile  steel   (S.A.E.  31.35),  tightened  to  a  specified 


354 


June,  1942    THE  ENGINEERING  JOURNAL 


tension  of  36,000  lb.  each.  The  bands  on  the  flatter  parts 
of  the  cables  are  fastened  with  four  bolts  each,  but  six 
bolts  are  required  where  the  cable  is  steeper  and  the  tend- 
ency to  slip  is  consequently  greater.  The  number  of  bolts 
was  computed  on  the  conservative  assumption  that  there 
would  be  available  a  frictional  resistance  amounting  to  30 
per  cent  of  the  aggregate  of  the  bolt-tensions.  The  six 
lowest  bands,  at  the  ends  and  the  centre  of  the  suspension- 
structure,  are,  further,  designed  to  transfer  traction-forces 
from  the  roadway  to  the  cables,  being  cast  with  lugs  on 
their  undersides  for  connection  to  the  traction-rods  de- 
scribed elsewhere  (Fig.  27)  and  are  also  secured  each  by 
six  bolts.  There  are  166  cable-bands.  Of  this  total,  64 
are  of  the  4-bolt  type,  each  weighing  485  lb.,  including 
bolts;  while  the  remainder,  of  the  6-bolt  type,  weigh  615 
lb.  each. 

Experiments  were  made  to  find  a  practical  method  of 
applying  the  specified  tension  to  the  bolts.  .  A  specimen- 
length  of  cable  was  prepared  from  61  short  pieces  of 
strand,  and  onto  this  was  assembled  a  cable-band.  (Fig. 
45) .  The  bolts  were  tightened  by  men  of  different  weights 
pressing  downwards  on  the  end  of  a  wrench  of  known 
length,  and  the  tension  of  selected  bolts  was  measured  by 
noting  their  overall  extension,  indicated  by  a  sensitive 
extensometer.  A  reasonable  approximation  to  the  pre- 
scribed tension  was  obtained  when  two  150-lb.  men  press- 
ed downwards  without  jerking  on  the  end  of  a  6-ft.  wrench. 
That  procedure  was  consequently  adopted  in  the  field, 
neither  bolt  nor  nut-face  receiving  any  special  lubrication. 

The  same  experiment  also  demonstrated  that,  owing  to 
slight  overrun  (within  the  tolerance)  of  the  internal  dim- 
ensions of  some  of  the  castings,  together  with  the  elastic 
distortion  produced  by  tightening,  the  two  halves  of  the 
band  approached  to  within  less  than  Vi  in.  when  squeezed 
onto  the  cable.  To  prevent  the  two  halves  of  any  band 
coming  into  actual  contact  during  field-assembly,  it  was 
deemed  wise  to  plane  1/16  in.  off  each  casting  already 
manufactured  and  to  make  appropriate  change  to  the 
moulds  for  those  yet  to  be  made. 

Cable  Anchorages 

The  decision  to  use  stranded  cables  was  subject  to  solu- 
tion of  the  problem  of  anchoring  61  separate  strands  with- 
in a  reasonable  space.  The  type  of  anchorage  adopted  is 
quite  novel  in  several  respects  and  was,  in  common  with 
several  other  features  of  the  bridge,  the  outcome  of  close 
collaboration  between  the  engineers  and  the  contractors. 

The  main  feature  of  the  anchorage  (Fig.  46)  is  a  group 
of  seven  circular  steel  slabs  ("buttons"),  symmetrically 
arranged  normally  to  the  direction  of  the  cable,  whereby 
the  load  from  the  cable  is  concentrated  into  seven  parts, 
each  of  which  is  then  delivered  into  the  concrete  anchor- 
age-mass by  three  heavy  anchor-bars. 

The  buttons,  burned  from  6-in.  slabs  of  medium  steel, 
are  3  ft.  6  in.  in  diameter,  that  size  being  determined  by 
the  clearances  required  between  strand-sockets  for  field- 
assembly.  The  front  face  of  each  is  plane,  but  the  rear,  or 
shoreward,  face  is  machined  to  a  spherical  radius  of  30  ft., 
the  central  thickness  being  5V£  in.,  and  that  at  the  edge 
4%  in.  Each  button  is  perforated  by  three  6-in.  holes 
for  the  admission  of  the  main  anchors;  and  attachment  of 
the  strand-sockets  is  effected  by  bolts  passing  through 
a  further  set  of  nine  (or,  in  the  case  of  the  central  button, 
seven)  3%  in.  holes.  The  buttons  are  so  arranged  on  the 
main  anchors  that  their  rear  faces  all  lie  on  the  surface  of 
a  sphere,  the  centre  of  which  is  30  ft.  away  and  on  the 
centre-line  of  the  cable.  That  same  point  is  made  the 
theoretical  origin  of  the  splaying-out  of  the  strands  from 
their  compact  hexagonal  formation  in  the  cable  proper, 
with  the  result  that  the  splayed  strands  are  radial  to  the 
spherical  surface. 

The  21  primary  anchors,  embedded  into  the  pier,  during 


its  construction,  are  medium-steel  forgings  ranging  in 
length  from  21  to  31  ft.  They  are,  except  for  a  fish-tail 
welded  to  the  lower  end,  and  for  a  length  of  about  5  ft. 
which  was  not  embedded  until  after  assembly  of  the  cable, 
square  in  cross-section  and  were  forged  into  a  series  of 
tapered  lengths  in  order  to  secure  positive  bond  by  wedge- 
action.  The  lower  ends  of  the  anchors  are  spread  to  en- 
gage an  adequate  mass  of  concrete,  and  the  upper  ends, 
which  are  upset  and  finished  to  screw-threads  5%  in.  in 
diameter,  converge  to  the  larger  holes  in  the  buttons.  A 
heavy  bevelled  washer  is  introduced  between  the  plane  face 
of  the  button  and  the  tilted  bearing-surface  of  each  nut 
in  order  to  allow  for  the  inclination  of  the  anchor. 

The  anchorage  as  so  far  described  was  assembled  on  a 
structural  framework  sufficiently  robust  to  maintain  align- 
ment during  its  incorporation  into  the  pier.  The  frame- 
work was  furnished  with  adjustable  anchor-bolts  for  pre- 
cise location.  The  appearance  of  the  anchorage,  thus  built 
into  the  pier  and  ready  for  connection  to  the  cable,  is 
shown  in  Fig.  47. 

Connection  of  the  strands  to  the  buttons  is  effected  by 
bolts  3  ft.  3  in.  long.  Each  bolt  is  screwed  into  the  strand- 
socket  (Fig.  46),  and  its  other  end  is  secured  by  a  nut 
which  bears  on  the  spherical  rear  surface  of  the  button. 
The  threads  on  the  ends  of  the  bolt  being  of  opposite  hand, 
and  the  bolt  shaft  being  of  hexagonal  section,  the  bolt- 
could  be  used  for  adjusting  the  position  of  the  socket 
during  cable-assembly  (Part  IV).  This  device  was  also 
designed  to  compensate  for  the  fact  that  the  inclination 
of  the  backstays  (the  strands  being  all  of  the  same  length) 
caused  the  upper  sockets  to  be  further  from  the  buttons 
(by  some  5  in.)  than  are  those  of  the  lower  strands. 

The  splay  of  the  strands  is  controlled  by  a  heavy  col- 


\<uuu>e  4.8 fX 


do 


t 


/o        S        o  /O 


Fig.  50 — Typical  viaduct-bent 


THE  ENGINEERING  JOURNAL     June,  1942 


355 


Fig.  51 — Detail  of  viaduct-bent  and  pedestal. 


lar,  part  of  which  fits  tightly  to  the  profile  of  the  com- 
pacted cable,  and  the  remainder  of  which  is  shaped  to  lead 
the  strands  into  their  radial  positions  without  abrupt 
changes  in  alignment.  Each  of  the  four  splay-collars  con- 
sists of  two  steel  castings  2  ft.  6  in.  long,  bolted  together 
onto  the  cable  with  eight  2-in.  high-tensile-steel  bolts. 
The  castings  are  2  in.  thick,  and  the  weight  of  each  as- 
sembled pair  is  900  lb.  The  splay-collars  are  located  in 
open  chambers  inside  the  anchor-piers,  so  that  they,  to- 
gether with  the  splayed  strands  and  socket-assembly,  are 
always  accessible  for  inspection.  The  wrapping  of  the 
cable  commences  at  the  smaller  end  of  the  collar,  which 
is  counterbored  for  its  reception. 

Fig.  48  shows  the  flexible  copper  flashing  at  the  egress 
of  the  wrapped  cable  from  the  anchor-pier.  The  entrance 
of  moisture  into  the  piers  is  prevented  by  watertight  con- 
nection of  the  tubular  flashing  to  a  cast-iron  collar  on  the 
cable  and  to  an  "  eyelet-casting  "  built  into  the  wall. 

The  cable-anchorages  were  fabricated  by  Dominion 
Bridge  Company  in  Lachine. 

NORTH  VIADUCT 

Description 

For  this  portion  of  the  bridge,  the  relative  merits  of 
reinforced  concrete,  of  structural  steelwork,  and  of  the 
combination  of  steel  spans  with  concrete  towers,  were  care- 
fully weighed  by  the  engineers,  with  the  result  that  un- 
hesitating decision  was  made  in  favour  of  an  all-steel  via- 


duct. From  the  point  of  view  of  propriety  it  was  evident 
that  the  steelwork-design,  with  its  slender  support-bents 
repeating  in-  a  diminishing  series  the  general  motif  of  main 
tower  and  cable-bent,  would  minimize  rather  than  accen- 
tuate the  unavoidable  disparity  (dictated  by  the  profile 
of  First  Narrows)  in  appearance  of  the  two  ends  of  the 
bridge.  From  the  standpoint  of  strength  and  permanence 
it  was  argued  that,  notwithstanding  the  need  for  careful 
maintenance  of  the  paintwork,  the  precision  and  certainty 
with  which  steelwork  could  be  designed  and  fabricated 
outweighed  the  advantages  claimed  for  concrete.  And  in 
the  matter  of  economy  it  was  definitely  demonstrated  that 
for  this  structure  the  cost  of  concrete-work  would  be  con- 
siderably greater  than  that  of  steelwork,  a  liberal  allow- 
ance for  the  regular  maintenance  of  the  latter  being  in- 
cluded in  the  comparative  figures. 

Consisting  of  25  deck-plate-girder  spans,  the  north  via- 
duct, 2196  ft.  6  in.  long  between  centres  of  end-bearings, 
is  shown  in  elevation  in  Fig.  49.  There  are  expansion  de- 
tails at  either  end  and  also  at  the  tops  of  bents  Nos.  5,  9, 
13,  and  19;  so  that  the  structure  really  consists  of  five 
distinct  self-supporting  groups  of  connected  bents.  The 
four  southerly  of  these  units  derive  their  stability  each 
from  a  stiff  tower  formed  by  the  bracing  together  of  two 
adjacent  bents,  while,  for  the  most  northerly  group,  reli- 
ance is  placed  on  the  stiffness  of  the  relatively  short  and 
sturdy  bents  that  sustain  it.  Throughout  the  viaduct,  the 
girders  are  simply-supported,  and  the  columns  are  rigidly 
fixed  at  their  bases. 


356 


June,  1942    THE  ENGINEERING  JOURNAL 


In  order  to  give  satisfactory  proportions  to  the  struc- 
ture, the  lengths  of  the  spans  increase  as  the  roadway  rises, 
logical  exceptions  to  this  rule,  however,  being  the  shorter 
girders  of  the  four  tower-spans.  Apart  from  these,  the  span- 
lengths  thus  vary  from  81  ft.  6  in.  at  the  lower  end  of  the 
viaduct  to  123  ft.  at  the  higher  end.  Two  depths  of  girder 
are  employed,  the  15  lower  spans  being  7  ft.  deep  and  the 
remainder  9  ft.  deep.  The  lateral  spacing  of  the  girders  in 
alternate  spans  is  respectively  22  ft,  and  25  ft.  11  in.,  so 
that  the  bearings  rest  side-by-side  on  the  supporting  bents 
and  deliver  their  vertical  reactions  without  eccentricity.  A 
third  spacing,  of  24  ft.  8  in.,  is  used  for  the  short  tower- 
spans. 

The  24  bents  which,  together  with  the  cable-bent,  carry 
the  viaduct  are  each  composed  of  two  inclined  plate- 
girder  columns,   battered   at  1   in   16   and   separated  by 

K-bracing  and  also  by 
a  stout  top  strut  that 
supports  the  span-bear- 
ings. The  columns 
themselves  are  uniform 
in  appearance  and,  as 
far  as  possible,  in  ac- 
tual detail.  Each  is  3 
ft.  wide  at  the  top  and 
increases  (with  side- 
slopes  of  1  in  80)  regu- 
larly towards  the  base, 
where  it  is  flared  out 
for  aesthetic  reasons  as 
well  as  to  provide  ade- 
quate bearing  upon  the 
concrete  pedestal.  At 
the  top  of  each  column, 
the  otherwise  crude 
appearance  of  its  con- 
junction with  the  ad- 
jacent girders  is  masked 
by  a  pair  of  quadrant- 
shaped  knee-brace 
plates,  which  are  con- 
nected only  to  the 
column  and  which  do 
not  carry  any  stress. 
The     general     appear- 


^■3-Q"  #OADtvaY     ygr    GurT£  R    L//*£S 


7 " fioog-  ■&/.*£  . 


ance  of  the  bents  is  shown  by  the  two  elevations 
given  in  Fig.  50,  and  typical  details,  together  with  the 
formula  chosen  for  the  basal  flare  of  the  columns,  are 
shown  in  Fig.  51.  The  cross-section  of  each  column  com- 
prises a  single  %-va..  web-plate,  with  flanges  made  up 
of  two  small  angles  and  a  channel,  the  latter  facing  out- 
wards. The  flange-channels  are  15-in.  standard  American 
sections  except  in  the  cases  of  the  two  longest  and  most 
heavily-loaded  bents,  where  18-in  channels  are  employed. 
Four  of  the  shorter  columns  are  further  reinforced  for 
bending  by  the  addition  of  flange  cover-plates.  Stiffeners 
at  the  more  important  parts  of  the  columns  are  of  riveted 
angles,  but  the  majority  consist  of  flat  plates  welded  to 
the  web  and  to  the  flanges.  These  flats  are  dished  for 
drainage,  and  the  rainwater  from  the  outer  flat  spills 
through  a  half-round  hole  cut  through  the  web  plate.  Each 
column  (except  in  the  case  of  the  shortest  bent,  where 
1%-in.  bolts  are  required)  is  anchored  to  its  pedestal  by 
six  114-in.  anchor-bolts. 

The  majority  of  the  horizontal  cross-struts  of  the  bents 
consist  each  of  a  pair  of  angles  connected  by  a  system  of 
single-latticing.  For  the  bottom  struts  of  the  heavier  col- 
umns, and  for  the  diagonal  members  throughout,  a  4-angle 
section  is  employed,  latticed  by  a  single  2  by  2  by  5/16 
angle  bent  into  a  60  deg.  zig-zag  (Fig.  51).  This  angle, 
flattened  at  the  bends,  is  welded  to  the  main  angles,  which 
are  spaced  %y±  in.  back  to  back.  This  type  of  lacing  offers 
the  economy  deriving  from  a  comparatively  large  radius 
of  gyration,  and  has  the  advantage  of  easy  access  for 
painting:   there  are  no  water-pockets. 

The  plate-girders  are  of  ordinary  design,  with  lateral 
(lower-flange)  and  vertical  bracing  of  single-angle  sec- 
tions. As  for  the  columns,  intermediate  stiffeners  consist 
of  welded  plates:  these  bear  against  the  upper  flanges 
only. 

The  viaduct-deck  is  supported  by  transverse  beams  at 
4-ft.  6-in.  centres,  riveted  to  the  top  flanges  of  the  gird- 
ers and  cantilevered  beyond  them.  The  cross-beams  are 
21-in.  "  CB  "  sections,  and  are  alternately  30  ft.  4%  in. 
and  37  ft.  3%  in.  in  length,  the  shorter  ones  supporting  the 
roadway-slab  and  kerbs  only,  and  the  longer  ones  con- 
tinuing far  enough  to  carry  the  concrete  sidewalk-stringer, 
the  fence,  and  the  lamp-standards.  It  was  found  conven- 
ient and  practicable  to  employ  only  two 
weights  of  cross-beam,  those  athwart 
m  the    narrow-spaced    girders    being    59-lb. 

beams,  and  the  remainder  73-lb.  Rivets 
throughout    are    %-in.    Typical    sections 
of     girders     and     deck     are     shown     in 
Fig.  52. 
The  roadway-slab  is  7  in.  thick 


^/"CB 


forced  with  %-in.  deformed  bars.     It 


JHOG7EJ3.       ^tr/<w<rf     C&OSS- STATS 


■*£-/■}     12      to 


Fig.  52 — Cross-section  of  viaduct. 


rein- 
is 

haunched  over  each  cross-beam,  bond 
being  insured  by  long  bolts  passing 
through  the  beam-flanges  and  extending 
well  into  the  slab.  The  original  intention 
had  been  to  bulldoze  the  crossbeams  to 
the  road-camber,  thus  dispensing  with  the 
haunching,  but  upon  the  insistence  of  the 
contractor  the  engineers  finally  acceded 
to  his  request  for  permission  to  use 
straight  beams.  The  sidewalk-slab  is  4- 
in.  thick,  reinforced  with  "  Truscon  " 
mesh,  and  is  supported  by  the  10-in.  in- 
tegral kerb  (pierced  at  4%-ft.  intervals 
by  open  drain-holes  4  in.  deep  and  3% 
ft.  long),  by  an  integral  reinforced  beam 
which  rests  on  and  is  anchored  to  the 
longer  cross-beams,  and  by  transverse 
walls  also  carried  on  the  beams. 


THE  ENGINEERING  JOURNAL     June,  1942 


357 


•SECTION-A-A 


ELEVAT/ON 


EXPANSION    BEARING 


top  or  mm  r. 


SECTION-SB 
FtXED 


-  0A/P-GMOOV* 


ELEVATION 
BEARING 


•h 

5 

I 
fi 

"I 

I 

ft 

i 


(D®    ®  0®@®  ©  ©    0 


! 

^* 

I  il 


»    » 


13 

sa 

'  3 


Ï5| 

j  *  s 

Ill 

■>■  ^  t> 

?  <S  0 
0  u  *i 

Ils 


58!   5 
û  fc 


ï   5 


©; 


M 
H 

\>* 
li 


? 


il 


3  k 


l! 

SI 

S 


il 

S  il 

h 


II! 

s§5 

1  0 

*  5  5 
"•  ?  ï> 

Ml 

O    S   -H 

fch 


l 


0  if  4 

fil 


«s 

si 

I 

25 


© 


® 


(§ 


®ll 


«  0 

•<© 

II 

] 

*<  S 


il 


II 

»  0 
0  u 
n  * 

fi 


fi 


l5 


Fig.  53 — Bearings  for  viaduct-girders. 


358 


June,  1942    THE  ENGINEERING  JOURNAL 


The  fence  (Fig.  54)  is  fabricated  in  panels  8  ft.  6  in. 
long.  The  posts  are  6%  in.  square,  welded  from  %-m. 
plate,  and  crowned  with  welded  cast-iron  caps.  Two 
horizontal  6-in.  channel-rails  support  1-in.  square  pickets 
at  4-in.  intervals,  and  the  fence  is  finished  off  with  a  4-in. 
pipe-rail  at  the  top,  the  overall  height  being  3  ft.  9  in. 
The  fence-sections  are  bolted  to  lugs  on  the  posts,  but 
the  fence  is  otherwise  of  welded  construction. 

Expansion-joints  are  provided  in  the  deck-slab  at  the 
expansion-ends  of  the  girders.  The  pavement  at  each 
joint  is  supported  over  the  variable  gap  by  a  l^-in.  plate 
tapered  so  that  its  lower  surface  is  horizontal,  the  upper 
surface  being  on  the  grade.  This  plate,  like  the  channel 
on  whose  horizontal  back  it  slides,  is  connected  to  the  end 
cross-beam;  and  exposed  portions  of  the  supporting-brack- 
ets are  treated  with  "  Oxoseal  "  protective  metallic  coat- 
ing. The  expansion-plate  is  separated  by  a  %-in.  space 
from  the  end  of  the  concrete,  the  latter  terminating  in  a 
3  by  V-/i  steel  bar  which  is  also  attached  to  the  end 
cross-beam.  The  purpose  of  that  %-in.  gap,  which  is  on 
the  upgrade  side  of  the  joint,  is  to  protect  the  moving  parts 
from  road-debris.  Half-inch  deflection-breaks  are  pro- 
vided at  all  the  remaining  junctions  of  spans  and  also  at 
intermediate  points  of  the  longer  girders  At  each  deflec- 
tion-joint the  slab  on  either  side  terminates  in  a  3  by  1% 
steel  bar  which  is  attached  to  the  appropriate  crossbeam 


Fig.  54 — Viaduct  fence. 

and  against  which  the  slab  is  poured.  The  sidewalks  have 
similar  provision  for  expansion  and  deflection. 

To  facilitate  inspection  below  the  deck  of  the  viaduct, 
manholes  in  the  sidewalks  are  provided  at  frequent  inter- 
vals. These  are  2  ft.  square,  bounded  by  angle-kerbs  and 
equipped  with  light  chequered-plated  hinged  covers  with 
locks.  From  each  hole  a  short  ladder  gives  access  to  a 
light  platform  at  the  lower  flange  of  the  girder. 

Viaduct  :     Design 

The  live  loading  adopted  for  the  viaduct  is  that  due  to 
a  reasonable  arrangement  of  automobiles,  with  heavy 
trucks  interspersed,  and  is  expressed  by  the  following 
arbitrary  formula: 

„          1200  (L  +160) 
29w  =  -j 

where  w  is  the  equivalent  uniform  live  load,  including 
impact,  in  lb.  per  sq.  ft.  of  roadway  surface,  and  L  is  the 

w 
span-length.  The  sidewalk  unit  was  taken  as  ■=    lb.  per 

O 

sq.  ft.  Members  loaded  locally  were  designed  to  carry 
20-ton  trucks  (C.E.S.A.)  together  with  100  lb.  per  sq.  ft 
on  the  sidewalks. 

The  lateral  loading  specified  was  200  lb.  per  lin.  ft.  ap- 
plied 6  ft.  above  the  roadway  to  represent  wind  on  the 
live  load,  together  with  30  lb.  per  sq.  ft.  on  the  vertical 
projection  of  floor  and  girders,  and  on  twice  the  vertical 
projection  of  the  bents.  An  alternative  of  50  lb.  per  sq. 
ft.  on  the  unoccupied  structure  was  also  specified.  Long- 


itudinal forces  were  represented  by  a  horizontal  load  of 
5,100  lb.,  applicable  to  either  side  of  any  unit  of  the  via- 
duct. This  load  represents  the  force  required  to  bring 
an  arbitrary  combination  of  two  heavy  trucks  and  four 
automobiles  travelling  at  about  30  m.p.h.  downgrade  along 
two  adjacent  roadway-lanes,  to  rest  in  two  seconds. 

For  the  viaduct-bents,  an  exact  analysis  was  made  of 
the  effects  of  temperature  and  traction-forces,  the  move- 
ments of  the  tops  of  the  bents  of  each  group  depending 
upon  the  elastic  properties  of  every  one.  Trial  column- 
sections  (corrected  later)  were  first  set  up,  and  the  deflec- 
tion-curves for  unit  horizontal  load  at  the  top  were  com- 
puted for  each  bent  and  each  tower. 

Equations  for  each  group  were  then  established  to 
express  the  simultaneous  facts  that  the  tops  of  the  bents 
must  remain  at  definite  distances  apart  (depending  on 
the  temperature)  and  that  the  sum  of  the  deflecting  forces 
must  be  equal  to  the  applied  traction-load,  and  from  these 
equations  emerged  the  movements  of  the  bents  required  to 
fulfil  the  conditions.  Further  analysis  took  into  account 
the  small  resulting  eccentricities  of  the  vertical  loads  con- 
sequent on  the  deflections  of  the  bents;  and  equations 
were  written  to  determine  the  additional  deflection  of  all 
the  bents,  and  the  force  evoked  in  each  by  such  eccentri- 
city. 

The  material  specified  for  the  north  viaduct  was 
C.E.S.A.  medium  steel,  with  permissible  unit  stresses  as 
follows: 


Tension  : 


20,000  lb.  per  sq.  in. 


20  I 

Compression  (axial):  75(17,000—60-)  lb.  per  sq.  in. 
lo  T 

20  I 

Compression  ( bending)  :vs  (18,000  — 170-)  lb.  per  sq.  in. 
lo  r 

For  combinations  of  axial  and  flexural  stress,  a  formula 
similar  to  that  subsequently  adopted  in  the  C.E.S.A.  speci- 
fication S6-1938  was  employed. 

Viaduct  :     Fabrication 

The  viaduct,  except  for  the  fence-posts,  which  were 
made  by  Hamilton  Bridge  Company  in  Hamilton,  was 
fabricated  by  Western  Bridge  Company.  The  main  diffi- 
culty encountered  was  that  of  controlling  distortions  of 
the  deep  girder-webs  during  the  welding  of  the  plate- 
stiffeners,  and  it  is  the  opinion  of  the  fabricator  that  bet- 
ter results  would  have  been  achieved  by  the  use  of  riveted 
angle-stiff  eners. 

A  further  disadvantage  of  the  welded  stiffeners  (both 
on  the  girders  and  on  the  columns)  is  due  to  the  practical 
impossibility  of  maintaining  full  contact  between  stiffener 
and  web-plate  in  the  intervals  between  welds.  The  small 
openings  are  inaccessible  for  painting,  and  there  is  con- 
sequently a  tendency  to  rusting,  with  unsightly  stains  of 
the  field-paint  in  the  vicinity  of  such  spots. 

In  the  course  of  fabrication  it  was  discovered  that  many 
of  the  heavy  flange-angles  (8  by  6  by  %  )  were  rolled 
with  the  angle  somewhat  less  than  90  deg.  Many  of  the 
girders  were  shipped  with  the  angles  so  distorted,  and  it  be- 
came necessary  to  introduce  tapered  shims  under  the  cross- 
beams before  riveting  in  order  to  ensure  proper  bearing  and 
to  prevent  the  occurrence  of  rust-pockets. 

Bearings  of  Viaduct-Gerders 

The  side-by-side  arrangement  of  girder-bearings — a  typ- 
ical case  comprising  both  a  fixed  and  a  sliding  end — on  the 
tops  of  the  bents  is  shown  in  Fig.  53.  This  figure  is  largely 
self-explanatory,  but  attention  may  be  drawn  to  some  of 
the  details.  Anchor-bolts  are  not  employed,  so  that  the 
common  troubles  due  to  rusting  and  overtightening  of  such 
bolts  (working  in  slotted  holes)  are  avoided.  Any  tend- 
ency towards  uplift  is  controlled  by  the  locking-plates 
(9  and  19)  which  in  the  event  of  vertical  movement  will 


THE  ENGINEERING  JOURNAL     June,  1942 


359 


bear  on  the  horizontal  upper  surfaces  of  plates  10  and  20. 

The  lower  bearing-plates  (7  and  17)  are  of  high-carbon 
steel,  and  their  upper  surfaces  are  machined  to  a  20-in. 
cylindrical  radius.  The  upper  bearing-plates  (2  and  11; 
a  saw-steel  inset  being  used  for  the  sliding  bearing)  are 
wedge-shaped  so  that  their  undersides  are  horizontal. 
Girder-deflections  are  accommodated  by  insignificant  ad- 
justments in  the  positions  of  the  lines  of  bearing  be- 
tween the  curved  lower  plates  and  the  flat  upper  ones. 

Longitudinal  movement  at  the  fixed  ends  is  confined  to 
the  small  play  afforded  by  the  Vs-inch  clearance  between 
the  lower  projection  of  the  shoe-plate  (11)  and  the  mach- 
ined recess  of  the  bed-plate  (13),  the  latter  being  rivetted 
to  the  top  strut  of  the  bent.  Expansion-movements  are 
limited  in  extent  by  the  engagement  of  the  vertical  stop- 


angles  (8)  with  lateral  lugs  forming  part  of  the  sliding 
shoe-plate  (1).  The  greatest  range  of  movement,  occur- 
ring at  the  top  of  bent  no.  5,  is  8-%  in.  Lateral  girder- 
movements  are  controlled  by  the  upstanding  sides  of  the 
bed-plates  (3  and  13) ,  these  side-walls  coming  into  con- 
tact, when  need  arises,  with  the  sides  of  the  projecting 
parts  of  the  shoe-plates  (1  and  11). 

A  further  feature  of  interest  is  the  provision  of  an  en- 
closed oil-bath  for  each  sliding  bearing,  the  lower  bearing- 
surface  (7)  having  %-in.  grooves  to  facilitate  circulation 
of  the  lubricant  when  movements  take  place.  Screw-plugs 
for  filling  and  drainage  (6)  are  provided,  and  precautions 
are  taken  to  prevent  direct  ingress  of  water,  dripping  from 
the  shoe-plate.  A  heavy  "  summer  "  grade  of  track  oil 
was  used  for  filling  the  oil-baths. 


Editor's  Note: — The  concluding  part  of  this  paper  which  deals  with  the  erection  of  the  superstructure  will  appear 

in  the  July  issue  of  the  Journal. 


DISCUSSION  ON 

RATIONAL  COLUMN  ANALYSIS 

Paper  by  J.  A.  Van  den  Broek1,  published  in  The  Engineering  Journal,  December,  1941,  and  presented  before  the  General 
Professional  Meeting  of  The  Engineering  Institute  of  Canada,  at  Montreal,  Que.,  on  February  6th,  1942. 


Dr.  Friedrich  Bleich2 

Almost  all  papers  concerning  the  design  of  columns  in 
the  last  half  century  considered  the  problem  of  buckling 
as  one  of  stability  in  which  the  relationship  between  load 
and  stress  is  never  linear.  Engesser  and  von  Kârmân 
developed  the  theory  of  unelastic  buckling  based  upon  the 
actual  stress-strain  diagram  of  structural  steel.  They 
demonstrated  that  the  analysis  of  elastic  stability  also  held 
true  in  principle  in  the  case  of  unelastic  buckling.  Tests 
made  by  Kârmân  (1910),  Ros  and  Brunner  (1926)  showed 
the  effect  of  the  eccentricity  of  the  load  on  the  carrying 
capacity  of  the  columns.  But  the  various  factors  involved 
in  a  design  of  structural  steel  columns  subjected  to  an 
eccentric  axial  load  or  to  a  transversal  load  complicates  the 
investigation.  Several  attempts  to  develop  rational  design 
formulae  were  made  in  order  to  simplify  the  computations. 
The  analysis  presented  by  the  author  defines  the  maximum 
load  the  column  can  carry  as  that  load  producing  a  stress 
in  the  most  compressed  extreme  fibre  equal  to  the  yield 
point.  It  will  be  interesting  to  consider  this  criterion  in  the 
light  of  the  results  of  exact  investigations  concerning  the 
behaviour  of  columns  of  structural  steel  loaded  by  an 
eccentric  axial  force. 

The  load-deflection  diagram  of  a  medium  long  column 
eccentrically  loaded  is  shown  in  Fig.  273.  At  any  value  of 

P 

the  stress  S  =  —.  there  is  a  deflection  y  due  to  the  moment 
A  J 

Pe,  first  increasing  slowly  and  then  rapidly  as  S  approaches 
the  maximum  value  Scr.  The  equilibrium  between  internal 
and  external  forces  becomes  unstable  when  S  reaches  the 
critical  value  S„  because  in  this  state  of  loading  the  deflec- 

P 
tion  further  increases  even  when  the  average  pressure— r 

decreases.  It  should  be  noted  that  two  values  of  the  deflec- 
tion y  belong  to  every  value  of  S  below  Ser.  The  equilibrium 
is  stable  in  the  case  of  the  smaller  value  of  y  and  unstable 
in  the  other  case. 


The  maximum  of  a„  =  -~  belongs  to  a  state  of  stress, 

in  which  a  bounded  area  of  yielding  arises  in  the  most  com- 
pressed edge  in  that  region  of  the  column  where  maximum 
stresses  during  buckling  occur.  This  area  of  yielding  extends 
more  or  less  deeply  into  the  interior  of  the  column.  (Fig.  28a). 
It  is  evident  that  a  load  Pc'  producing  a  maximum  fibre 
stress  equal  to  the  yield  point,  (Fig.  28b)  is  less  than  Pcr 

P  ' 

and  therefore  S£=-f-  represents  a  lower  limit  of  S„.  The 

difference  Scr  —  Sc'r  depends  on  the  shape  of  the  cross  section 
of  the  column.  It  is  very  small  for  a  I-section  bent  in  the 
direction  of  the  web  and  bigger  for  a  H — section.  For  the 
most  frequently  used  I-section  the  difference  is  only  a  small 
percentage.  The  computation  of  the  load  nP  (ju  =  factor  of 
safety)  producing  the  yield  point  stress  in  the  most  com- 
pressed fibre  is  a  simple  method  of  determining  the  carrying 
capacity  of  a  column  subjected  to  bending  moments  with  a 


1  Professor  of  engineering  mechanics,  University  of  Michigan,  Ann 
Arbor,  Mich. 

2Detroit,  Mich. 

3Th.  von  Kârmân,  Untersuchungen  iiber  Knickfestigkeit.  Fors- 
chungsarbeiten,  1911. 


L*\ 

"^V      i 

\ 

3 

r     J 

S 

^w 

4 

,     * 

fcp 

/  J 

< 

rr 

^ 

* 

f           i 

> 

Deflection 

t^""5 

i 

Fig.  27. 

360 


June,  1942    THE  ENGINEERING  JOURNAL 


°-J 


àj 


«5,  -yh/d.  point  j/sess 

Fig.  28. 

sufficient  degree  of  accuracy  and  with  a  small  surplus  of 
safety. 

As  far  as  is  known  to  the  writer,  it  was  Muller-Breslau 
who  initiated  30  years  ago  the  same  criterion  determining 
the  stability  of  eccentrically  loaded  columns  and  of  those 
with  initial  curvature.  It  must  be  emphasized  that  this 
criterion  can  be  applied  to  all  problems  of  stability.  For 
instance,  in  a  recent  paper  on  the  Stability  of  Arch  Ribs 
which  will  be  issued  in  the  near  future,  the  writer  applies 
the  condition:  maximum  fibre  stress  =  yield  point  stress  to 
determine  the  critical  load  of  the  arch  rib  which  produces 
buckling. 
•  The  writer  agrees  in  all  points  with  the  author's  con- 
siderations of  the  question  of  nitial  crookedness.  The 
suggestion  of  the  author  to  make  the  analysis  fit  ordinary 
practice  conditions  by  proper  selection  of  the  length  reduc- 
tion factor  n  deserves  serious  attention.  It  is  not  difficult 
to  determine  the  value  of  n  for  the  conditions  of  end 
restraint  as  found  in  the  common  practice  of  steel  structures 
by  theoretical  investigations  and  to  verify  the  results  by 
tests4 

Dr.  Hans  Bleich5 

The  author  has  made  a  successful  attempt  to  explain  the 
essential  facts  of  the  theory  of  columns  in  a  simple  manner. 
These  facts  are,  unfortunately,  not  yet  generally  known  and 
appreciated.  His  paper  will  help  greatly  to  improve  this 
state  of  affairs. 

The  example  of  the  frame,  shown  in  Fig.  12  of  the  paper, 
is  very  instructuve  and  the  writer  would  like  to  demonstrate, 
using  the  same  example,  what  he  considers  another  import- 
ant aspect. 

In  the  said  example  the  side  legs  have  been  assumed 
straight;  let  us  now  assume  these  legs  to  be  initially  curved 


in  the  shape  of  a  sine  curve  x0  =  e„  sin 


One  would  expect  that  the  reduction  in  carrying  capacity 
due  to  this  initial  curvature  should  be  approximately  as 
shown  in  Fig.  3.  It  is  obvious  that  one  should  not  introduce 
the  ratio  l/i  of  the  actual  slenderness  but  the  ratio  L/i  of 
the  effective  slenderness. 

Table  II  contains  the  capacity  loads  P  for  several  values 
l/i,  the  corresponding  values  L/i,  and  the  reductions  AP 

4See  the  writer's  book:  Théorie  und  Berechnung  der  eisernen  Briicken, 
1924. 

5Birmingham,  England. 


due  to  a  curvature 
cated  above. 


en  c 


=  1  calculated  in  the  manner  indi- 


Table  II 


l/i= 

60 

100 

150 

200 

p= 

L/i  = 
AP  = 

97T 

106 

50% 

102T 
103 

51% 

97T 
106 

50% 

80T 
117 

43% 

The  use  of  Fig.  3  in  connection  with  the  example  in  the 
paper  is  not  quite  correct,  because  unfortunately  different 
values  for  E  have  been  used.  The  last  line  in  Table  II  shows, 
however,  the  percentage  reduction  and  the  influence  of  the 
change  in  E  on  this  percentage  can  only  be  very  small. 

In  order  to  see  if  this  simple  procedure  is  justified  the 
writer  has  made  an  exact  calculation  for  the  same  problem. 

Using  the  same  notations  as  the  paper  the  differential 
equation  for  the  deflection  x  of  the  column  is 


EI 


(Vx 
dy4 


+p( 


d2x      d2xo 
dy2       dy2 


)=0. 


d2x 


eP 


The  boundary  conditions  are  x  =  0  and  M  =  —  EI- 
at  both  ends,  x  =  0  and  x  =  I.  ^ 

This  differential  equation  can  be  solved  easily  and  the 
values  of  the  angle  <f>2  and  of  the  stress  si  can  be  determined. 
The  results  are 

l~F.     i    [¥_ 

EI 


eviitoriiV^  ■ 


Pe-P 

e„cPf 


\ 


r  /  ,  ,   ec       I        r       e0cPE       \ 


(A) 


PE  is  the  Euler  load  P, 


I2 


Compared  with  the  original  formulae  for  <j>2  and  sx  equa- 
tions (A)  each  contain  an  additional  member  depending 
on  e0. 

Finally  two  equations  for  e  are  obtained, 
Wth3        7T     e0P  t  P 


UEIi       I  Pe-P 


Ast-P- 


PE-P  i 


2    r E 


e  =  - 


e  =  - 


Pli 


T 


I    IT 


2EI^^Eltan2^El 


cp        l        P 
—z  P  sec  -  A  /  TTT 


-,  (B) 


'2\EI 


The  two  equations  (B)  can  be  solved  by  trial  and  error. 
The  numerical  result  is  shown  in  Table  III. 

Table  III 


l/i  = 

60 

100 

150 

200 

Frame  ea  =  0,       P  = 
Frame  e0  =  0,6",  P  = 
Reduction        AP  = 

97T 

82,  5T 
15% 

102T 

78T 
23% 

97T 
70T 

28% 

80T 
60T 

25% 

The  reductions  shown  in  Table  III  are  much  smaller 
than  those  in  Table  II.  The  assumption  that  the  influence  of 
an  initial  curvature  on  a  strut  hinged  on  both  ends  and  on  a 
strut  forming  part  of  a  structure  is  equal  is  not  justified. 

This  is  rather  an  important  conclusion  because  it  shows 
that  all  formulae  based  on  calculations  for  two-hinged 
columns  tend  to  overestimate  considerably  the  influence  of 
initial  curvature  on  actual  structures. 

The  writer  cannot  suggest  a  reasonably  simple  solution 
for  this  or  similar  problems  and  thinks  that  there  is  scope 
for  further  investigations  as  the  application  of  formula  (B) 
in  practical  design  is  out  of  the  question. 


THE  ENGINEERING  JOURNAL     June,  1942 


361 


The  majority  of  engineers  use  column  formulae  without 
any  understanding  of  the  questions  involved  and  the  speci- 
fications, although  made  by  experts,  are  obsolete.  I  par- 
ticularly appreciate  the  impressive  explanation  that  eccen- 
tricities can  only  be  determined  after  the  buckling  problem 
has  been  solved  and  that  therefore  the  usual  formulae  for 
the  carrying  capacity  of  columns  under  eccentric  loads  are 
valueless. 

The  chapter  on  elastic  deformations  of  columns  under 
critical  load  had  been  of  much  interest  to  me  because  of  its 
applications  on  the  theory  of  limit  design.  I  should  like  to 
see  these  investigations  extended  to  shorter  columns  l/r  = 
40  to  100;  theoretical  values  in  this  area  are  difficult  to 
obtain  and  probably  not  very  reliable. 

H.  J.  Durant6 

Probably  no  problem  in  science  has  engaged  the  attention 
of  so  many  eminent  men  as  the  mathematical  analysis  of 
struts.  The  problem  was  thoroughly  analysed  nearly  two 
hundred  years  ago  by  the  famous  mathematician  Euler,  and 
succeeding  analyses  are  variations  of  the  analysis  of  that 
great  man. 

Engineers  need  data  on  the  magnitude  of  the  end  mo- 
ments, initial  curvatures,  eccentricities  of  end  thrusts,  and 
the  effect  of  the  shape  of  the  cross  sections  of  members  in 
frames.  The  author  appreciates  this. 

Such  necessary  and  sufficient  data  can  be  obtained  only 
from  experiments  on  the  prototype  or  from  experiments  on 
dynamically  similar  models,  because  most  analysis  on  struts 
are  based  on  the  assumptions  that  the  struts  are  prismatic, 
isotropic,  and  the  amplitudes  small. 

The  writer  considers  the  value  of  the  paper  would  have 
been  increased  by  a  more  general  approach.  A  writer  on 
engineering  science  now  need  have  no  fear  that  his  analysis 
will  be  beyond  the  readers'  mathematical  attainments. 

The  formulae  in  the  paper  are  derivable  from  a  single 
differential  equation,  and  all  that  is  necessary  to  obtain  a 
particular  formula  is  to  put  zero  for  all  unwanted  quantities 
in  the  particular  integral. 

The  author  has  assumed  equal  end  moments  producing 
single  curvature,  but  most  members  in  a  bridge  truss  are 
subjected  to  moments  unequal  in  magnitude  and  sign. 

A  further  generalisation  would  be  effected  if  the  moment 
of  inertia  were  assumed  to  vary  according  to  some  law.  In 
this  case,  however,  the  problem  could  only  be  solved  by 
means  of  Bessel  Functions. 

The  author  states:  "...  the  secant  formula  is  perfect,  it 
is  beautiful,  yet  the  formula  is  futile."  Formula  2  is  given 
as  an  approximation  to  it. 

The  secant  formula  for  the  design  of  struts  in  structural 
steel  of  a  23  ton  yield  stress  has  been  in  use  by  the  Govern- 
ment of  India  for  about  ten  years,  and  the  same  formula, 
with  changes  in  the  parameters  for  mild  steel,  for  a  shorter 
time. 

The  phenomenon  of  shear  which  is  important  in  struts  of 
non-prismatic  form,  especially  in  built-up  members,  has  not 
been  dealt  with  in  the  paper. 

C.  M.  Goodrich,7  m.e.i.c. 

Professor  Van  den  Broek's  paper  "Rational  Column 
Analysis"  appears  to  deserve  its  title.  It  gives  us  the 
engineer's  approach  instead  of  the  mathematician's;  the 
philosophy  of  the  problem,  the  common  sense  of  it,  is  given 
rather  fully;  the  new  proof  of  the  secant  formula  makes  this 
formula  seem  more  reasonable,  even  if  this  formula  is  a 
criterion  rather  than  a  working  tool  for  the  profession;  the 
final  formulae  for  columns  are  units  instead  of  the  tri- 
chotomy, the  three  dissimilar  formulae  stuck  together  at 
arbitrary  joints,  usual  for  the  three  column  phases — 
philosophically  silly  even  if  practically  useful — and  give  us 

6Senior  engineer,  Rendel,  Palmer  and  Tritton,  London,  England. 
7Consulting  Engineer,  Canadian  Bridge  Company,  Limited,  Walker  - 
ville,  Ont. 


a  smooth  curve,  instead  of  one  with  a  hump  in  it.  They  are 
excellently  well  adapted  to  use  in  limit  design  ;  they  indicate 
the  feasibility  of  reforming  the  expression  factor  of  safety, 
of  making  it  mean  something  definitely  useful. 

Further,  the  formulae  include  the  effect  of  cross  bending. 
In  Trans.  ASCE  1926,  page  210  von  Abo  treats  this  problem 
in  a  most  mathematical  manner;  the  writer  reduced  it  to 
two  lines,  and  then  was  equally  surprised  and  amused  to 
be  told  by  a  friend  that  the  same  solution  was  made  by 
Fidler  sometime  in  the  seventies.  One  wonders  why  the 
textbooks  were  not  aware  of  it.  Now  the  Van  den  Broek 
formula  is  better. 

Note  should  be  made  of  Professor  Van  den  Broek's  use 
of  graphical  integration.  This  tool  includes  Greene's  Area 
Moment  and  Mohr's  Elastic  Weight  Theorems,  and  pro- 
ceeds to  cover  with  equal  simplicity  (all  things  being 
relative)  such  matters  as  frames  and  arches.  Perhaps  some 
day  one  of  our  members  who  teaches  elasticity  will  give  the 
Journal  a  paper  on  the  subject;  no  written  discussion 
directly  ad  hoc  is  known  to  the  writer  outside  of  notebook 
sheets.  Its  speed  and  simplicity  commend  it  greatly. 

The  experiments  are  the  first  since  von  Kârmân's  that 
fulfil  theoretical  requirements;  and  they  not  only  fulfil  these 
requirements  more  completely,  but  go  well  beyond  those 
experiments  as  regards  the  data  sought. 

One  incidental  point  of  great  practical  importance  may 
well  be  noted.  In  a  long  latticed  column  we  have  two  ratios 
of  slenderness,  that  of  the  column  as  a  whole,  and  that  of 
the  piece  between  two  stayed  points.  If  the  L/r  of  this  piece 
is  less  than  the  L/r  where  the  Van  den  Broek  formula  gives 
us  the  horizontal  line  in  the  diagram  of  Fig.  3,  we  need 
not  consider  any  correction  in  the  strength  as  figured  from 
the  L/r  of  the  whole  column,  since  in  a  normal  column  of 
such  a  character  there  is  no  eccentricity,  so  far  as  concerns 
the  panel.  Engesser  treats  long  laced  columns  (see  Mayer, 
Knickfestigkeit  page  342)  but  his  treatment  merely  shows 
that  in  all  normal  cases  the  designer  is  not  interested  therein; 
it  fails  to  discuss  what  needs  discussion.  This  gap  is  filled 
by  the  present  paper  in  a  manner  as  simple  as  it  is  satis- 
factory. Friedrich  Bleich  gives  a  solution  in  his  Théorie  und 
Berechnung  Eisernen  Briicken,  but  its  derivation  is  formid- 
able, and  its  application  involves  quite  a  bit  of  calculation. 
His  analysis  of  battened  columns  with  its  resulting  definite 
thumb  rules  for  their  spacing  should  be  in  all  drafting  room 
manuals.  Dr.  Bleich's  work  is  by  far  the  best  book  in  its 
field  that  the  writer  has  ever  seen,  taking  up  as  it  does  a 
host  of  problems  which  other  books  in  the  field  lightly  omit. 

In  Fig.  16  the  axial  deformation  curves  suggest  a  field  of 
inquiry  in  connection  with  the  distribution  of  stresses  in 
X-braced  panels.  Usually  the  shear  is  either  taken  as  carried 
exclusively  by  the  tension  member,  or  as  divided  50-50 
between  tension  and  compression  diagonals.  Nothing  but 
simplicity  recommends  either  practice,  and  in  many  cases 
simplicity  and  economy  are  incompatible.  The  method  of 
limit  design  accents  the  need  for  considering  the  probable 
distribution. 

E.  C.  Hartmann8 

The  author  has  emphasized  many  points  to  which  all 
structural  engineers  should  give  careful  consideration.  The 
writer  was  especially  pleased  with  his  treatment  of  the 
framed  column  and  the  excellent  manner  in  which  he  has 
demonstrated  that,  depending  on  the  relative  proportions 
of  members,  the  beam  can  partially  fix  the  column  or  can 
cause  it  to  fail  at  a  lower  load  than  if  it  were  pin  connected. 

Dr.  Van  den  Broek  has  treated  his  subject  throughout 
strictly  from  the  standpoint  of  solid  members  made  from 
materials  which  have  a  definite  yield  point,  such  as  struc- 
tural steel.  Many  materials,  particularly  the  aluminum 
alloys  with  which  the  aircraft  designer  deals  principally, 
exhibit  no  definite  yield  point  but  have  stress-strain  curves 
which  depart  gradually  from  the  modulus  line.  For  such 

8 Research  Engineer,  Aluminum  Company  of  America,  New  Ken- 
sington, Pa. 


362 


June,  1942    THE  ENGINEERING  JOURNAL 


materials  Dr.  Van  den  Broek's  concept  of  a  definite  limiting 
stress,  Si,  is  difficult  to  interpret. 

Furthermore,  the  effective  modulus  of  elasticity  of  the 
materials  which  have  no  definite  yield  point  does  not  remain 
constant  up  to  the  limiting  stress,  but  begins  to  decrease 
gradually  before  the  material  has  reached  its  load-carrying 
capacity.  Therefore,  unless  one  is  to  ignore  the  extra  load- 
carrying  capacity  of  such  materials  above  the  strictly 
elastic  range,  one  must  take  into  account  the  concept  of 
reduced  or  effective  modulus  of  elasticity. 

The  concept  of  reduced  modulus  can  readily  be  applied 
to  structural  steel  and  other  materials  which  exhibit  a 
definite  yield  point,  simply  by  assuming  the  modulus  of 
elasticity  to  be  constant  up  to  the  yield  point,  beyond  which 
it  is  considered  to  be  reduced  abruptly  to  an  effective  value 
of  zero.  This  simple  concept,  when  applied  to  the  Euler 
column  formula,  gives  the  same  column  curve  that  the 
author  arrives  at  in  his  Fig.  7. 

Marshall  Holt9 

The  author  is  to  be  commended  for  his  terse  statement 
of  "Objectives  and  Sense  of  Values."  Certainly  in  problems 
where  the  principle  of  superposition  does  not  apply,  for 
example,  in  the  field  of  long  columns,  the  factor  of  safety 
should  be  applied  to  the  ultimate  load  of  the  member 
rather  than  to  the  specified  strength  of  the  material. 

The  weakening  effect  of  initial  crookedness  is  shown  in 
Figs.  3  and  4.  Can  one  say  this  effect  is  insignificant  for 
slender  columns  when  for  a  slenderness  ratio  equal  to  200 
the  average  stress  at  failure  is  reduced  from  about  7,300  lb. 
per  sq.  in.  for  zero  eccentricity  to  about  6,400  lb.  per  sq.  in. 
for  a  ratio  of  length  to  eccentricity  equal  to  600  ?  This 
decrease  is  only  about  900  lb.  per  sq.  in.  but  it  is  also  about 
12  per  cent.  For  shorter  columns  the  weakening  effect  is 
greater.  The  author  concludes  that  these  effects  of  initial 
crookedness  should  be  covered  by  the  factor  of  safety, 
whereas  it  is  the  writer's  thought  that  the  more  the  uncer- 
tainties are  isolated  and  dealt  with  separately  the  greater 
and  faster  will  be  the  advance  in  the  art  of  structural 
analysis.  Obviously  such  isolation  of  uncertainties  leads  to 
longer  and  more  impressive-looking  formulae,  but  it  also 
gives  the  engineer  some  idea  as  to  the  relative  importance 
of  the  various  factors.  It  would  then  be  left  to  his  judgment 
which  of  the  factors  should  be  considered  and  the  relative 
importance  to  be  attached  to  each.  After  a  table  or  curve 
of  column  strengths  has  been  prepared,  the  work  of  the 
designer  is  no  more  complicated  than  it  is  when  a  simple 
column  formula  is  used. 

The  writer  agrees  with  the  statement  that  when  theory 
and  practice  are  said  to  be  in  conflict  there  is  a  contradiction, 
but  rather  than  showing  a  deficiency  in  the  theory  or  its 
worthlessness  the  contradiction  may  show  that  the  techni- 
cian is  misapplying  the  theory.  Most  of  the  mathematical 
theories  in  structural  analysis  are  necessarily  limited  to 
rather  simple  structures.  It  is  the  duty  of  the  stress  analyst 
to  use  the  theory  that  most  nearly  applies  to  his  problem 
and  if  necessary  make  allowances  for  the  differences  in  the 
structural  behaviour  assumed  in  the  theory  and  that  to  be 
expected  in  the  structure  at  hand.  For  example,  it  seems 
absurd  that  a  designer  should  proportion  the  columns  of  a 
riveted  structure  only  on  the  basis  of  the  Euler  formula  for 
columns  with  round  ends.  The  fact  that  the  theory  used 
does  not  agree  with  the  behaviour  of  the  structure  is  evi- 
dence, not  of  the  worthlessness  of  the  theory,  but  of  its 
misapplication. 

The  testing  of  complete  structures  or  units  of  structures 
would  tend  to  make  design  procedures  more  or  less  empiri- 
cal, and  the  testing  procedures  would  be  complicated  with 
choosing  the  proper  loading  conditions.  It  is  highly  improb- 
able that  the  loading  condition  and  distribution  of  load 
selected  for  the  test  would  be  the  controlling  condition  for 
every  member  in  the  test  specimen.  Thus  duplicate  speci- 

9Research  Engineer,  Aluminum  Company  of  America,  New  Ken- 
sington, Pa. 


mens  would  be  required  for  each  loading  condition.  The 
loading  conditions  themselves  would  be  subject  to  a  great 
deal  of  compromise,  especially  if  uniformly  distributed 
horizontal  forces  should  be  encountered.  Uncertain  and 
unknown  foundation  conditions  would  still  necessitate  the 
exercise  of  considerable  judgment  on  the  part  of  the  designer. 

The  flat  portions  of  the  curves  of  Figs.  16  and  17  are  as 
might  be  expected  from  the  theory  of  the  elastica,10  which 
deals  with  large  deflections  of  purely  elastic  members.  The 
analysis  uses  the  exact  expression  for  curvature,  given  by 
the  author  as  the  third  expression  following  equation  (a), 
and  indicates  a  determinable  lateral  deflection  after  the 
Euler  load  has  been  reached.  On  the  other  hand,  the  Euler 
column  formula  for  which  the  expression  for  the  curvature 
is  taken  merely  as  the  second  derivative  indicates  an 
indeterminable  deflection  at  the  Euler  load.  These  data  are 
indeed  interesting. 

Whether  or  not  the  load-carrying  capacity  of  a  column 
is  suddenly  destroyed  when  the  column  buckles  depends 
upon  the  conditions  of  loading.  The  data  given  in  the  paper 
show  that  the  column  is  able  to  support  some  load  after 
buckling,  but  the  load-deformation  curves  shown  in  Figs. 
16  and  17  are  possible  because  the  specimens  were  loaded 
in  a  screw-type  machine  that  controls  not  the  load  on  the 
specimen  but  only  the  over-all  deformations.  If  column 
tests  were  made  in  a  machine  using  dead  weights  as  the 
loading  medium,  which  approximates  the  conditions  for 
pin-connected  statically  determinate  structures,  then  when 
the  column  buckled  the  collapse  would  be  complete.  In 
some  statically  indeterminate  structures  the  buckling  of  a 
compression  member  may  merely  cause  a  redistribution  of 
stress  in  the  other  members  with  consequent  large  deform- 
ations but  not  complete  collapse;  however,  in  some  cases 
the  collapse  would  be  complete. 

The  analysis  of  the  columns  of  square  bents  is  certainly 
a  valuable  contribution  to  the  study  of  columns  as  parts  of 
structures. 

Bruce  Johnston11 

In  a  recent  report12  of  the  American  Society  of  Civil 
Engineers  Committee  on  "Design  Of  Structural  Members," 
the  following  factors  affecting  the  strength  of  a  column 
were  listed: 

(1)  Non-linear  shape  of  stress-strain  relationship 

(2)  Accidental  imperfections 

(3)  Known  end  eccentricity 

(4)  Shape  of  cross-section 

(5)  Torsional  behaviour 

(6)  Shearing  deformation 

(7)  Local  buckling  or  crippling 

(8)  Method  of  fabrication 

(9)  Continuity  of  action  in  a  frame 

Professor  Van  den  Broek  discusses  items  (2),  (3),  and  (9). 
The  writer  believes  that  the  author  is  correct  in  ignoring 
item  (1)  in  the  case  of  structural  steel,  which  usually  has  a 
very  linear  stress-strain  relationship  up  to  the  yield  point. 
The  stress-strain  relationship  should  be  considered  more 
carefully  in  the  case  of  non-ferrous  alloys,  however. 

Salmon's  book  on  columns,  to  which  the  author  refers, 
lists  375  references  to  previous  analytical  and  experimental 
works  on  the  subject  of  columns,  and  this  book  was  pub- 
lished in  1920.  It  takes  a  whole  book,  indeed,  to  do  the 
entire  subject  justice.  Nevertheless,  Professor  Van  den 
Broek  approaches  the  subject  with  a  refreshing  viewpoint 
and  touches  on  some  important  aspects  of  the  problem, 
particularly  in  regard  to  the  column  acting  as  a  part  of  a  frame. 

The  writer  agrees  with  and  wishes  to  re-emphasize  Pro- 
fessor Van  den  Broek's  remarks  near  the  bottom  of  page 

10S.  Timoshenko,  "Theory  of  Elastic  Stability,"  McGraw-Hill 
(1936),  p.  74. 

11  Associate  Director,  Fritz  Engineering  Laboratory,  Lehigh 
University,  Bethlehem,  Pennsylvania. 

1  Preliminary  Progress  Report,  A.S.C.E.  Committee  on  Design  of 
Structural  Members,  presented  at  the  Annual  Meeting,  January  22, 
1942. 


THE  ENGINEERING  JOURNAL     June,  1942 


363 


574,  to  the  effect  that  column  tests  as  made  in  a  laboratory 
"fail  effectively  to  simulate  end  conditions  of  restraints — 
such  as  are  met  in  practice."  Considerations  of  this  sort  led 
the  American  Institute  of  Steel  Construction  to  approve 
and  sponsor  a  programme  of  tests  at  Lehigh  University  in 
which  columns  will  be  tested  as  part  of  a  frame.  This  pro- 
gramme has  been  unavoidably  delayed  for  more  than  a 
year  but  is  now  getting  under  way. 

In  the  analysis  of  the  culvert  problem  illustrated  in  Fig. 
12  the  author's  purpose  is  partly  to  show  the  relationship 
to  the  Euler  column  curve.  When  the  problem  is  simply 
one  of  analysis  for  maximum  stress,  or  eccentricity,  the 
writer  prefers  to  apply  the  principles  of  Hardy  Cross' 
method  of  moment  distribution  which  are  so  familiar  to 
structural  engineers.  The  moment  distribution  method  as 
ordinarily  encountered  in  structural  frame  analysis  may  be 
modified  easily  to  include  the  effects  of  axial  compression 
or  tension.  Lundquist13  has  used  the  method  to  determine 
critical  buckling  loads  of  frames  and  has  prepared  tables  of 
moment  distribution  factors.14 

The  solution  of  the  author's  culvert  problem  is  par- 
ticularly simple  by  the  moment  distribution  method  because 
symmetry  of  the  problem  makes  it  unnecessary  to  use  the 
carry-over  part  of  the  process.  The  reader  familiar  with 
moment-distribution  will  recall  that  the  moment  or  rota- 
tional stiffness  of  a  member  at  one  end  is  equal  to  the 
moment  required  to  produce  unit  angle  change  at  that  end. 
In  application  to  the  present  problem,  by  symmetry,  the 
angle  change  at  the  far  end  of  each  member  is  equal  and 
opposite  to  the  angle  change  at  the  near  end.  In  this  special 
case,  the  general  relation  between  moment  and  angle 
change15  at  the  end  of  a  compressed  member  reduces  to: 


M  =  <t> 


2EI   /  I      /  P  I     /  P  \ 

—  KjVTicot-lVËl) 


2  y  ei 

Hence,  by  definition,  the  expression  in  brackets  represents 
the  modified  column  rotational  stiffness  in  this  special  case. 
When  P  approaches  zero,  in  the  limit,  the  column  stiffness 

2EI 
becomes  —=—.   This    may    be   recognized    as   one-half  the 

rotational  stiffness  of  a  beam  with  far  end  fixed.  By  the 
moment  distribution  procedure  the  moment  at  the  top  of 
the  column  of  any  culvert  loaded  as  shown  in  Fig.  12  is: 


Mr  =  Mf 


Kc 


Kc  +  Kt 


where 
Mc  =  moment  at  top  or  bottom  of  column 

MP  =  fixed  end  moment  in  uniformly  loaded  beam  = 


12 


ifr  =  column  stiffness  = 


2EI 


I 


EI 


tan 


V 


p_ 

EI 


2i»  =  beam  stiffness  = 


2EI, 

li 


The  equivalent  eccentricity  at  the  end  of  a  column  in 
the  culvert  is: 


e  = 


Mç 

r 


2Mr 

6 

1 

Wl\ 

Kc 

tan  j, 

t/Sl 

_  h 

rw 

EI 

13"Principles  Of  Moment  Distribution  Applied  To  The  Stability  Of 
Structural  Members,"  by  Eugene  E.  Lundquist,  Proceedings,  Fifth 
International  Congress  for  Applied  Mechanics,  1938,  pp.  145  to  149. 

14"Tables  Of  Stiffness  And  Carry-Over  Factors  For  Structural 
Members  Under  Axial  Load,"  by  E.  E.  Lundquist  and  W.  O.  Kroll, 
Technical  Note  No.  652,  N.A.C.A.,  June  1938. 

15See,  for  example,  Timoshenko's  "Elastic  Stability,"  page  13,  or 
refer  to  the  original  work  by  Manderla,  "Die  Berechnung  der  Sekun- 
darspahnungen,"  Allgemeine  Bauzeitung,  1880,  pp.  34  to  44. 


When  the  particular  values  in  the  author's  solution  are 
substituted  in  the  foregoing  formula  the  result  checks 
exactly  with  the  expression  for  e  as  given  by  the  author. 

The  culvert  problem  discussed  by  the  author  is  a  special 
case  of  a  similar  illustrative  example  used  by  the  writer  in 
an  unpublished  memorandum16.  Fig.  29,  taken  from  this 
memorandum,  shows  graphically  how  the  initial  eccentricity 


16 

.*} 

a 

'// 

rf 
f 

y/y 

■"1 

4. 

PJ< 

rfi 

(limit 

P_ 
fi 

i.09f>  *rj 

""I 

/ 

:As 

*Cs 

< 

ft: 

% 

Lm 

h 

W 

1 

ffY 

If 

n 

*1      +  0.8     +0.6     +  0.4     +02        0       -02      -0.4     -0.6     -OS     -W      -12 
PROPORTION  OF  INITIAL   ECCENTRICITY  RATIO  &    OR   & 

Fig.  29. 

varies  with  increasing  column  load  P,  for  various  ratios  of 
beam-to-column  stiffness.  In  this  example  the  column  load 
P  was  considered  to  act  independently.  The  equation 
plotted  in  Fig.  29,  in  this  case,  is: 

Mc        wl\    (  1 


e  = 


12P 


.  2  y  m 


The  preceding  reduces  to  the  culvert  problem  when  P=  -jp- 

Figure  29  shows  that  in  this  particular  problem,  for  all 
ratios  of  beam-to-column  stiffness,  the  initial  eccentricity 
is  reduced  to  zero  when  the  Euler  load  for  a  pin-ended 
column  is  reached.  Above  the  Euler  load  the  eccentricity 
is  negative  and  increases  rapidly  until  the  column  yields  or 
until  deflections  are  so  large  that  the  structure  is  useless. 
Theoretically,  the  pure  buckling  load  is  approached  as  an 
asymptote,  as  the  eccentricity  approaches  —  oo  ,  but  it  should 
be  remembered  that  the  theory  is  valid  only  for  deflections 
that  are  small  in  comparison  with  the  column  length. 

It  is  of  interest  to  note  that  above  the  Euler  load,  when 
the  eccentricity  becomes  negative,  the  rotational  stiffness 
of  the  column  also  becomes  negative.  That  is  to  say,  that 
whereas  at  low  loads  it  was  necessary  to  apply  a  certain 
moment  to  produce  unit  angle  change,  it  is  now  necessary 
to  apply  a  holding  moment  of  opposite  sign  to  keep  the 
column  from  buckling.  This  concept  of  stiffness  is  the  key 
to  the  Lundquist13  method  for  determining  the  buckling 
strength  of  a  frame.  The  criterion  for  pure  buckling  is  as 
follows:  "When  the  summation  of  stiffness  of  the  members 
entering  a  joint  becomes  equal  to  zero,  the  frame  will 
buckle."  This  criterion  applied  to  the  writer's  equation 

16 Memorandum  on  Steel  Column  Formulas  and  Tests,  Fritz  En- 
gineering Laboratory,  Lehigh  University,  January  28,  1941. 


364 


June,  1942    THE  ENGINEERING  JOURNAL 


tan 


leads  at  once  to  the  following  condition  for  "pure"  buckling. 

lA/Z.Ec(lA/J\-0 

2  y  Ei +  kb  \2  y  El)   u 

The  foregoing  checks  the  pure  buckling  solution  of  this 
problem  as  given  in  Timoshenko's  "Elastic  Stability,"  page 
91,  Eq.  68. 

The  foregoing  discussion  simply  gives  added  weight  to 
the  author's  criticism  of  the  "secant"  formula,  insofar  as 
it  might  be  unintelligently  applied  to  a  frame  problem. 
There  are  cases,  however,  in  which  the  eccentricity  is  not 
entirely  a  function  of  the  load,  i.e.,  columns  supporting  an 
eccentrically  loaded  bracket,  or  derrick  booms. 

The  author  points  out  the  illogical  misuse  that  has  some- 
times been  made  of  the  secant  formula,  applying  it  to  a 
column  in  a  frame,  and  introducing  the  low  load  eccentricity 
e0  as  well  as  a  length  reduction  factor  n.  The  eccentricity 
is  a  weakening  factor  whereas  the  factor  n  may  be  a 
strengthening  factor.  Illogical  as  this  may  be,  it  gives  a 
fairly  reasonable  answer  in  some  cases.  Fig.  30  shows  the 
length  reduction  factor  which  could  be  used  in  the  author's 
illustrative  culvert  example,  column  load  being  considered 
independent  of  beam  load.  (In  this  case  the  author's  state- 
ment that  the  most  unfavourable  column  load  condition 
was  considered  would  not  be  correct).  The  initial 
tricity  e0,  would  be  calculated  as 

Wl2!     (         1 

12P 


eccen- 


e0 


1  +  ^2 
+  Kc 


In  Fig.  30,  the  curves  for  P  =  0  and  P  =  Pcr  (pure  buckl- 
ing) represent  extreme  limits  between  which  a  reasonable 
length  reduction  factor  could  be  chosen,  depending  pri- 
marily on  the  ratio  of  beam-to-column  stiffness.  The  secant 


» 


RATIO  "fKc 

Fig.  30. 

formula  when  used  in  this  illogical  fashion  will  nevertheless 
give  an  answer  as  to  when  the  maximum  stress  in  the 
framed  column  reaches  the  yield  point.  It  should  not  be 
concluded  that  the  secant  formula  could  be  applied  with 
the  same  success  to  other  more  unusual  frame  problems. 

Although  the  initial  eccentricity  in  a  framed  column  has 
no  numerical  equivalence  with  the  actual  eccentricity  at 
failure,  it  nevertheless  does  represent  an  initial  starting 
point  and  is  therefore  not  unrelated  to  eccentricities  at 
higher  loads. 

One  of  the  author's  final  conclusions  infers  that  the  load 
is  maintained  constant  above  the  Euler  buckling  load,  for 
a  considerable  amount  of  increasing  deformation.  However, 
the  author's  curves  in  Fig.  16  show  that  this  occurred  in 
his  experiments  only  for  l/i  above  150.  This  conclusion  is 
therefore  limited  to  structures  with  very  slender  columns, 
in  which  case  considerable  bowing  may  take  place  in  com- 
pression members  without  exceeding  the  yield  point  of  the 
material. 

In  1920,  Salmon  wrote  in  his  book  on  "Columns"  ".  .  at 


present  the  designer  has  no  real  data  whatsoever  regarding 
practical  end  conditions."  Much  work  has  been  done  since 
then,  for  example,  by  the  British  Steel  Structures  Research 
Committee,  but  the  question  is  still  a  most  important  one. 
The  author's  paper  shows  that  thoughts  are  taking  the 
right  direction,  and  the  writer  looks  forward  hopefully  to 
the  possibility  that  at  some  future  date  "Rational  Column 
Analysis"  may  become  a  practical  reality. 

S.  D.  Lash.17  m.e.i.c. 

This  paper  provides  a  comprehensive  review  of  the  column 
problem  and  is  assured  of  a  prominent  place  in  the  very 
extensive  literature  of  the  subject.  The  following  comments 
are  intended  to  be  supplementary  to  the  information  given 
in  the  paper. 

No  better  example  of  the  need  for  co-operation  between 
engineers  and  mathematicians  can  be  found  than  in  the 
history  of  column  formulae  of  the  eccentricity  and  curvature 
types.  In  1807  Dr.  Thomas  Young,  a  mathematician, 
developed  correct  expressions  for  the  lateral  deflection  of  a 
strut  having  initial  curvature  and  for  a  straight  strut  having 
an  eccentric  load.18  These  results  apparently  did  not  come 
to  the  attention  of  engineers  and  were  rediscovered  later 
in  the  19th  century  by  two  professors  of  engineering,  W.  H. 
Smith  and  John  Perry. 

The  secant  formula  was  derived  by  W.  H.  Smith  in  1877 
in  a  paper  presented  to  the  Edinburgh  and  Leith  Engineers 
Society.  Its  use  was  subsequently  extended  by  Professor 
Smith  in  a  series  of  articles  published  in  The  Engineer  ten 
years  later.19  Professor  Smith  pointed  out  that  the  eccentri- 
city was  to  be  thought  of,  not  only  as  the  result  of  lack  of 
axiality  in  application  of  load  but  also  that  e  may  be  due 
to  imperfection  of  workmanship,  want  of  elastic  homo- 
geneity in  the  material  or  journal  friction.  One  other  quo- 
tation may  be  considered  apt  "Engineers  not  infrequently 
simply  stare  in  amazement  or  else  laugh  derisively  at  any 
proposal  that  they  should  use  an  equation  whose  algebraic 
solution  is  either  complicated  and  difficult  or  'transcend- 
ental' in  the  technical  sense."  Apparently  engineers  con- 
tinued to  stare  in  amazement  for  some  time,  for  it  is  only 
in  recent  years  that  the  Committee  on  Steel  Column 
Research  of  the  American  Society  of  Civil  Engineers 
expressed  its  approval  of  the  secant  formula  and  recom- 
mended a  parabolic  formula  intended  to  give  similar  results 
within  certain  limits.  Thus  there  was  a  delay  of  about  125 
years  in  taking  advantage  of  Dr.  Young's  results.  This 
delay  seems  excessive. 

It  is  perhaps  worth  observing  that  the  approximate 
eccentric  loading  formula  proposed  by  Professor  Van  den 
Broek  (formula  2)  leads  to  a  slight  overestimation  of  the 
strength  of  the  column.  This  will  always  be  the  case  when 
an  approximate  elastic  curve  is  assumed,  since  the  curve 
selected  will  not  be  that  corresponding  to  the  minimum 
strain  energy  in  the  column.  Timoshenko  has  developed  a 
more  general  method  in  which  the  elastic  curve  is  repre- 
sented by  a  sine  series.20 

Engineers  will,  I  feel  sure,  be  grateful  to  Professor  Van 
den  Broek  for  giving  the  term  'wow'  a  respectable  place  in 
their  vocabulary.  Formula  (3)  the  'wow'  formula  is  well 
known  to  readers  of  British  literature  under  the  name  of 
the  Perry  formula.  Professor  Perry  was  presenting  it  to 
second-year  students  at  the  Finsbury  Technical  College  in 
1886.  The  derivation  of  the  formula  and  its  extension  to 
various  conditions  is  given  in  a  paper  by  Ayrton  and  Perry21 
published  in  the  same  year.  On  the  basis  of  mathematical 
studies  and  an  examination  of  the  results  of  tests  the 
authors  made  the  following  statement:  "The  conclusion  at 
which  we  have  arrived  is,  then,  that  any  want  of  straight- 

17Department  of  Civil  Engineering,  Queen's  University,  Kingston, 
Ont. 

*  "Young,  T.,  Natural  Philosophy,  Vol.  2,  1807. 

19Smith,  W.  H.,  Struts — Their  working  strength  and  stiffness,  The 
Engineer,  Vol.  XIV.,  1887. 

2  «Timoshenko,  S.,  Theory  of  Elastic  Stability,  p.  82. 

2iAyrton,  W.  E.,  and  Perry,  J.,  On  Struts,  The  Engineer,  XII,  1886. 


THE  ENGINEERING  JOURNAL     June,  1942 


365 


ness  in  the  unloaded  strut,  or  want  of  homogeneity  in  the 
material,  may  be  allowed  for  by  a  term  "c"  such  that  it 
may  be  taken  on  the  lateral  deflection  of  a  homogeneous 
carefully  loaded  strut.  In  more  recent  years  the  formula  has 
been  associated  with  the  work  of  Professor  Andrew  Robert- 
son. 

Professor  Robertson's  paper  on  "The  Strength  of 
Struts"22  has  not  received  the  attention  which  it  deserves. 
He  showed  that  the  eccentricity  formula  fits  experimental 
results,  not  only  for  steel  specimens  of  various  types,  but 
also  for  specimens  of  wood,  cast  iron,  wrought  iron  and 
duralumin.  It  is  interesting  to  note  also  that  there  is  a  close 
correspondence  between  the  results  given  by  this  formula 
and  those  given  by  the  Forest  Products  Laboratory  formulae 
for  wood  column.  The  Building  Research  Station  have 
shown  that  the  formula  can  also  be  applied  to  reinforced 
concrete  columns.  For  each  material  and  column  a  choice  of 

c^c 
suitable  values  of  s,,  and  e1  must  be  made.  For  the  term  -rr2 

%l 

Professor  Robertson,  following  Perry,  proposed  to  substi- 
tute -,  thus  making  the  'wow'  proportionate  to  the  slender- 

ness  ratio.  In  this  form  the  Perry  formula  was  incorporated 
in  the  British  Standard  Specifications  for  Steelwork  in 
Buildings  (1934)  and  has  subsequently  been  adopted  by  a 
number  of  other  countries  in  the  Empire.  In  Canada,  follow- 
ing extensive  discussion  a  similar  formula  was  included  in 
the  section  on  Steel  Construction  of  the  National  Building 
Code.  The  formula  is  also  included  as  an  alternative  to  the 
straight  line  formula  in  the  C.E.S. A.  specification  for  Steel 
Structures  for  Buildings  (1940). 

The  close  similarity  between  the  secant  formula  and  the 
eccentricity  formula  was  first  pointed  out  by  Professor  Perry 
who  proposed  to  substitute  for  an  eccentricity  e1  an  initial 
curvature  represented  by  a  sine  wave  with  a  value  at  mid- 

6        S  P 

height  of  -e'  ~ ~  where  Sc  =  Euler  stress,   S  —  -7.   Timo- 

0     oc  —  o  •  A 

shenko  has  suggested   a  value  of  -c'  5 s  for  the  same 

TV       Oc  —  (J 

fraction.  The  important  point,  as  Professor  Van  den  Broek 
has  shown,  is  that  similar  results  can  be  obtained  from  the 
eccentricity  and  curvature  formulae  and  consequently  the 
eccentricity  formula  is  to  be  preferred  since  it  is  somewhat 
more  convenient.  On  the  other  hand,  a  column  formula  does 
not  have  to  be  worked  out  very  often  and  it  may  be  men- 
tioned that  D.  H.  Young23  has  presented  families  of  design 
curves  based  on  the  secant  formula. 

In  considering  columns  with  restrained  ends,  it  does  not 
appear  that  Professor  Van  den  Broek 's  statement  that 
eccentricity,  partial  restraint,  end  moments,  and  the  L/i 
ratios  are  the  same  in  every  conceivable  respect,  is  true. 
Would  it  not  be  more  accurate  to  say,  that,  following  the 
principle  of  St.  Venant,  the  result  of  either  eccentricity, 
partial  restraint  or  the  application  of  end  moments  may 
be  expressed  by  considering  the  effective  length  of  the 
column  to  be  reduced. 

The  subject  of  columns  forming  members  of  continuous 
frameworks  cannot  be  considered  in  general  terms.  Each 
type  of  structure  presents  its  own  difficulties  and  Professor 
Van  den  Broek  wisely  leaves  these  for  future  consideration. 
The  problems  are  inherently  complex,  much  more  so  than 
the  problems  of  finding  column  formulae,  and  the  difficulty 
of  determining  the  eccentricity  (or  end  moments)  when  the 
fibre  stress  reaches  some  pre-determined  value  is  not  neces- 
sarily greater  or  lesser  than  the  difficulty  of  finding  the 
effective  length. 

Extensive  studies  ofcolumns  in  building  frameworks  have 
been  made  by  Professor  Baker.24,25  He  showed  first,  that, 
by  making  a  number  of  simplifying  assumptions,  it  is 
possible  to  develop  curves  representing  the  effective  lengths 

22 Robertson,  A.,  The  Strength  of  Struts,  Selected  Engineering 
Paper,  No.  25,  Inst.  Civil  Engineers. 

23Young,  D.  H.,  Rational  Design  of  Steel  Columns,  Proc.  Am. 
Soc.  Civ.  Eng.,  1934,  p.  1421. 


of  axially  loaded  columns  with  semi-rigid  beam  connections. 
Professor  Baker  found  that  this  method  would  not  work 
in  the  case  of  eccentrically  loaded  columns,  but  he  found  it 
possible  to  extend  a  graphical  method  by  Howard  to  cover 
certain  cases. 

Professor  Baker's  later  studies  lead  him  to  the  following 
conclusions  "The  process  of  designing  a  pillar  ...  is  made 
no  more  simple  or  accurate  by  first  considering  the  pillar 
as  pin-ended  and  then  applying  a  connection  to  allow  for 
the  restraints  existing  at  the  ends.  Much  more  than  this 
can  be  said  of  the  pillar  in  an  unsymmetrical  frame  or  where 
beams  are  unsymmetrically  loaded.  The  very  factor,  which, 
in  the  symmetrical  case  produces  restraint  will,  in  the 
unsymmetrical,  be  responsible  for  large  bending  moments 
which  alter  the  effective  length  making  rules  so  inaccurate 
as  to  be  potentially  dangerous." 

Among  other  things,  Professor  Baker  pointed  out  that  it 
is  impossible  to  tell,  without  an  elaborate  analysis,  whether 
the  maximum  stress  in  a  column  in  a  building  will  occur  at 
the  middle  or  the  ends.  On  the  basis  of  Professor  Baker's 
work,  the  Steel  Structures  Research  Committee  recom- 
mended a  method  of  column  design  in  which  no  mention 
is  made  of  a  column  formula.  This  method  did  not  receive 
wide  acceptance,  partly  because,  with  the  unit  stresses  pro- 
posed it  did  not  lead  to  any  saving  in  weight,  and  partly, 
it  is  thought,  because  the  method,  though  simple  to  use,  is 
difficult  to  derive  and  explain. 

If  we  do  not  use  some  such  rational  method,  the  alterna- 
tive appears  to  be  to  keep  on  guessing.  It  is  difficult  to  see 
any  advantage  in  consolidating  our  guesses  into  one  or  two 
variables  as  proposed  by  Professor  Van  den  Broek.  It  seems 
more  reasonable  to  try  to  make  separate  estimates  of  the 
effects  of  initial  crookedness  and  end  restraint  than  it  does 
to  try  to  make  one  guess  as  to  the  combined  effect  of  these 
two  variables.  Thus  I  cannot  agree  with  Professor  Van  den 
Broek's  criticism  of  the  recommendations  of  the  Committee 
on  Steel  Column  Research  of  the  American  Society  of  Civil 
Engineers. 

We  must  realize  that  the  process  of  designing  columns  as 
commonly  practised  is  an  extremely  crude  procedure.  The 
consequence  is  that  in  some  cases  columns  are  made  too 
strong  and  in  other  cases  too  weak.  Thus,  without  question- 
ing Prof  essor  Van  den  Broek's  statement  that  for  many  types 
of  construction,  our  column  formulae  are  too  conservative, 
it  may  be  suggested  that  the  opposite  is  also  true.  In  the 
course  of  comparatively  few  years  the  assumed  live  loads 
on  buildings  have  been  reduced  by  about  50  per  cent, 
allowable  working  stresses  have  increased  by  about  25  per 
cent,  materials  of  little  strength  have  been  used  for  fire 
protection  in  place  of  concrete  or  brickwork  and  many 
dubious  assumptions  have  been  made  about  effective 
lengths.  Thus,  in  building  frameworks,  it  is  not  believed 
that  any  further  reductions  in  the  factor  of  safety  are 
justifiable  on  the  basis  of  our  present  knowledge  and 
methods  of  design. 

This  contribution  to  the  discussion  may  well  close  with 
a  quotation  from  the  Report  of  the  Quebec  Bridge  Inquiry 
(1908)  "We  think  that,  in  popular  engineering  opinion,  the 
ultimate  strength  of  steel  columns  is  largely  overestimated." 

J.  S.  Newell26 

Rational  methods  of  analysis  for  long  slender  columns 
were  established  two  centuries  ago  when  the  Euler  formulae 
for  critical  compressive  loads  and  stresses  were  developed. 
Rationalization  of  methods  for  predicting  the  allowable 
loads  on  short  columns  and  on  those  of  intermediate  length 
has  been  the  aim  of  engineers  and  mathematicians  for  many 
years,  but  whether  or  not  complete  rationalization  can  ever 

24Baker,  J.  F.,  A  note  on  the  effective  length  of  a  pillar  forming 
part  of  a  continuous  member  in  a  building  frame,  2nd  Report,  Steel 
Structures  Research  Committee,  1934. 

25Baker,  J.  F.,  The  behaviour  of  a  pillar  forming  part  of  a  con- 
tinuous member  in  a  building  frame.  Final  Report,  Steel  Structures 
Research  Committee,  1936. 

26  Professor  of  Aeronautical  Structural  Engineering,  Massachusetts 
Institute  of  Technology,  Cambridge,  Mass. 


366 


June,  1942    THE  ENGINEERING  JOURNAL 


be  achieved  seems  doubtful.  It  appears  that  certain  factors 
for  short  columns  must  always  be  established  by  empiricism 
or  experience,  hence  that  the  formulae  containing  them 
cannot  be  classified  as  being  completely  rational. 

That  such  factors  may  have  greater  effect  on  the  results 
obtained  for  a  given  column  than  does  the  choice  of  design 
formula  is  indicated  by  the  author's  Fig.  3.  The  difference 
in  P/A  obtained  by  the  author's  Formula  3  and  the  secant 
formula  are  shown  to  be  insignificant  when  compared  with 
small  changes  in  the  non-dimensional  quantity  ec/i2.  The 
quantity  c  represents  the  distance  from  the  centroidal  axis 
to  the  extreme  fibre,  while  i2  is  the  ratio  of  moment  of 
inertia  to  area  of  the  member.  For  a  rectangular  section 
c/i2  =  S/c,  whereas  for  a  circular  member  of  radius  r, 
c/i2  =  4/c,  and  for  I-beams  of  average  proportions  it  is 
about  1.57c.  The  "effective  eccentricity"  for  any  member 
may  be  expressed  as  e  =  ki2/c,  where  k  is  established  for 
various  types  of  member  by  tests  or  experience.  It  cannot 
be  obtained  rationally,  and  while  the  above  relations  may 
be  helpful  to  the  engineer  when  he  chooses  a  value  for  ec/i2, 
or  when  he  is  co-ordinating  test  data,  they  do  not  of  them- 
selves yield  unique  values  for  the  eccentricity.  Engineers 
using  the  secant  formula,  or  the  author's  "Initial  Crooked- 
ness Formula,"  must  bear  this  fact  in  mind  and  must 
realize  that  the  accuracy  of  the  predicted  allowable  load 
for  a  given  column  obtained  by  either  formula  depends 
upon  the  accuracy  with  which  the  assumed  value  of  ec/i2 
represents  the  actual  effective  eccentricity  in  the  column. 

As  stated  by  the  author,  eccentricity  of  end  loading, 
initial  crookedness,  end  moments  or  partial  restraints,  and 
ratios  of  effective  to  geometrical  length  produce  similar 
effects  on  column  strength.  Eccentricity  due  to  non-homo- 
geneity of  material  in  any  cross  section  is  in  the  same 
category.  Each  represents  a  factor  which  is  unpredictable 
for  any  given  member,  but  one  which  may  be  combined 
with  others  to  give  an  overall  effective  eccentricity  which 
may  be  determined  by  actual  test  on  a  member  even  though 
it  cannot  be  predicted.  Kârmân,  and  other  investigators,27 
have  evaluated  such  eccentricities,  or  eliminated  their 
effects,  by  moving  the  ends  of  the  member  undergoing  test 
with  respect  to  the  knife  edges  or  hemispherical  blocks 
through  which  the  loads  were  applied.  When  a  load 
approaching  the  Euler  critical  could  be  applied  to  a  column 
undergoing  test  without  producing  buckling,  the  effective 
eccentricities  were  considered  to  have  been  removed.  A 
predetermined  eccentricity  could  then  be  introduced  and 
the  behaviour  of  the  member  noted. 

It  is  interesting  to  observe  how  closely  the  Euler  load 
was  approached  during  the  tests  described  in  the  appendix 
to  the  author's  paper  without  adjustment  of  the  end  loads 
to  offset  the  eccentricities  of  the  specimens.  The  excellent 
results  obtained  can  probably  be  explained  by  the  slender- 
ness  of  the  specimens  used,  most  of  them  having  L/i  values 
above  100.  Since  many  building  and  bridge  columns  have 
slenderness  ratios  between  50  and  100,  it  would  be  interest- 
ing to  have  test  data  on  members  in  that  range. 

Figure  19  does  get  down  to  an  L/i  of  about  60,  and  it 
shows  excellent  accord  between  experimental  data  and  the 
stresses  predicted  by  the  secant  formula  for  a  rather  large 
value  of  ec/i2  on  a  round  rod.  Similar  data  on  the  angle 
sections  would,  perhaps,  have  been  more  illuminating. They 
certainly  would  have  if  the  angles  had  had  wide,  thin  legs, 
say  a  ratio  of  width  to  thickness  between  20  and  25  instead 
of  12,  as  the  failures  would  then  have  resulted  from  a 
combination  of  torsional  and  bending  instability  and  would 
have  occurred  at  loads  less  than  those  indicated  by  Euler's 
formula  even  for  the  long  slender  members.  This  more 
general  form  of  instability  has  been  treated  by  Wagner28 
and   Kappus,29   and   has    been    utilized    by    aeronautical 

27See  Chapter  III,  "Theory  of  Elastic  Stability,"  S.  Timoshenko, 
McGraw  Hill  Book  Co.,  1936. 

28H.  Wagner,  "Torsion  and  Buckling  of  Open  Sections,"  N.A.C.A. 
Tech.  Memo.  No.  807. 

29R.  Kappus,  "Twisting  Failure  of  Centrally  Loaded  Open-section 
Columns  in  the  Elastic  Range,"  N.A.C.A.  Tech.  Memo.  No.  851. 


engineers  who  must  guard  against  failures  involving  tor- 
sional buckling  as  well  as  those  caused  by  bending  insta- 
bility or  local  buckling.  Civil  engineers  normally  avoid  such 
columns  and  many  are  unaware  that  means  are  available 
for  analyzing  them. 

The  author's  development  of  the  secant  formula  is  clear, 
and  his  development  of  the  initial  crookedness  formula  is 
also  simple  and  easy  to  follow.  The  latter  is  obviously 
superior  to  the  secant  formula  for  practical  use  since  it  does 
not  involve  a  trial  and  error  solution.  Each  of  these  formulae 
and  the  more  general  Formula  5,  depends  upon  the  ec/i2 
term,  however,  hence  gives  results  which  are  functions  of 
the  engineer's  experience  and  judgment.  They  are  interest- 
ing, and  the  conclusions  drawn  from  them  appear  correct, 
but  the  writer  cannot  concede  that  their  use  in  design  will 
insure  safer  or  more  economical  structures  than  can  be 
obtained  by  other  expressions.  Euler's  formulae  are  cer- 
tainly satisfactory  for  long  slender  members,  that  is,  for 
members  where  the  critical  stress  is  less  than  half  the  yield 
point  of  the  material,  or  less  than  half  the  crushing  stress 
on  sections  subject  to  local  buckling.  For  short  columns, 
and  those  of  intermediate  length,  the  engineer  has  a  choice 
between  empirical  straight  lines,  the  J.  B.  Johnson  parabola, 
and  the  more  rational  reduced-modulus  formulae  such  as 
those  depending  on  the  tangent  modulus  of  elasticity. 

Whatever  formula  is  used  for  the  shorter  members,  be  it 
complex  or  simple,  requires  some  degree  of  empiricism. 
Some  term  is  included  which  is  not  predictable  by  mathe- 
matics for  any  given  member,  or  which  is  modified  to  con- 
form with  the  results  of  tests.  Whether  it  be  ec/i2,  the  ratio 
of  effective  to  actual  length,  or  the  manner  in  which  E  is 
varied  in  a  reduced-modulus  formula,  something  must  be 
contributed  by  the  engineer  and,  in  this  writer's  opinion, 
it  is  far  more  important  that  he  be  familiar  with  several 
formulae  and  their  limitations  than  that  he  accept  any  one 
and  use  it  blindly. 

Many  engineers  deal  only  with  columns  composed  of 
standard  I,  channel,  or  angle  sections,  none  of  which  contain 
elements  subject  to  local  buckling  failures.  Under  the 
economic  system  which  will  probably  exist  after  the  war, 
the  demand  will  be  for  lighter  and  cheaper  structures. 
Materials  lighter  than  steel  may  then  be  cheap  enough  to 
compete  with  it.  Such  materials  have  lower  moduli  of  elas- 
ticity than  steel,  are  more  susceptible  to  local  buckling  and 
to  buckling  as  complete  units,  and  sections  fabricated  from 
them  will  involve  numerous  problems  of  stability  not 
encountered  in  older  types  of  members.  Structural  designers 
may  follow  the  aeronautical  engineer's  lead  in  solving  some 
of  their  problems,  but  they  cannot  follow  him  blindly  since 
stiffness  is  of  greater  importance  to  them  than  to  him. 

They  can  follow  him  and  improve  the  economy  of  systems 
of  members  by  broadening  their  knowledge  of  the  stability 
of  frames.  The  author  touches  upon  this  phase  of  the  design 
of  compression  members,  but  he  was  obviously  forced  by 
space  requirements  to  touch  it  but  lightly.  Much  has  been 
learned  in  this  field  in  the  past  few  years.  A  great  deal  more 
remains  to  be  learned  and  it  is  hoped  that  civil  and  aero- 
nautical stress  analysts  may  explore  the  problems  together. 

Dr.  Van  den  Brrek's  paper  covers  a  breadth  cf  material 
and  problems,  and  it  should  serve  as  a  challenge  to  young 
engineers  to  explore  some  of  the  methods  he  suggests.  As 
such  it  is  a  c  ntribution  for  which  the  eng'neering  pro- 
fessi  n  as  a  whole  <  wes  him  a  debt  cf  gratitude,  and  one 
for  which  the  members  of  the  profession  who  accept  the 
challenge  will,  as  individuals,  never  be  able  to  repay  him. 

J.  M.  Oxley,30  M.E.I.C. 

Professor  Van  den  Broek's  paper  is  of  great  interest,  due 
to  both  the  ground  covered  and  the  clarity  of  the  pre- 
sentation. 

The  ultimate  value  of  any  such  study  is  in  the  effect  it 
may  have  on  actual  design  practice. 

30Chapman  and  Oxley,  Architects,  Toronto,  Ont. 


THE  ENGINEERING  JOURNAL     June,  1942 


367 


For  the  reader,  digestion  of  the  argument  would  have 
been  easier  if  the  author  had  included  a  table  of  notation, 
and  if  the  symbols  employed  in  the  present  paper  and  his 
paper  on  a  similar  subject  in  the  March,  1941,  issue  of  the 
Journal  had  corresponded  with  each  other.  In  the  following 
discussion  all  symbols  used  have  the  same  significance  as 
in  the  paper  except  that  the  radius  of  gyration  is  denoted 
by  r  instead  of  i. 

The  author's  distinction  between  "stress"  and  "strength" 
is  particularly  valuable  in  that  it  reinforces  the  present 
tendency  toward  consideration  of  the  strength  of  a  structure 
as  a  whole,  as  contrasted  with  the  stresses  in  its  component 
parts  at  working  loads.  The  author  states  that  he  regards 
the  use  of  "design  formulae  which  are  too  safe,  too  con- 
servative, as  the  greatest  engineering  sin  second  only  to 
that  of  not  being  safe  enough."  I  would  award  that  dis- 
tinction to  "unbalanced"  design — not  safe  enough  in  one 
part  or  too  safe  in  some  parts  but  not  in  all.  On  the  one 
side  danger,  on  the  other,  waste. 

It  is  only  by  applying  a  given  factor  of  safety  or  load 
factor  to  the  ultimate  strength  of  the  complete  structure 
that  this  sin  can  be  avoided.  One  can  agree  in  principle  with 
the  author's  opinion  that  the  emphasis  on  working  stress 
is,  in  many  types  of  structures,  "archaic,  confusing  and 
often  misleading,"  and  yet  face  with  some  apprehension 
the  thought  of  applying  limit  design  to  all  of  these  problems. 

To  the  designing  engineer  the  important  question  is  how 
to  apply  analysis  in  the  design  of  actual  structures.  Useful 
leads  are  given  in  Figs.  8  to  11,  and  12  to  14  and  the  accom- 
panying discussion.  A  valuable  addition  to  the  first  group 
would  be  the  case  of  the  column  having  end  moments  both 
in  the  same  sense  but  different  in  amount — the  column 
resisting  side  thrust  from  wind  or  other  source  by  means 
of  rigid  connections. 

Referring  to  the  culvert  frames  illustrated  in  Figs.  12  to 
14,  the  application  to  an  actual  design  problem  is  difficult. 
Such  a  frame  would  probably  have  to  resist  side  sway  and 
moments  from  distributed  side  loads,  in  addition  to  the 
vertical  loads  indicated.  To  obtain  results  by  the  indirect 
or  trial  and  error  method  given  would  then  become  difficult, 
if  not  impossible,  because  the  unrelated  load  conditions 
would  also  have  to  be  considered. 

The  author  refers  to  these  examples  having  been  "selected 
with  a  view  to  giving  to  the  column  a  loading  pattern  as 
unfavourable  as  we  can  imagine."  Surely,  if  the  column  is 
merely  turned  to  have  its  web  in  the  same  plane  as  that  of 
the  beam  we  get  a  more  unfavourable  condition.  That  is, 
the  column  will  be  capable  of  supporting  a  lesser  axial  load 
because  it  will  resist  a  greater  portion  of  the  moment  from 
the  beam  at  all  column  lengths.  Also  the  critical  r  may 
still  be  the  minor  one,  which  is  not  influenced  favourably 
or  otherwise  by  the  bending  moments,  so  that,  for  all  values 
of  l/r  greater  than  the  point  of  intersection  with  the  Euler 
curve  for  this  smaller  r,  the   atter  will  fix  the  limit  load. 

There  are  several  general  considerations  to  which  further 
emphasis  should  be  given  in  any  discussion  of  column 
analysis. 

First,  there  is  the  question  of  effective  length,  the  L/l 
ratio,  in  application  to  actual  design.  There  are  three 
specifications  for  design  of  steel  structures  in  general  use  in 
Canada  to-day — the  Canadian  Engineering  Standards 
Association  1940,  the  National  Building  Code  1941,  and 
the  American  Institute  of  Steel  Construction  1937.  Not  one 
of  these  makes  any  suggestion  that  the  effective  length  of  a 
column  is  anything  but  the  "unbraced  length,"  except  that 
the  C.E.S. A.  specification  gives  a  hint  in  defining  L  as 
the  "equivalent  free  length"  but  gives  no  indication  as  to 
how  this  equivalent  length  may  be  ascertained. 

The  reason  is  simple  enough  but  does  not  reflect  credit. 
It  is  that  any  attempt  made  so  far  to  set  forth  an  accurate 
method  of  determining  the  L/l  ratio  is  so  complicated  that 
it  is  not  practicable  to  include  such  a  method  in  a  specifica- 
tion. The  "recommendations  for  practice"  of  the  British 
Steel  Structures  Research  Committee  as  given  in  their  final 


report  are  an  example  of  the  complications  involved  even 
in  their  "simplified"  method. 

In  effect,  the  present  position  is  that  the  able  and 
experienced  authorities  chosen  by  various  groups  have  let 
this  question  go  by  default,  to  be  worried  over  or  ignored 
by  their  possibly  less  able  and  experienced  confreres  who 
design  to  comply  with  the  specifications.  A  column  may  be 
designed  for  an  l/r  ratio  double  the  true  one  with  a  resulting 
waste  of  over  40  per  cent  of  the  material  used.  Considering 
the  approximations  we  already  apply  in  our  assumptions 
regarding  live  loads,  the  allowance  for  or  ignoring  of  initial 
crookedness,  and  other  elements,  it  would  appear  that  a 
set  of  diagrams  similar  to  those  of  the  author's  Figs.  8  to  11 
could  be  prepared  covering  all  the  usual  cases  with  sufficient 
proximity  to  the  theoretical  truth,  and  a  clear  cut  statement 
could  be  given  showing  the  method  of  dealing  with  unusual 
cases. 

Another  question  which  has  seldom  been  considered  is 
that  of  the  effect  of  the  location  of  the  point  of  maximum 
stress.  When  a  member  in  compression  buckles  at  the 
critical  load  a  new  set  of  conditions  arises.  In  a  round  ended 
column  this  buckling  is  a  maximum  at  or  near  the  centre 
of  the  length.  In  a  column  with  restrained  ends  and  end 
moments,  the  combined  bending  and  axial  stresses  may 
reach  a  maximum  at  one  end  of  the  column  or  at  some  other 
point  depending  on  the  sense  and  amount  of  the  moments. 
If  this  maximum  occurs  near  one  or  both  ends  the  buckling 
tendency  of  the  column  may  cease  to  be  a  critical  factor. 


Fig.  31. 

Under  our  present  specifications  the  location  of  the  point  of 
maximum  stress  has  no  influence  on  permissible  combined 
stress. 

It  would  appear  that  the  decision  as  to  when  to  consider 
compression  members  as  beams  rather  than  columns  and 
apply  the  principle  of  superposition,  should  depend  on  the 
location  of  maximum  stress  more  than  on  the  slenderness 
ratio  of  the  member. 

The  most  general,  and  possib'y  most  important,  point 
is  the  wide  diversity  of  opinion  as  to  basic  working  stresses 
in  columns,  particularly  in  those  with  a  slenderness  ratio  of 
from  100  to  200.  All  of  the  specifications  mentioned  agree 
in  permitting  a  basic  working  stress  of  20,000  lb.  per  sq.  in. 
for  members  in  tension  or  in  bending,  yet  note  thedivers'ty 
in  compression.  (Fig.  31). 

These  graphs  show  the  permissible  working  stresses  for 
columns  under  the  three  specifications  mentioned  and  also 
the  Euler  curve  for  round  ended  columns  for  similar  con- 
stants. (The  curve  for  the  Perry  formula  shown  corresponds 
with  the  author's  Formula  3  for  a  column  with  c/r2=  1  and 
an  initial  eccentricity  of  Î/1333). 


368 


June,  1942    THE  ENGINEERING  JOURNAL 


The  three  specification  curves  hang  together  fairly  well 
for  the  range  from  40  to  80  l/r,  but  note  the  relation  at 
140  l/r.  Curves  II  and  III  represent  alternatives  permitted 
under  one  specification  without  any  indication  as  to  prefer- 
ence. At  140  l/r  III  gives  a  working  stress  50  per  cent 
higher  than  II.  Either  the  designer  who  chooses  II  is  wast- 
ing a  lot  of  material,  or  the  one  who  prefers  III  is  running 
close  to  danger. 

Certainly,  one  is  inclined  to  agree  with  the  author  that 
there  is  little  purpose  in  taking  account  of  such  niceties  as 
initial  eccentricity  when  so  much  latitude  is  permitted  for 
more  important  elements,  and  when  no  guidance  is  given 
as  to  effective  length. 

The  simple  fact  is  that  these  specifications  are  used  by 
many  who  may  lack  time,  experience  or  ability  to  do  more 
than  accept  them  at  their  face  value.  They  may  be  used 
by  a  few  who  are  interested  chiefly  in  producing  the  cheapest 
possible  design  regardless  of  its  all-round  efficiency.  At 
present  the  problems  of  column  design  are  the  ones  in  which 
most  indefiniteness  and  uncertainty  exist,  and  therefore 
most  in  need  of  further  research  and  anlaysis. 

It  is  not  the  primary  purpose  of  these  comments  to 
criticize  the  framers  of  specifications  and  codes.  I  have  had 
enough  experience  on  working  committees  to  have  deep 
sympathy  with,  and  sincere  appreciation  of  those  who  de- 
vote their  knowledge,  time  and  labour  to  such  work. 

I  present  a  plea  that  the  author,  with  his  ability  and 
facilities,  and  others  in  a  like  position,  do  not — "leave  to 
the  engineer  in  any  special  field  the  problem  of  determining 
the  coefficient  n" — or  other  equally  important  elements, 
without  giving  more  light  on  methods  of  practical  applica- 
tion, and,  in  general,  guiding  us  farther  through  this  tangled 
growth. 

P.  L.  Pratley,31  m.e.i.c. 

These  notes  were  first  drawn  up  for  use  in  verbal  dis- 
cussion, but  the  writer  was  unable  to  reach  the  meeting  in 
time  to  take  part.  They  will  appear  somewhat  disconnected 
as  written  discussion,  but  pressure  of  work  prevents  re- 
editing.  They  are  therefore  offered  with  apologies. 

The  writer's  general  view  is  that  the  paper  is  not  clear 
in  its  statements  and  many  claims  are  made  which  have 
no  substantial  basis  either  in  fact  or  in  the  argument  pre- 
sented. The  true  value  of  the  assumption  is  not  always 
stated  or  admitted,  and  certain  conclusions  are,  therefore, 
misleading. 

1.  Page  570 — In  the  discussion  of  the  Secant  Formula, 
the  author  states  that  when  the  eccentricity  approaches 
zero,  the  elastic  curve  approaches  a  sine  curve  and  when 
the  eccentricity  approaches  infinity,  the  elastic  curve 
approaches  a  circle.  These  statements  are  not  proved  and 
in  fact  are  not  true.  One  valid  conclusion  can  however  be 
drawn  from  the  next  sentence  wherein  the  author  states 
the  true  curve  falls  between  the  sine  curve  and  an  arc  of  a 
circle.  This  obvious  conclusion  is  that  the  curve  is  not  a 
sine  curve,  and  this  conclusion  has  the  virtue  of  being  true. 

In  the  author's  earlier  paper  entitled  "Euler's  Column 
Formulae"  he  is  on  surer  ground  in  that  he  frankly  states 
he  is  merely  assuming  the  equation  of  the  elastic  line  to  be 
a  sine  curve  and  on  this  assumption  proceeds  to  develop 
what  appears  to  be  Euler's  Formula.  He  notes  that  "the 
value  of  P  obtained  by  this  formula  is  the  critical  value 
which  initiates  the  buckling  of  the  column.  Equilibrium 
would  be  obtained  for  any  value  of  delta  provided  the 
column  is  not  stressed  beyond  the  elastic  limit."  To  the 
writer,  this  phrase  raises  the  question  as  to  what  precisely 
is  meant  by  the  Euler  value.  The  writer  was  taught,  as 
far  as  he  remembers,  to  regard  the  Euler  value  as  that  load 
which  a  perfectly  straight  and  pin-ended  column  of  uniform 
cross-section  and  uniform  elasticity,  could  resist  without 
starting  to  buckle.  The  first  half  of  the  above  quotation 
from  the  author's  earlier  paper  would  seem  to  support  this 
view.  But  according  to  Bauschinger,  quoted  in  Huette,  the 

31  Consulting  Engineer,  Montreal,  Que. 


Euler  value  is  that  value  at  which  the  deflection  of  the 
ideal  column  which  heretofore  has  grown  steadily  and  pro- 
portionately with  the  increasing  load,  will  suddenly  exceed 
any  measurable  value.  The  second  half  of  the  author's 
statement  above  quoted  would  seem  to  adopt  this  inter- 
pretation. In  his  present  paper  the  usage  in  general  seems 
inclined  to  the  second  view,  that  is,  the  load  which  would 
keep  the  ideal  column  in  equilibrium  regardless  of  deflection. 
The  expression  itself  7r  El/L2.  is  obviously  independent 
of  deflection  and  dependent  only  on  the  physical  and  geo- 
metrical properties  of  the  column. 

The  writer  thinks  it  would  be  worth  while  to  refer  to 
the  method  of  its  derivation.  The  ideal  pin-ended  column 
is  presumed  bent  by  some  agency  and  to  be  in  equilibrium 
under  the  axial  load  P.  If  the  deflection  at  any  point  distant 
y  from  the  mid-point  be  x  then  the  bending  moment  at  this 
point  is  P.x.  Now  at  any  point  whatever  along  the  column 
under  the  usual  assumptions  upon  which  the  theory  of 
elastic  bending  is  based,  1/R  =  M/EI,  and  at  the  centre 
point  where  dx/dy  =  0,  the  curvature  \/R  is  equal  to  d2x/dy2. 
This  is  only  true  at  the  centre  point,  but  the  convenient 
assumption  is  now  made  that  \/R  at  any  point  may  be 
equated,  without  appreciable  error  to  the  second  differential, 
which  is  equivalent  to  assuming  \-\-{dx/dy)2  =  \.  It  will 
readily  be  seen  that  this  equation  can  only  be  strictly  true 
if  the  elastic  curve  is  at  all  points  parallel  to  the  axis,  as  it 
is  at  the  mid-point.  Therefore  the  assumption  is  only  an 
approximation,  growing  in  closeness  as  dx/dy  decreases. 
As  long  as  we  confine  ourselves  to  very  small  deflections, 
the  first  differential  is  also  very  small,  its  biggest  value  being 
at  the  ends  of  the  ideal  column.  The  assumption  is  a  con- 
venient one,  mathematically,  and  is  reasonably  legitimate, 
as  long  as  it  is  properly  appreciated.  The  assumption  having 
been  made  (ablative  absolute)  l/R  =  d2x/dy2  ànd  =  P.x/EI 
arithmetically  and  a  differential  equation  results: 
P  d2x     n 

mx+dy=0 

The  solution  proper  to  the  boundary  conditions  is 

■nfV;  where  A  is  the  central  deflection,  L  the 

length  of  the  column,  y  being  measured  from  the  mid-point 
and  x  from  the  axis  of  action  of  P.  At  the  ends  of  the  column 

/^P     L 
where  y  =  L/2  and  x  must  =  0,  cos  \  /  t—  •  -  must  also  =  0. 


x=  A  cos 


El     2' 


Therefore 


P_ 
El 


L       nir        . 

I  =  ~2~  '  H 


is 


an   odd 
El 


integer, 


L  IT 


and  for  our  simple  case  is  unity.  Thus 
p  _«*&/■ 
L2 
2.  The  author  in  his  earlier  paper,  by  assuming  the  sine 
curve,  and  obtaining  the  deflection  geometrically  from  the 
moment  curve,  arrives  at  this  same  result  and  calls  it  Euler's 
formula.  If  he  had  assumed  some  other  form  of  curvature 
he  would  not  have  obtained  this  value,  but  he  does  not 
seem  to  assert  clearly  anywhere  that  this  second  interpre- 
tation of  the  meaning  of  the  Euler  value  depends  entirely 
on  the  assumption  of  a  sine  curve  as  the  elastic  line.  The 
correct  curve  is  known  to  investigators  and  is  termed  the 
"Elastica."  This  curve  is  free  from  the  restriction  that 
deflections  must  be  kept  very  small,  and  is  therefore  true 
for  very  slender  columns,  such  as  strips  of  spring  steel.  It 
is,  however  an  awkward  thing  to  handle  as  it  involves  elliptic 
integrals,  and  is  obtained  by  intrinsic  co-ordinates.  Gen- 
erally : 

d<t> 


s  = 


m  f> 


(1  —  sin20sin24>)'A 
<t>,   the  amplitude    = 


Y- 


(F.  0.<j>.);  where 


cos 


x 

A 


=     and    6,     the    modulus 


=  sin 


A 

2 


P_ 
El 


s  being  the  length  along    the    curve, 


THE  ENGINEERING  JOURNAL     June,  1942 


369 


measured  from  the  mid-point  either  way.  For  S,  the  length 

/  VJ 

from  mid-point  to  end,  x  =  0;  <£  =  â>  and  S=  A/  -p    (FJt  0), 
the  symbol  F t  denoting  the  complete  elliptic  integral. 
The  interesting  feature  of  this  curve  for  our  present  pur- 

/~WT  tt 

pose  is  that  if  A  =  0,  the  modulus  0  =  0  and  S  =  Aj  -p-  X  ^ 

or  P  =  irzEI/4S2,  and,  as  this  S  is  half  the  length  of  the 
column,  we  have  the  Euler  value  P  =  ir2El/L2.  Note  that 
this  value  only  obtains  for  zero  deflection  or  the  unbuckled 
column.  If  A  has  some  small  value  greater  than  zero,  so 

/El      t 
does  the  modulus 8,  and  S  is  slightly  greater  than  AJ  -=-  X  g 

which  means  that  P  must  be  slightly  less  than  the  Euler 
value,  if  equilibrium  is  to  be  maintained. 

This  was  the  writer's  original  understanding  of  the  Euler 
theorem,  and  it  is  his  opinion  that  the  author  should  express 
himself  clearly  on  this  point  as  will  be  referred  to  again  in 
paragraph  5  of  these  notes. 

3.  Also  in  the  derivation  of  the  Secant  Formula,  the 

writer  would  regard  the  author's  procedure  as  more  clear 

were  he  to  introduce  an  extra  line  or  two  in  order  to  state 

that  only  at  the  mid-point  of  his  column  is  the  curvature 

equal  to  the  second  differential,  because  only  at  this  point 

is  the  first  differential  equal  to  zero.  In  the  true  curve  of 

1        M 
the  column,  as  already  explained,  the  equation  -^  =  -=-j. 

K       E.l 

holds  for  every  point,  which  is  the  basis  upon  which  the 

"elastica"  is  built  and  which  fact  demonstrates  that  the 

sine  curve  is  only  a  convenient  approximation. 

4.  No  worthy  object  is  apparent  in  the  statement  that 
the  relationship  given  at  the  top  of  page  571  throws  no 
light  on  the  strength  of  the  column,  and  it  again  seems 
misleading  to  suggest  that  this  formula  is  of  no  value  except 
when  the  stress  in  question  is  the  elastic  limit  stress  and 
the  corresponding  load  is  the  critical  load.  If  the  derivation 
is  justified,  then  it  must  be  true  that  for  any  value  of  s  up 
to  the  elastic  limit,  P  is  the  corresponding  load,  or  vice 
versa,  for  any  load  P  less  than  the  critical  load,  the  resulting 
maximum  fibre  stress  is  as  evaluated  by  the  formula.  This 
remains  true  down  to  and  including  equation  (b). 

5.  The  author  then  introduces  the  Euler  value  for  P 
without  saying  when  this  value  is  good  and  in  the  next 
expression  actually  has  two  meanings  for  P,  firstly  that 
value  of  the  load  which  causes  or  produces  the  elastic  limit 
stress  Sj  and  secondly  the  Euler  value  of  P.  He  uses  the 
first  significance  when  dividing  the  load  by  the  area  and 
the  second  in  both  the  other  occurrences.  His  Secant 
Formula  (1)  needs  therefore,  to  be  explained  much  more 
fully  and  its  assumptions  and  limitations  honestly  described 
instead  of  being  quoted  as  "quite  exact."  The  inverting  of 

P  . 

-=7  in  two  cases  is  manifestly  a  printer's  error. 

6.  It  is  now  pertinent  to  enquire  into  the  soundness  of 
the  argument  leading  up  to  the  statement  that  initial 
crookedness  is  insignificant.  This  argument  is  introduced 
by  a  straight  honest-to-goodness  admission  that  the  curva- 
ture is  assumed  to  be  initially  and  continually  a  sine  curve. 
This  assumption  permits  the  integration  of  the  area  of  the 
moment  diagram  and  leads  to  the  establishment  of  equation 
(c)  which  in  turn  shows  that  A  depends  on  t1 . 

The  legitimacy  of  the  statement  that  the  difference  in 
curvature  between  the  initial  and  final  states  represents  the 
additional  moment  divided  by  the  stiffness  factor  ought  to 
be  established  and  it  should  again  be  noted  that  the  identity 
of  the  rate  of  curvature  with  the  second  differential  only 
holds  at  mid-point  where  the  first  differential  is  zero.  The 
author  states  that  the  stress  due  to  the  increase  in  curvature 

is  s= j2~~   and  that  the  resulting  extreme  fibre  stress 

on  the  inside  of  the  curve  is  this  same  quantity  plus  the 
average  compression  unit.  The  question  arises  where  is  the 


stress  due  to  the  initial  curvature  ?  However  small  the 
increase  in  curvature,  the  bending  moment  is  P  (A+e1), 
and  the  fibre  stress  from  bending  must  be  a  function  of  this 
total  deflection.  The  fact  that  the  column  is  initially  crooked 
suggests  to  the  writer  that  there  is  no  bending  stress  at  the 
mid-section  under  no-load  when  P  is  zero  even  though  there 
is  the  deflection  e1,  but  as  soon  as  a  load  is  applied,  a 
bending  moment  equal  to  P.e1  exists.  This  moment  causes 
further  deflection,  equilibrium  being  reached  when  sufficient 
energy  has  been  expended  to  deflect  the  column  A-j-e1. 
It  seems  therefore  that  equation  (d)  needs  some  substanti- 
ation. 

7.  Accepting  (d)  as  presented  for  the  moment,  the 
elimination  of  A  from  equations  (c)  and  (d)  produces  a 
relationship  between  P  and  s  which  relationship  depends 
upon  the  sine  curve  assumption.  Nothing  appears  to  be 
gained  at  this  stage  by  introducing  the  Euler  value  of  P 
and  the  solution  of  the  equation  might  just  as  well  be  stated 
simply  as 


i 

—    2 


!-+§<-+*>i 


v 


■k2E    f         e'c\ 


,TT.2E.S 
I 


0 


thus 


omitting  two  lines  of  text. 

8.  This  relationship  between  P  and  s  is  described  by  the 
author  as  "purely  academic  and  of  no  interest  to  the 
designer."  Such  a  statement  seems  fantastic  as  it  is  of 
extreme  interest  to  the  designer  if  it  is  true,  and  moreover 
is  the  basis  for  the  author's  formula  3  at  the  top  of  page  572. 
The  statement  is,  therefore,  not  only  superfluous  but 
definitely  misleading.  It  accomplishes  nothing  and  raises 
doubts  in  the  mind  of  the  reader  as  to  the  sense  displayed 
in  any  effort  to  determine  the  relationship.  While  it  is  quite 
true,  assuming  the  equation  to  be  mathematically  correct, 
that  if  we  define  s1  as  being  the  elastic  limit  stress,  the  load 
P  becomes  a  symbol  for  the  corresponding  load  producing 
the  elastic  limit  stress,  it  is  equally  true  that  if  we  define 
s  as  16,000  or  20,000,  or  whatever  we  choose  as  a  working 
unit,  the  symbol  P  expresses  the  load  that  the  column  can 
carry  without  exceeding  such  permissible  unit;  and  this  is 
equally  useful. 

9.  Still  accepting  tentatively  Fig.  3,  it  is  of  course  visible 
that  the  introduction  of  the  term  involving  crookedness 
makes  only  a  slight  difference  in  the  capacity  of  the  column, 
but  why  does  the  author  introduce  the  term  "slender"  ? 
The  sturdier  the  column,  the  smaller  the  absolute  difference 
and  it  would  appear  from  the  curves  that  the  slender 
columns  suffer  about  the  same  proportional  change  as  the 
medium  columns. 

10.  On  page  572  the  author  takes  advantage  of  the 
opportunity  to  inject  the  idea  of  designing  to  a  factor  of 
safety  on  the  limit  load  as  distinguished  from  the  general 
practice  of  designing  to  a  factor  of  safety  on  the  limiting 
fibre  stress.  Dismissing  the  latter  as  archaic,  etc.,  he  then 
makes  the  sensational  statement  that  the  term  P/A  has 
no  physical  significance.  This  statement  must  be  energetic- 
ally opposed,  as  it  is  grossly  untrue.  It  appears  to  be  intro- 
duced, as  are  many  other  statements  in  the  text,  as  the 
thin  edge  of  a  wedge  intended  to  discredit  all  previous 
methods  of  analysis  and  design,  and  to  establish  the  so- 
called  limit  design  as  the  only  sound,  safe,  and  proper 
method.  In  the  vast  majority  of  structural  members  met 
with  in  practice,  the  term  P/A  means  exactly  what  it 
expresses,  namely,  the  average  stress  per  unit  of  area.  It 
expresses  this  quantity  regardless  of  whether  P  is  the 
maximum  capacity  load  or  any  other  load  less  than  the 
capacity  load.  It  cannot  be  avoided  as  an  essential  and 
often  the  governing  portion  of  the  total  stress,  and  in  all 
the  author's  formulae,  he  is  compelled  to  acknowledge  this 
fact  and  to  introduce  the  quantity.  Most  of  the  ordinarily 


370 


June,  1942    THE  ENGINEERING  JOURNAL 


accepted  formulae  for  column  design  state  that  the  extreme 
fibre  stress  for  any  section  consists  of  two  parts,  one  being 
this  average  stress  and  the  other  being  an  additional  term 
imposed  by  one  or  more  of  a  variety  of  influences,  prin- 
cipally bending  from  some  cause  or  other.  In  straight 
tension  or  compression,  the  term  P/A  stands  alone  as  the 
indicator  for  intensity  of  stress  or  for  the  capacity  of  the 
member.  Notwithstanding  the  author's  statement  that 
there  is  no  reason  for  invariably  interpreting  the  term  as 
stress,  it  always  is  stress  and  all  that  the  author  is  entitled 
to  say,  is  that  it  is  not  always  the  maximum  or  the  extreme 
or  the  governing  intensity  of  stress,  which  again  is  almost 
axiomatic. 

11.  Objection  must  also  be  taken  to  the  finality  with 
which  the  author  states  that  crookedness  or  eccentricity 
determine  the  direction  in  which  the  column  deflects.  This 
statement  should  at  least  be  reduced  to  "may  determine" 
as  it  is  quite  evident  that  the  geometrical  properties  of  the 
column  very  frequently  have  a  controlling  influence. 

12.  The  use  that  is  made  of  Fig.  5  at  the  top  of  page  573 
is  also  open  to  question  and  the  statement  that  the  point 
of  deflection  always  coincides  with  the  quarter  point,  is 
inclined  to  be  misleading  unless  it  is  duly  emphasized  that 
complete  fixity  at  both  ends  of  the  column  is  maintained 
and  unless  it  is  appreciated,  that  this  result  accrues  from 
the  convenient  assumption  that  the  column  bends  as  a  sine 
curve. 

13.  The  author's  excursion  into  logic  seems  to  be  par- 
ticularly unfortunate.  While  it  is  quite  easy  to  see  the  drift 
of  his  argument,  the  statement  that  "eccentricity,  partial 
restraint  or  end  moments,  and  the  ratio  L/l,  are  identities" 
is  far  from  logical.  It  is  obvious  that  they  cannot  be  identi- 
ties "the  same  in  every  conceivable  respect"  because  the 
measure  of  eccentricity  is  a  length,  the  measure  of  end 
moments  is  length  multiplied  by  force  and  the  ratio  L/l  is 
simply  a  number.  It  would  be  much  clearer  although  less 
sensational,  if  the  author  were  to  state  what  he  means, 
which  is  "that  the  equilibrium  condition  of  a  column,  bent 
under  load  can  be  clearly  expressed  if  we  can  determine 
any  one  of  these  three  functions,  namely,  eccentricity  of 
applied  load,  degree  of  end  restraint,  or  length  of  the  elastic 
line  between  points  of  contraflexure."  No  system  of  logic 
can  admit  that  these  three  things  are  identical.  The  only 
identical  thing  about  them  is  that  they  are  equally  useful 
under  the  sine  curve  assumption  in  establishing  desired 
relationships  between  load,  deflection  and  fibre  stress. 

14.  Under  the  heading  "General  Column  Formula,"  the 
author  makes  two  statements  to  both  of  which  reference 
has  previously  been  made.  He  says  that  very  satisfactory 
results  are  obtained  if  the  analysis  is  based  on  the  assump- 
tion that  the  column  assumes  the  shape  of  a  sine  curve. 
With  this  the  writer  fully  agrees  but  the  author  also  says 
that  the  characteristic  of  the  pin  ended  column  is  that 
when  it  deflects  it  assumes  the  shape  of  a  sine  curve  which, 
of  course,  it  does  not  and  it  must  again  be  regarded  as 
unfortunate  that  the  language  should  be  so  inconsistent 
and  misleading.  Furthermore,  the  author  says  in  the  same 
paragraph  "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."  This  again  is  untrue,  for  only  if  the  curve 
follows  the  sine  curve  for  each  of  the  individual  influences, 
will  it  do  so  under  the  action  of  any  combination  of  these 
influences. 

15.  Under  the  same  heading  in  the  second  column  of 
page  573  the  author  proceeds  to  deal  with  the  case  of  a 
column  subject  to  compression  load,  a  uniformly  dis- 
tributed lateral  load,  and  an  initial  deflection.  He  quotes 
the  fundamental  elastic  energy  equation  but  without 
defining  F  and  without  mentioning  the  further  assumptions 
that  have  to  be  made  in  order  to  obtain  the  expression 

AreaXx 

Incidentally  it  would  have  been  clearer  had  he  maintained 


y  as  the  running  dimension  of  his  column  instead  of  changing 
to  x,  which  had  previously  been  his  lateral  dimension.  The 
paragraph  which  follows  seems  to  be  lacking  in  clarity  prin- 
cipally because  the  terms  introduced  are  not  defined.  The 
bending  moment  diagram  expresses  the  fact  that  the  bend- 
ing moment  at  any  point  includes  the  joint  effects  of  the 
compression  load  multiplied  by  the  actual  deflection  at  the 
point,  and  of  the  lateral  load  with  its  reactions.  The  area 
of  the  bending  moment  diagram  may  thus  truly  be  said  to 
consist  of  two  parts  namely  the  part  due  to  the  load  P 
and  the  part  due  to  the  lateral  load.  The  deflection  consists 
of  three  parts,  namely  the  part  due  to  the  initial  crooked- 
ness which  is  assumed  to  lie  in  the  plane  of  the  lateral  load, 
secondly,  the  part  due  to  the  strain  from  the  lateral  load 
and  thirdly,  the  part  due  to  the  effect  of  the  compression 
load  P.  If  it  be  imagined  that  the  loads  are  applied  in  that 
order  then  the  column  will  continue  to  deflect  from  the 
position  it  occupied  under  the  initial  crookedness  and  the 
lateral  load,  until  equilibrium  is  established,  when  the 
bending  moment  from  the  compression  load  will  be  the 
product  of  P  and  the  final  deflection.  Thus  in  Fig.  6  the 
maximum  deflection  (A-fe7)  includes  all  these  effects  and 
the  author's  equation  (e)  is  approximately  true.  It  ought 
to  be  noted  however,  in  obtaining  this  expression  he  still 
assumes  that  the  final  elastic  curve  of  the  column  is  a  sine 
curve  although  it  is  quite  manifest  that  the  deflection  from 
the  lateral  load  contributes  a  parabolic  portion,  which  may 
under  suitable  circumstances  be  the  controlling  feature. 
When  re-arranging  equation  (e)  the  author  introduces  s 
taken  from  his  earlier  equation  (d)  where  it  was  defined  as 
the  stress  due  to  the  increase  in  curvature  plus  the  stress 
due  to  the  direct  load.  His  equation  (f)  therefore  states 
that  the  total  increase  of  curvature  arising  from  both  the 
lateral  and  the  vertical  load,  bears  a  linear  relation  to  the 
total  bending  stress  or  vice  versa.  Following  equation  F  he 
proceeds  to  eliminate  the  deflection  and  in  so  doing  intro- 
duces again  the  Euler  value  of  P  which  is  confusing  because 


the  expression 


2E.I 


really  originates  from  the  geometrical 


properties  of  the  assumed  sine  curve  deflection  diagram. 

P 

16.  The  interesting  case  of  the  quadratic  equation  for  -j 

is  that  given  in  formula  5,  when  the  lateral  load  and  the 
initial  deflection  are  both  zero,  and  in  expressing  this 
formula  both  roots  of  the  radical  should  be  retained.  Figure 
7  would  then  be  readily  explained,  as  the  plus  sign  produces 
s1  everywhere  and  the  minus  sign  produces  the  Euler  curve 
everywhere,  so  that  it  can  be  said  quite  simply  that  the 
formula  yields  the  Euler  curve  except  where  artificially 
prevented  by  the  introduction  of  the  limiting  fibre  stress  Sj. 
The  figure  also  indicates  that  for  values  of  l/i  less  than  the 

l  /Ë 

critical  --  —  it  A/  —  the  introduction  of   the  limiting   fibre 

stress  means  that  the  capacity  of  the  column  is  P  =  sXA. 
For  values  of  l/i  greater  than  the  critical,  that  is  to  say, 
where  buckling  would  occur  before  Sj  is  reached,  the  Euler 
value  is  the  value  consistent  with  equilibrium. 

17.  Page  574.  Theory  and  practice  would  not  conflict  if 
both  were  perfect.  But  surely  as  an  alternative  to  the 
author's  conclusion  that  theory  is  usually  worthless,  there 
lies  the  possibility,  elsewhere  admitted  by  him,  that  prac- 
tice falls  short  of  perfection.  Here  again  he  misleads  in  his 
desire  for  the  sensational.  What  he  means  and  could  rightly 
state,  is  that  theoretical  studies  do  not  and  cannot  always 
appraise  the  practical  departures  from  idealism.  And  every- 
body knows  that. 

Without  expressing  any  particular  fondness  for  the  Secant 
Formula,  the  writer  fails  to  see  that  anything  is  accom- 
plished by  classing  it  as  futile,  merely  because  some 
empirical  value  must  be  introduced  for  the  item  e. 

This  earlier  and  more  academic  part  of  the  paper  has 
proved  so  provocative  that  the  later  and  more  original  part 
has  not  yet  received  the  attention  it  deserves,  and  the 


THE  ENGINEERING  JOURNAL     June,  1942 


371 


present  writer  must  confess  that  although  he  has  read  it 
thoroughly  several  times,  he  has  not  found  time  to  give 
it  the  necessary  study.  He  must  therefore  regretfully  leave 
it  for  later  consideration  as  opportunity  may  offer. 

F.  R.  Shanley32 

The  writer  has  always  been  interested  in  Dr.  Van  den 
Broek's  clear  approach  to  problems  that  are  usually  handled 
in  an  academic  manner,  and  has  noted  below  a  few  com- 
ments that  may  be  of  interest. 

The  author  is  correct  in  pointing  out  that  the  conception 
of  P/A  as  a  true  stress  has  been  very  misleading,  as  applied 
to  columns.  In  a  paper  on  buckling  (Engineering  Aspects 
of  Buckling,"  Aircraft  Engineering,  January,  1939),  the 
writer  tried  to  show  the  importance  of  load,  rather  than 
stress,  by  comparing  the  critical  column  load  with  the  side 
load  required  to  deflect  the  column  a  certain  distance.  The 
term  P/A  might  be  thought  of  as  a  measure  of  the  resist- 
ance against  end  load,  per  unit  cross-sectional  area. 

In  this  same  paper  it  was  suggested  that  the  radius  of 
gyration  might  be  thought  of  similarly  as  "a  measure  of 
the  bending  stiffness  per  unit  cross-sectional  area."  To  be 
more  exact,  we  should  say  that  the  radius  of  gyration 
squared  is  a  direct  measure  of  the  bending  stiffness  per 
unit  cross-sectional  area  and  unit  length. 

It  is  encouraging  to  see  more  emphasis  placed  on  the 
load-deflection  curves,  such  as  shown  in  Fig.  16.  In  our 
stress  analysis  work  we  have  found  an  increasing  need  for 
such  information,  particularly  in  redundant  structures. 
Some  of  the  applications  of  load-deflection  data  in  aircraft 
work  are  given  in  the  above  mentioned  paper,  under  the 
heading  "Restrained  Buckling." 

It  would  seem  that  a  paper  on  the  subject  of  rational 
column  analysis  should  at  least  mention  the  important 
work  that  has  been  done  to  correlate  column  failure  with 
the  shape  of  the  stress-strain  diagram  in  the  "plastic" 
range.  This  subject  is  well  covered  by  many  papers  and  is 
substantiated  by  actual  tests  (see  paper  by  Templin,  Sturm, 
Hartmann,  and  Holt,  Column  Strength  of  Various  Aluminum 
Alloys,  Aluminum  Research  Laboratories).  Dr.  Van  den 
Broek's  paper,  through  omission  of  this  point,  might  give 
the  misleading  impression  that  the  use  of  the  eccentric  load- 
ing theory  is  the  only  rational  explanation  of  column 
behaviour.  As  a  matter  of  fact,  a  column  curve  such  as 
shown  (in  the  author's  Fig.  4)  for  zero  eccentricity  is  far 
from  rational,  as  it  implies  that  the  stress-strain  diagram 
is  elastic  up  to  the  yield  point,  then  a  horizontal  line  to  failure. 

Neglecting  the  influence  of  the  actual  stress-strain 
characteristics  may  also  lead  to  other  erroneous  conclusions 
in  other  respects.  In  Fig.  13a  for  instance,  the  curve 
indicates  practically  zero  column  resistance  for  very  short 
lengths.  Actually  the  material  would  simply  readjust  itself 
by  slight  plastic  deformation  and  would  probably  still  be 
capable  of  withstanding  a  high  column  load,  due  to  the 
existence  of  a  reasonably  high  "tangent"  modulus  in  the 
plastic  range. 

The  use  of  a  pin-ended  Euler  column  curve  for  com- 
parison, in  Fig.  13a,  is  perhaps  misleading,  as  a  coefficient 
of  fixity  greater  than  unity  would  have  been  used  for 
analysis  purposes,  at  least  in  aircraft  work. 

The  points  on  end  restraint  (page  G)  are  well  taken, 
although  they  would  be  somewhat  unfair  if  applied  to 
airplane  structural  analysis.  A  great  deal  of  work  has  been 
done  to  correlate  column  test  conditions  with  actual  con- 
ditions occurring  in  the  airplane  structure.  Although  much 
remains  to  be  done,  the  need  for  such  knowledge  has  long 
been  recognized  by  aircraft  engineers  and  many  papers 
have  been  written  in  this  connection.  As  a  typical  example, 
tests  were  conducted  some  years  ago  (at  Consolidated 
Aircraft)  in  which  compression  panels  for  the  top  of  a  wing 
structure  were  tested  over  several  supports,  to  obtain  a 
direct  correlation  with  routine  panel  tests.  The  effect  of 
wing  curvature  under  bending  loads  was  also  evaluated  by 

32 Chief  Structures  Engineer,  Lockheed  Aircraft  Corporation,  Bur- 
bank,  California. 


displacing  the  supports  to  simulate  actual  conditions.  More 
recently  similar  work  has  been  done  by  the  NACA  and 
other  investigators. 

J.  C.  Trueman33 

The  identity  of  n  and  end  moment  is  an  interesting- 
development  in  column  theory.  The  problem  will  be  to 
determine  the  coefficient.  This  could  no  doubt  be  figured 
in  many  cases  by  the  elastic  theorjr.  The  writer  wonders 
whether  the  author  would  consider  that  the  effect  of  deflec- 
tions past  the  elastic  limit  should  be  taken  into  account 
when  evaluating  n.  Such  a  procedure  would  probably  be 
very  involved  and  might  yield  results  quite  different  from 
the  calculation  within  the  elastic  limit.  A  case  in  point 
might  be  the  effect  of  joint  rotation  and  displacement  on 
the  co-efficient  for  a  strut  in  a  truss. 

The  Author 

It  is  extremely  gratifying  to  find  so  serious  and  generous 
an  interest  taken  by  the  numerous  discussers  in  the  paper 
on  "Rational  Column  Analysis."  The  discussion  high  lights 
the  extreme  divergence  of  views  relative  to  sense  of  value, 
objectives  and  proper  assumptions,  in  connection  with  the 
column  problem.  The  day  before  the  paper  was  to  be  pre- 
sented I  pointed  out  that  if  all  the  mathematics  were  deleted 
from  the  paper,  what  I  regard  as  97  per  cent  of  its  real 
value  would  still  be  intact.  If  anyone  was  unduly  impressed 
with  the  formulae  in  the  paper,  he  missed  the  point  that 
the  purpose  of  all  the  mathematics  was  to  show  that  all 
the  formulae  converge  to  one  simple  and  well  known 
formula,  Euler's  formula. 

Mr.  Pratley  lists  seventeen  separate  items  of  disagree- 
ment with  my  views.  With  one  point  which  he  makes  I 
might  almost  agree.  In  his  item  10  he  says, 

"It  appears  to  be  introduced,  as  are  many  other  state- 
ments in  the  text,  as  the  thin  edge  of  a  wedge  intended 
to  discredit  all  previous  methods  of  analysis  and  design, 
and  to  establish  the  so-called  limit  design  as  the  only 
sound,  safe  and  proper  method." 
Quite  evidently  Mr.  Pratley  and  I  understand  each  other 
on  this  point,  but,  I  would  not  say  that  I  am  disgruntled 
with  "all  previous  methods."  I  have  yet  to  find  anything 
in  August  Fbppl's  methods  of  analysis,  for  one  example,  to 
which  I  can  take  serious  objection. 

Professor  Lash  says,  "Timoshenko  has  developed  a  more 
general  method  in  which  the  elastic  curve  is  represented  by 
a  sine  series."  The  test  of  our  philosophy  is:  How  is  it  going 
to  facilitate  the  design  of  columns  in  engineering  structures  ? 
If  we  have  a  load-stress  relationship  expressed  in  the  form 
of  an  infinite  series,  the  question  then  is,  how  are  we  going 
to  use  this  series  ?  We  shall  probably  agree  to  ignore  all 
but  the  first  one  or  two  terms  of  the  series.  Then  our  labour 
begins  and  by  numerous  cuts  and  trials  and  successive 
approximations  we  attempt  to  find  a  solution.  After  a  few 
trials  we  say  that  we  have  obtained  sufficient  accuracy  for 
our  purpose.  When  Mr.  Lash  refers  to  a  more  general 
theory,  does  he  not  also  mean  a  more  exact  theory  ?  The 
relationship  may  be  exact,  but  the  results  are  approximate, 
because,  first,  we  ignore  all  but  the  first  one  or  two  terms 
of  a  series,  second,  because  we  get  tired  of  trial  and  error 
solutions  since  they  must  be  continued  for  an  infinite  length 
of  time  in  order  to  obtain  infinite  accuracy.  I  would  like  to 
suggest  that  the  next  time  Mr.  Lash  wants  to  solve  Pro- 
fessor Timoshenko's  infinite  series,  he  first  solve  for  the 
value  of  P  by  means  of  one  of  my  formulae,  substitute  it 
in  the  series,  and  satisfy  himself  that  no  further  trial  and 
error  solution  of  the  scries  is  necessary. 

While  I  acknowledge  that  there  is  a  widespread  agree- 
ment with  Mr.  Pratley's  view,  I  must  register  one  serious 
exception  to  this  statement.  In  his  item  8  Mr.  Pratley 
states, 

"It  is  equally  true  that  if  we  define  s  as  16,000  or  20,000, 
or  whatever  we  choose  as  a  working  unit,  the  symbol  P 

33Designing  Engineer,  Dominion  Bridge  Company  Limited,  Win- 
nipeg, Man. 


372 


June,  1942     THE  ENGINEERING  JOURNAL 


expresses  the  load  that  the  column  can  carry  without 

exceeding   such   permissible   unit;   and   this    is   equally 

useful." 
Without  fear  of  serious  contradiction  I   claim  that  Mr. 
Pratley  is  unique  in  holding  to  this  view. 

Mr.  Pratley  regards  some  of  my  views  as  fantastic.  He 
appears  to  dwell  in  the  past,  unaware  that  the  era  which 
formulated  such  ideas  as  working  stresses,  and  factor  of 
safety  applied  to  elastic  limit  or  ultimate  stresses,  is  a  closed 
era.  If  column  analysis  means  anything  it  means  that  a 
conventional  working  stress  in  a  column  offers  no  criterion 
of  its  strength.  In  deference  to  some  old-fashioned  traditions 
we  may  juggle  a  factor  of  safety  and  thus  arrive  at  some- 
thing which  we  may  call  a  new  working  stress,  that  is,  if 
we  sacrifice  all  attempts  to  be  rational.  But  such  a  new 
working  stress  will  then  be  different  from  our  conventional 
working  stress.  In  column  analysis  I  believe  we  are  all 
agreed,  all  except  possibly  Mr.  Pratley,  that  our  criterion 
of  strength  is  the  capacity  strength  of  the  column.  Column 
analysis  always  has  been  a  phase  of  limit  design.  It  was  so 
long  before  the  phrase,  "limit  design"  was  coined  and  I  see 
no  evidence  of  any  trend  toward  a  change. 

In  his  item  13  Mr.  Pratley  questions  the  soundness  of 
my  logic  when  he  says, 

"The  statement  that  'eccentricity,  partial  restraint  or 

end  moments,  and  the  ratio  L/l  are  identities',  is  far  from 

logical.  It  is  obvious  that  they  cannot  be  identities  .  .  . 

because  the  measure  of  end  moments  is  length  multiplied 

by  force,"  etc. 
In  this  remark  Mr.  Pratley  avowedly  touches  a  very  sensi- 
tive spot.  Engineering  philosophy  is  my  major  interest  in 
life  and  if  I  should  prove  vulnerable  on  this  point  it  might 
well  constitute  a  mortal  blow.  Let  me  ask  Mr.  Pratley 
whether,  when  he  speaks  of  the  velocity  of  a  train  or  an 
automobile,  he  is  always  sure  to  specif}'  that  he  means  a 
velocity  parallel  to  the  surface  of  the  earth  ?  Surely  a 
velocity  is  a  vector  quantity  and  has  two  attributes  of  equal 
importance,  magnitude  and  direction.  In  speaking  of  the 
velocities  of  trains  and  automobiles,  the  direction  is  implied 
as  being  one  parallel  to  the  surface  of  the  earth.  The  reader 
or  listener  draws  the  obvious  conclusion  that,  if  the  velocity 
of  an  automobile  in  a  direction  other  than  one  parallel  to 
the  surface  of  the  earth  were  meant,  some  other  information 
would  be  added  in  the  nature  of  doctors,  nurses  or  ambul- 
ances, and  numbers  of  people  killed  or  injured.  In  writing 
on  columns  I  assumed  a  familiarity  with  columns  equal  to 
the  average  man's  familiarity  with  trains  and  automobiles. 
I  thought  that,  by  mentioning  eccentricity  in  connection 
with  columns,  everyone  would  know  that  I  meant  a  load 
eccentrically  applied  to  a  column.  And  certainly,  a  load 
multiplied  by  a  distance  is  equivalent  to  an  end  moment. 
Technically,  I  acknowledge  I  stand  convicted,  but  no  more 
so,  I  believe,  than  Mr.  Pratley  would  be  convicted  of  an 
inaccurate  statement  if  he  should  speak  of  a  train's  velocity 
without  specifying  its  direction. 

Mr.  Bruce  Johnston  lends  a  measure  of  support  to  Mr. 
Pratley's  claim  regarding  the  irrationality  of  my  writing 
when  he  says, 

"the  writer  looks  forward  hopefully  to  the  possibility  that 

at  some  future  date,  'Rational  Column  Analysis'  may 

become  a  practical  reality." 
He  does  not,  however,  point  to  anything  irrational  in  my 
paper.  But  then,  Mr.  Johnston  tells  us  he  is  engaged  in 
column  research.  Possibly  this   rational   column   analysis 
may  be  looked  for  in  his  forthcoming  report. 

Mr.  Durant  joins  Mr.  Pratley  in  the  defence  of  the  secant 
formula.  To  this  I  will  reply  by  quoting  from  the  discussion 
by  Dr.  Hans  Bleich,  who  says: 

"I  particularly  appreciate  the  impressive  explanation 

that   eccentricities    can    only   be   determined    after   the 

buckling  problem  has  been  solved  and  that  therefore  the 

usual  formulae  for  the  carrying  capacity  of  columns  under 

eccentric  loads  are  valueless." 
For  the  benefit  of  Mr.  Lash,  who  knows  his  English  tech- 


nical literature  so  well,  and  possibly  for  the  benefit  also  of 
others,  I  would  like  to  record  the  fact  that  Dr.  Hans  Bleich 
has  an  impressive  list  of  publications  on  engineering  philoso- 
phy, in  German,  to  his  credit,  and  that  I,  personally,  value 
his  opinion  as  much  as  that  of  any  other  living  man. 

Mr.  Hartmann  criticizes  me  for  making  no  reference  to 
the  tangent  modulus,  thus  invalidating  my  treatise  insofar 
as  aluminum  alloys  are  concerned.  Mr.  Shanley  supports 
Mr.  Hartmann  in  this  view.  Mr.  Hartmann  and  Mr.  Shanley 
may  be  of  the  opinion  that  the  steel  era  belongs  to  the  past 
and  that  the  future  belongs  to  aluminum.  But  how  about 
magnesium,  which  manifests  a  much  more  nearly  straight 
line  stress-strain  curve  than  does  aluminum  ?  Who  knows 
— magnesium  may  replace  aluminum  before  long.  This, 
however,  is  not  the  real  answer  to  Mr.  Hartmann  and  Mr. 
Shanley.  I  grant  that  aluminum  fails  to  exhibit  a  linear 
relation  between  stress  and  strain.  Many  of  us  may  be  more 
or  less  confused  about  the  column  phenomena,  but  I  dare 
say  we  all  fully  understand  and  appreciate  the  simple  bend- 

Mc 
ing  formula  s=  -=-.  This  formula  is  predicated  on  the  two 

major  assumptions,  that  a  transverse  plane  before  bending 
remains  plane  after  bending  and  that  the  stress-strain 
relation  is  linear.  If  hairsplitting  refinement  is  necessary, 
why  not  start  modifying  and  improving  that  formula,  which 
is  as  important  as  any  column  formula.  If  such  refinement 
is  justified,  are  we  not  amiss  in  first  directing  it  to  the 
subject  of  columns,  which  to  me  appears  as  still  in  a  state 
of  near  confusion  ?  Mr.  Hartmann  and  Mr.  Shanley  might 
feel  that  I  could  have  used  my  opportunity  to  better 
advantage,  had  I  confined  my  remarks  to  aluminum.  The 
tangent  modulus  I  personally  regard  as  a  minor  detail. 
Possibly  in  the  future  I  may  want  to  express  myself  on 
that  subject,  but  for  the  present  I  must  dismiss  it  as  nearly 
irrelevant. 

Professor  Newell 's  discussion  is  valued  highly  as  an 
original  contribution  to  the  column  problem.  In  one  respect, 
if  I  understand  him  correctly,  Professor  Newell  and  I  do 
not  agree.  He  says,  "as  stated  by  the  author,  eccentricity 
of  loading,  initial  crookedness,  end  moments  or  partial 
restraints,  and  ratios  of  effective  to  geometrical  length 
produce  similar  effects  on  strength."  To  be  correct,  I  dis- 
missed wow  as  negligibly  small  in  my  tests  on  run  of  the 
mill  specimens,  and  as  probably  of  still  less  consequence  in 
larger-size  columns,  but  of  the  other  phenomena  I  did  not 
speak  as  producing  similar  effects.  On  the  basis  of  the  laws 
of  static  equilibrium,  I  called  them  identities.   Thus,  my 

ratio  n—~y  and  Professor  Newell's  factor  fc=-^-  are  dir- 

ectly  related  as  appears  in  Figs.  13b  and  c.  If  we  determine 
n,  we  simultaneously  determine  e.  I  further  question  Pro- 
fessor Newell's  statement,  "where  k  is  established  for 
various  types  of  members  by  tests  or  experience.  It  cannot 
be  obtained  rationally."  Mr.  Pratley  evidently  concurs  in 
Professor  Newell's  position  where,  in  his  item  17,  he  says, 
"The  writer  fails  to  see  that  anything  is  accomplished  by 
classing  it  as  futile  (the  secant  formula)  merely  because 
some  empirical  value  must  be  introduced  for  the  item  e." 
These  statements  go  to  the  heart  of  the  position  I  have 
taken.  Neither  Professor  Newell  nor  Mr.  Pratley  indicates 
how  we  are  to  determine  this  empirical  constant.  Mr. 
Johnston  evidently  concurs  in  my  statement:  "Column 
tests  frequently.  .  .fail  effectively  to  simulate  end  condi- 
tions of  restraints — such  as  are  met  with  in  practice."  To 
determine  either  my  coefficient  n  or  Professor  Newell's 
coefficient  k  experimentally  we  would  have  to  test  actual 
structures,  or  models  which  correctly  simulate  actual  struc- 
tures. I  am  fairly  familiar  with  tests  on  full  size  transmission 
towers  and  aeroplanes.  Alas,  to  my  knowledge  such  tests  in 
the  past  have  only  been  conducted  with  a  view  to  satisfying 
either  a  customer  or  a  government  agency  as  to  the  overall 
strength  of  the  structure.  I  take  the  position  diametrically 
opposite  to  the  one  taken  by  Professor  Newell.  Instead  of 
saying,  "It  cannot  be  obtained  rationally,"  I  believe  that 


THE  ENGINEERING  JOURNAL     June,  1942 


373 


coefficients  n  or  k  can  be  obtained  rationally  better  than 
they  can  be  obtained  experimentally.  My  chapter,  "De- 
termination of  constant  n  =  L/l"  was  written  with  the 
intent  of  proving  this  point.  In  this  regard  it  is  interesting 
to  note  the  concluding  remarks  from  the  discussions  by 
Dr.  Friedrich  Bleich  and  Mr.  Oxley. 

I  will  attempt  here  to  point  out  a  few  specific  conclusions 
which  seem  obvious  consequences  of  the  generalizations  of 
the  paper.  Incidentally,  I  shall  point  to  an  instance  in  which 
my  generalization  "for  many  types  of  construction  our 
column  design  formulae  are  too  safe,  too  conservative" 
does  not  apply. 

In  Mr.  Oxley's  own  field,  which  I  understand  to  be  that 
of  architectural  engineering,  is  it  not  true  that  the  frames 
shown  in  either  Fig.  12  or  Fig.  14  represent  about  the  most 
unfavourable  column  loading  possible  ?  Our  analysis,  then, 
seems  to  point  to  the  conclusion  that  for  slender  columns 
the  coefficient  n  is  definitely  less  than  unity,  while  for  short 
columns  we  need  not  regard  the  column  as  a  stability 
problem  at  all,  and  that  we  may  proceed  without  appreci- 
able error  to  conventional  methods  based  on  the  assumption 
that  the  principle  of  superposition  is  applicable,  the  dis- 
tinction between  "slender"  and  "short"  being  the  same  as 
that  of  greater  or  less  than  (l/i)cr.  I  acknowledge  that  I 
have  not  determined  a  value  for  n  to  govern  in  all  cases. 
However,  it  seems  to  me,  to  be  able  to  point  out  that  we 
either  treat  the  member  as  a  post  or  give  to  n  a  value  less 
than  unity  is  something  of  specific  value. 

Transmission  towers  are  unique  in  the  field  of  structural 
engineering,  and  are  of  special  interest  as  an  illustration  of 
the  column  problem.  My  comments  are  confined  to  the  legs 
and  cross  bracing  below  the  cross-arms.  The  principal 
loadings  are  the  cross-wind  and  the  torque  which  may 
result  from  the  breaking  of  one  or  more  of  the  cables.  Since 
we  don't  know  from  which  direction  the  wind  may  blow, 
or  which  cable  may  break,  almost  all  members  must  be 
designed  to  take  either  tension  or  compression.  Further- 
more, some  members  are  very  slender.  In  one  transmission 
line  the  same  tower  may  be  repeated  hundreds  of  times, 
thus  introducing  the  element  of  quantity  production. 
Finally,  the  transmission  tower  is  the  only  unit  in  the  field 
of  structural  engineering  which,  to  my  knowledge,  is  sold 
on  the  basis  of  a  guarantee  of  the  finished  structure  under  test. 

Almost  all  the  structural  elements  in  towers  are  angle 
irons.  From  the  cross-arms  down,  the  legs,  under  the  most 
unfavourable  combination  of  loading,  carry  a  substantially 
constant  load.  They  are  braced  by  diagonal  bracing  and 
cross-struts  in  two  planes  at  right  angles  to  each  other. 
The  panel  points  may  be  said  to  be  "position  fixed"  not 
"direction  fixed."  If  the  leg  buckles,  it  does  so  in  a  con- 
tinuous sine  curve.  Any  end  fixity  that  may  result  from 
being  connected  to  diagonals  and  cross-struts,  most  of  which 
have  themselves  a  tendency  to  buckle,  seems  too  uncertain 
and  too  intangible  to  evaluate.  I  suggest  that  the  leg  of  a 
transmission  tower  should  be  designed  as  an  Euler  column 
with  an  end  fixity  equal  to  zero,  or  with  a  coefficient  n 
equal  to  unity.  I  believe  the  formula  used,  at  least  by  one 
firm,  is  of  the  type  similar  to  Mr.  Oxley's  formula  III.  I  am 
of  the  opinion  that  this  formula,  in  transmission  tower 
design,  is  not  safe  enough  for  slender  columns,  while  too 
safe  for  short  columns.  It  would  be  interesting  to  know 
whether  the  committee  of  the  C.E.S. A.  when  it  recom- 
mended its  formula  for  general  use,  anticipated  its  being 
applied  to  transmission  tower  design. 

The  case  of  the  compression  diagonal  in  a  transmission 
tower  treated  as  a  column  presents  another  interesting 
example  of  column  design.  I  am  aware  that  in  cross-bracing 
the  compression  member  is  frequently  held  as  being 
inactive.  Occasionally  both  compression  and  tension  mem- 
bers in  the  cross-bracing  are  held  as  transmitting  equal 
forces.  The  one  procedure  I  regard  as  wasteful,  the  other 
as  illogical. 

The  civil  engineer  has  a  strongly  expressed  preference  foi- 
simple  formulae.   In   this  preference   I    concur,   provided 


the  formula  is  not  obtained  at  the  sacrifice  of  sound  logic. 
I  believe  that  my  suggestion  to  confine  ourselves  to  Euler's 
formula  modified  by  a  coefficient  n  is  both  logical  and  very 
simple. 

The  civil  engineer  also  shows  a  tendency  to  accept  errors 
provided  they  can  be  proved  to  be  "on  the  side  of  safety." 
This  is  often  wasteful  and  generally  stultifying.  We  have 
now  an  aeronautical  structural  engineering  profession  and 
if  the  aero  engineer  accepts  too  many  errors  on  the  side  of 
safety  he  will  not  be  able  to  lift  his  aeroplane  off  the  ground. 
If  the  transmission  tower  engineer  does  not  count  on  the 
functioning  of  all  the  tower's  members,  he  is  likely  to  lose 
out  in  this  highly  competitive  international  field.  In 
diagonal  cross-bracing  the  compression  member  is  position 
fixed  through  the  one  bolt  connection,  fixing  it  to  the  tension 
member.  If  the  tower  legs  are  slanting,  then  the  bolt  con- 
nection divides  the  compression  diagonal  of  the  cross- 
bracing  in  two  unequal  parts.  The  strength  of  this  com- 
pression diagonal,  if  computed  at  all,  is  conventionally 
computed  on  the  assumption  that  its  length  is  equal  to  the 
longer  of  the  two  parts  into  which  it  is  divided  by  the  bolt 
connecting  it  to  the  tension  member,  and  that  the  coefficient 
n  is  unity.  I  definitely  feel  that  n  is  less  than  unity.  It  is  a 
function  of  the  ratio  of  the  two  parts  in  which  the  com- 
pression member  is  divided.  Its  value  is  between  0.699  and 
1.0.  If  a  and  b  represent  the  two  parts  in  which  the  com- 
pression diagonal  is  divided,  then  n  approaches  unity  when 
a/b  approaches  unity.  It  approaches  0.699  when  a/b 
approaches  zero. 

Professor  Newell  and  Dr.  Hans  Bleich  express  regret  for 
the  fact  that  I  did  not  test  columns  with  an  l/i  ratio,  less 
than  critical.  As  an  explanation,  may  I  say  that  the  paper 
was  conceived  and  the  test  started  in  July,  with  a  deadline, 
against  which  I  was  working,  for  the  manuscript  to  be  in 
the  editor's  hands  by  the  first  of  November.  Under  too 
high  loads  I  was  afraid  that  my  partial  spheres  would  dent 
my  bearing  blocks,  and  time  was  lacking  to  make  the 
necessary  changes,  either  smaller  specimens,  larger  loading 
spheres,  or  harder  bearing  blocks. 

I  should  like  to  express  my  appreciation  to  Professor 
Newell  and  Mr.  Goodrich  for  being  two  discussers  who 
have  noticed  my  test  results.  However,  Professor  Newell 
apparently  did  not  glean  all  the  information  from  them 
which  nonetheless  was  there.  He  says: 

"They  certainly  would  have  failed  under  loads  less 
than  Euler's  if  the  angle  had  had  wide,  thin  legs,  say  a 
ratio  of  width  to  thickness  between  20  and  25  instead 
of  12,  as  the  failures  would  then  have  resulted  from  a 
combination   of  torsional   and  bending  instability   and 
would  have  occurred  at  loads  less  than  those  indicated 
by  Euler's  formula  even  for  the  long  slender  members." 
In  the  first  column  on  the  last  page  I  said,  "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  occur  until  after 
the  specimen  had  failed  as  an  Euler  column."  Whereas  the 
ratio  of  width  to  thickness  of  angle  leg  for  the  smaller 
angles  was  12  as  Professor  Newell  states,  the  angle  illus- 
trated in  Fig.  26  was  nominally  a  3  by  3  by  9/64  angle,  thus 
having  a  width  to  thickness  ratio  of  about  22.  The  average 
load  which  it  carried  is  shown  by  the  little  cross  furthest 
to  the  left  in  Fig.  21,  to  equal  P/A  =  26,000  lb.  per  sq.  in. 
I  plead  guilty  for  not  directing  attention  with  sufficient 
emphasis  to  this  test  in  the  text,  in  view  of  the  fact  that 
Timoshenko  in  his  Elastic  Stability,  p.  408,  states:  "In  such 
cases  (meaning  equal  leg  angles)  to  eliminate  the  possibility 
of  buckling  at  a  stress  below  the  yield  point,  we  take  for 
structural  steel  b/h=  12  (meaning  the  width  to  thickness 
ratio)."  He  further  adds  a  significant  point  which  makes 
my  test  not  strictly  comparable:  "In  all  these  cases  it  has 
been  assumed  that  structural  steel  has  a  yield-point  stress 
equal  to  34,000  lb.  per  sq.  in."  Is  there  no  one  sufficiently 
interested  to  duplicate  my  tests  ? 


374 


June,  1942    THE  ENGINEERING  JOURNAL 


Before  Professor  NewelFs  closing  paragraph  of  his  dis- 
cussion I  stand  with  bowed  head  as  it  constitutes  the 
greatest  compliment  ever  paid  me  by  anyone. 

Mr.  Goodrich's  remarks  of  approval  and  encouragement, 
as  always,  serve  as  an  inspiration. 

Mr.  Oxley  and  I,  it  would  seem,  are  not  nearly  as  far 
apart  as  may  appear  to  be  the  case  at  first  glance.  For  my 
using  different  symbols  in  successive  papers  on  the  same 
subject  I  humbly  apologize.  May  I  offer  as  an  excuse  that 
during  the  composition  of  my  last  manuscript  on  columns 
I  was  engaged  in  the  revision  of  my  text  on  Elastic  Energy 
Theory.  In  this  new  text  appears  a  very  extensive  list  of 
symbols.  The  symbols  used  in  the  paper  under  discussion 
are  already  in  agreement  with  the  above-mentioned  list. 
Mr.  Oxley's  discussion  presents  a  valued  contribution  to  the 
problem  of  column  analysis. 

The  contribution  to  the  discussion  by  such  an  authority 
as  Dr.  Friedrich  Bleich  is  highly  appreciated. 

A  misunderstanding  of  anyone's  writing  is  certainly  a 
reflection  on  the  author.  I  consider  myself  fortunate  that 
of  all  the  discussers,  only  Mr.  Holt  definitely  and  completely 
failed  to  get  the  meaning  of  one  of  the  most  important 
thoughts  I  have  tried  to  convey.  Mr.  Holt  says, 

"Can  anyone  say  this  effect  (the  wow  effect)  is  insigni- 
ficant for  slender  columns  when  for  an  l/i  ratio  equal  to 
200  the  average  stress  at  failure.  .  .is  about  12  per  cent 
(below  Euler's  value)." 
To  arrive  at  this  conclusion  Mr.  Holt  picked  from  my  Fig. 

4  the  curve  for  e'  —  ^r- .  If  he  had  computed  the  discrepancy 
600 

between  the  Euler  strength  and  the  strength  of  a  column 
with  a  wow  of  1/100,  the  percentage  difference  would  have 
been  still  greater.  The  most  significant  feature  of  Fig.  4  con- 
sists in  the  four  little  crosses,  marking  experimental  values, 
and  which  all  lie  between  the  curves  for  e'  =  0  and  e'  =  1/5000. 
Please  note  the  cross  for  l/i  =  100.  To  me,  these  experiments 
give  the  first  authentic  and  direct  data  on  wow  for  run  of 
the  mill  specimens  which  I  have  ever  seen.  The  data  are 
not  absolute  and  most  likely  constitute  an  upper  limit,  as 
there  was  no  way  of  determining  what  the  accidental 
eccentricity  of  the  applied  load  was. 

I  must  confess  that  my  science  is  sprinkled  with  just  a 
little  faith.  Witness  that  no  two  rational  philosophers  ever 
completely  agree.  My  faith  in  science  is  that  the  laws  of  nature 
are  inherently  simple.  They  only  appear  complicated  so 
long  as  we  have  not  succeeded  in  getting  to  the  bottom  of 
them.  I  do  not  agree  that  haggling  over  a  few  ounces  more 
or  less  in  connection  with  loads  that  run  into  the  thousands 
of  pounds  is  good  engineering.  I  repeat  that,  basically,  end 
moments,  eccentricity  and  L/l  ratios,  in  connection  with 
column  analysis,  are  identities.  I  further  insist,  since  they 
are  identities,  that  the  L/l  ratio  makes  the  strongest  physi- 
cal appeal.  Finally,  I  maintain,  it  is  in  the  nature  of 
simplification  to  reason  in  terms  of  one  variable  rather 
than  three,  if  the  three  mean  the  same  thing.  The  only  fly 
in  the  ointment  which  prevents  all  my  formulae  from 
reducing  to  Euler's  formula  is  the  wow  factor  e'.  Since  e', 
on  the  basis  of  Fig.  4,  appears  to  be  definitely  less  than 
1/5000  in  light  angle  irons,  it  is  likely  to  be  still  less  in 
heavier  sections.  Since  the  wow  effect  is  so  small  and  since 
its  inclusion  would  spoil  an  otherwise  excellent  recom- 
mendation, I  advised  to  ignore  it,  or  consider  it  covered  by 
our  inevitable  factor  of  safety.  Dr.  Hans  Bleich  lends  sup- 
port to  this  recommendation  when  he  shows  that  the 
reduction  in  strength  of  a  column,  as  the  result  of  wow, 
is  less  for  a  column  elastically  restrained  at  its  ends  than 
for  a  pin-ended  column.  Furthermore,  he  shows  that  an 
accurate  quantitative  determination  of  this  reduction  in 
limit  strength  of  a  column,  elastically  restrained  at  its  ends, 
is  extremely  involved. 

I  believe  there  is  one  thing  on  which  we,  as  engineers, 
are  all  agreed,  namely,  to  design  for  an  overload  factor  of 
the  order  of  magnitude  of  100  per  cent,  or  a  factor  of  safety, 
say  of  two.  Yet,  in  connection  with  the  column  problem, 


some  seem  to  love  writing  interminably  about  quantities 
avowedly  of  secondary  order  of  magnitude. 

I  understand  that  the  aero  engineer,  in  column  analysis, 
already  directs  his  major  attention  to  end  fixity  coefficients. 
I  may,  conceivably,  contribute  by  lend.ng  encouragement 
to  the  aero  engineer  to  continue  in  the  trend  he  is  already 
following. 

Mr.  Pratley  would  like  to  see  residual  stresses  considered 
in  connection  with  wow.  I  am  as  prepared  as  anyone  to 
discuss  residual  stresses,  but  here  again  my  sense  of  value 
restrains  me.  If  a  refinement  such  as  the  consideration  of 
residual  stresses,  say  in  connection  with  hot-rolled  or 
extruded  sections,  is  necessary,  I  would  like  to  begin  with 
consideration  of  the  beam  phenomena,  where  we  are  well 
agreed  and  on  certain  footing.  In  connection  with  columns, 
where  we  still  talk  at  cross  purposes,  I  think  we  had  better 
wait  until  there  is  more  general  agreement  as  to  funda- 
mentals. 

In  item  1  Mr.  Pratley  states  "but  the  convenient  assump- 
tion is  now  made  that  l/R  at  any  point  may  be  equated 
without  appreciable  error  to  the  second  differential."  I 
nowhere  make  such  an  assumption.  To  be  sure,  toward  the 
bottom  of  page  1,  column  2,  I  state  that  l/R  =  d2x/dy2  is 
correct,  since  for  the  critical  point  c,  when  y  =  L/2  then 
dx/dy  =  0.  If  Mr.  Pratley  means  here  to  criticize  me  again 
for  assuming  the  elastic  curve  of  the  column  to  be  a  sine 
curve,  I  would  reply  that  this  assumption  is  not  only  con- 
venient but  also  justifiable.  It  simplifies  matters  materially 
by  ignoring  a  quantity  of  secondary  order  of  magnitude. 

Mr.  Pratley  states  in  his  item  17  "the  author's  conclusion 
that  theory  is  usually  worthless"  is  like  a  straw  man  set 
up  for  the  purpose  of  knocking  it  over.  I  have  devoted 
my  life  to  engineering  theory.  I  insist  on  my  right  to  express 
my  thoughts  in  terms  of  graphs,  diagrams,  words  or 
symbols,  whichever  appear  to  fit  the  occasion  best.  Mr. 
Pratley,  who  talks  of  philosophy,  must  surely  agree  that  a 
test  of  a  theory  lies  not  in  the  medium  of  its  expression.  I 
deny  with  all  the  emphasis  at  my  command  any  allegation 
that  I  fail  in  appreciation  and  admiration  for  the  science  of 
mathematics.  However,  when  mathematics  produces  men 
who  are  devoid  of  engineering  judgment,  who  indulge  in  a 
wild-goose  chase  after  refinements  of  detail  while  ignoring 
the  large  aspects  of  the  problem,  and  who  formulate  theory 
without  any  physical  background  for  the  establishment  of 
the  theory  with  the  result  that  some  real  engineers  are 
crowded  off  the  stage  for  no  reason  other  than  that  they 
may  possibly  be  lacking  in  mathematical  dexterity,  then  I 
think  it  is  high  time  to  call  a  halt. 

In  any  theory,  the  method  of  analysis  may  be  of  greater 
significance  than  any  resulting  formula  which  may  be 
obtained.  My  main  reason  for  presenting  the  well-known 
secant  formula  was  stated  in  my  paper,  page  6,  column  2, 
where  I  said,  "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."  The 
significance  of  my  proof  of  the  secant  formula  lies  in  the 
fact  that  it  is  predicated  on  the  fact  that  the  eccentrically 
loaded  column  is  but  a  special  case  of  the  pin-ended  column. 
On  page  1,  column  2,  the  explicit  assumption  is  introduced; 
"The  portion  BD  of  this  curve  is  then  an  arc  of  a  full  arch 
of  a  sine  curve."  This  assumption  Mr.  Pratley  contests  all 
through  his  discussion.  Yet  he  champions  the  formula  which 
is  directly  predicated  upon  this  assumption. 

Mr.  Oxley's  contribution,  and  particularly  Fig.  31  which 
he  submits,  is  very  pertinent  to  this  discussion.  On  the  one 
hand,  Mr.  Pratley  and  Mr.  Holt  insist  on  what  I  would 
like  to  call,  overemphasizing  quantities  of  the  second  order, 
and  on  the  other  hand  Mr.  Oxley  points  to  four  design 
formulae  from  which  his  specifications  permit  him  to  choose 
without  any  authoritative  guidance  as  to  the  relative  merits 
of  these  four  formulae. 

In  closing,  I  would  like  to  make  one  plea  to  the  profes- 
sion. In  America  the  unfortunate  idea  has  developed,  care- 
fully nursed  by  some  mathematicians,  that  mathematics 


THE  ENGINEERING  JOURNAL     June,  1942 


375 


and  theory  are  synonyms.  I  confess  that  I  have  forgotten, 
through  disuse,  a  great  deal  of  mathematics  I  once  knew. 
I  still  know  enough  of  it,  however,  to  recognize  that  a  vast 
proportion  of  the  mathematics  which  is  passed  off  on  us  as 
theory  is  spurious.  Mr.  Durant  refers  to  the  "great  univer- 
sity" with  which  I  am  connected.  That  connection,  how- 
ever, has  brought  to  me  the  realization  that  some  men  are 
attracted  to  engineering  science,  not  for  the  love  for  the 
science,  but  as  an  alibi  for  the  exercise  of  their  mathematical 
proclivities.  When  Mr.  Durant  so  easily  says,  "The  formu- 
lae in  the  paper  are  derivable  from  a  single  differential 
equation  and  all  that  is  necessary  to  obtain  a  particular 
formula  is  to  put  zero  for  all  unwanted  quantities  in  a 
particular  integral,"  what  is  he  shooting  at  ?  Is  he  writing 
for  the  entertainment  of  his  confreres  or  is  he  trying  to  save 
a  few  pounds  of  material  in  the  design  of  an  aeroplane  ?  It 
does  seem  to  me  that,  with  mathematics  glorified  as  an 
objective  rather  than  a  means,  our  beloved  science  of 
engineering  is  in  a  state  comparable  to  that  of  the  dog  being 


wagged  by  the  tail.  Won't  some  engineers,  engaged  in 
designing,  building  and  erecting,  join  in  a  little  tail  wagging 
by  the  dog  himself  ? 

I  offer  as  an  excuse  for  my  lengthy  closure  the  fact  that 
the  issue,  as  I  see  it,  far  transcends  a  mere  few  column 
formulae.  There  appears  to  exist  a  long-smouldering  diver- 
gence of  opinion  on  what  I  have  referred  to  as  sense  of 
value,  objective  and  assumptions.  This  divergence  appears 
to  be  excellently  illustrated  by  the  contrast  of  opinions 
expressed  by  Mr.  Pratley  and  by  me.  I  know  that  Mr. 
Pratley's  views  have  a  large  and  impressive  following.  My 
views  may  be  minority  views,  but  they  nevertheless  also 
have  a  following.  I  realize  that  custom  has  it  that  the  author, 
with  his  closure,  has  the  last  word.T  am  not  asking  that 
an  exception  be  made  in  this  instance.  I  would  like  the 
privilege  of  saying,  however,  that  since  Mr.  Pratley  was  to 
some  extent  singled  out  by  me  in  my  closure,  I  would 
welcome  a  rebuttal  by  him  to  be  regarded  by  me  as  well 
as  by  everyone  else  as  absolutely  final. 


Abstracts  of  Current  Literature 


AIRCRAFT  FACTORIES  UNDERGROUND 

From  Trade  and  Engineering ,  April,  1942 

Long  before  the  war  started  both  France  and  Germany 
were  known  to  possess  underground  aircraft  factories. 
Now  it  may  be  disclosed  that  similar  factories  have  been 
constructed  in  this  country.  Some  of  them  are  already  in 
full  production,  others  are  getting  into  their  stride,  and 
the  latest — which  is  also  the  largest — began  to  produce 
aircraft  components  a  week  or  so  ago. 

It  should  not  be  assumed,  however,  that  the  general 
policy  of  the  Ministry  of  Aircraft  Production  is  to  put  all 
aircraft  factories  underground.  It  would  obviously  be  un- 
desirable, and  indeed  impossible,  to  transfer  production 
from  the  increasing  number  of  overground  factories,  with 
the  consequent  hold-ups  in  output,  merely  in  order  to  put 
them  below  ground.  The  policy  is  to  take  advantage  of 
disused  quarries  and  mines,  thus  avoiding  the  necessity 
for  the  tremendous  task  of  scooping  out  many  million 
tons  of  soil.  The  use  of  quarries  and  mines  has  another 
obvious  advantage  for  the  "  roof  "  of  the  factory  can  be 
of  rock,  which  has  greater  resistance  than  soil  to  a  bomb. 
The  underground  aircraft  factories  so  far  equipped  are 
spread  over  different  parts  of  the  country,  as  are  the  bomb- 
dumps  and  ammunition  stores  which  have  been  placed 
below  ground. 

The  building  of  the  latest  factory  is  a  very  remarkable 
achievement.  The  whole  scheme  covers  an  area  of  some- 
thing like  six  square  miles,  while  the  factory  itself  is  ap- 
proximately three-quarters  of  a  mile  square.  Total  cost 
is  in  the  neighbourhood  of  £5,500,000,  and  more  than  8,000 
workmen  were  engaged  in  its  preparation.  The  vast  build- 
ing is  not  yet  complete,  but  full  production  is  expected  by 
August,  when  it  will  employ  14,000  men  and  women. 

The  factory  lies  at  a  depth  of  90  ft.  from  the  surface, 
and  above  it  are  thick  layers  of  clay  and  brash  (loose 
stone).  The  factory  itself  lies  in  solid  rock.  The  building 
is  ventilated  by  means  of  five  air  intakes  and  five  exhaust 
shafts,  each  of  20  ft.  diameter.  Some  of  the  shafts  have 
been  constructed  so  as  to  emerge  on  the  surface  at  a  steep 
angle,  thus  preventing  any  possibility  of  a  bomb  falling 
down  the  shaft  and  exploding  at  the  bottom.  The  method 
of  ventilation  is  by  means  of  forced  draught  and  forced 
exhaust.  There  are  eight  passenger  lifts,  arranged  in  pairs, 
and  each  can  accommodate  50  persons.  The  entrances  to 
the  lifts  are  protected  by  15  ft.  of  reinforced  concrete  and 
are  claimed  to  be  proof  against  a  direct  hit. 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


The  factory  has  its  own  artesian  well  and  its  own  reser- 
voir. Lighting  is  of  the  fluorescent  type,  the  normal  source 
of  supply  being  the  Grid,  but  there  are  two  alternative 
methods  of  supply.  The  machinery  is  lowered  into  the 
building  through  a  special  shaft,  at  the  top  of  which  is  a 
machine  hoist  capable  of  dealing  with  20  tons  at  a  time. 

The  passenger  lifts  are  so  sited  as  to  be  within  a  quar- 
ter of  a  mile  of  the  farthest  point  in  the  factory,  while 
two  escalators  will  also  take  employees  to  and  from  the 
surface.  Operatives  living  farthest  from  the  factory  will 
be  taken  to  work  and  back  to  their  homes  by  motor-coach. 
When  in  full  production  the  factory  will  work  day  and 
night  shifts,  each  of  10  hours.  This  is  regarded  as  a  max- 
imum in  view  of  the  length  of  time  required  to  get  oper- 
atives from  their  homes  and  to  their  benches  underground. 

Six  hostels,  each  capable  of  accommodating  1,000  per- 
sons, have  been  erected  on  the  surface,  and  there  are  com- 
munal restaurants  which  can  supply  500  meals  at  one  time 
and  will  be  open  day  and  night.  Living  quarters  are  being 
provided  for  6,000  single  men  and  women  and  married 
quarters  for  2,000  couples.  So  that  married  women  will 
be  able  to  leave  their  children  with  perfect  safety,  crèches 
are  being  provided,  with  competent  persons  in  charge.  The 
employees'  quarters  are  neat  and  comfortable  and  the  ac- 
commodation is  being  provided  at  a  most  reasonable 
charge — 27s,  inclusive  of  meals,  for  men,  and  22s,  inclusive 
for  women.  Half  of  the  married  quarters  have  two  bed- 
rooms and  the  other  half  three.  There  is  a  covered  way 
between  the  canteens  and  the  recreation  centres,  one  of 
the  latter  being  provided  for  each  of  the  six  hostels.  The 
entertainment  centres  contain  a  cinema,  which  can  be 
used  also  for  concerts  and  dances,  a  bar,  and  sports  and 
reading  rooms. 

By  the  time  one  has  been  in  the  factory  for  half  an  hour 
it  is  difficult  to  realize  that  one  is  90  ft.  underground.  The 
atmosphere  is  agreeable — it  is  claimed  that  the  tempera- 
ture can  be  kept  almost  constant  throughout  the  year — 
and  the  lighting  is  excellent.  Main  "  roadways  "  lead  from 
the  lifts,  and  off  each  side  of  them  are  lofty  galleries. 
While  the  floors  have  been  concreted,  in  many  cases  the 
walls  have  been  left  in  their  original  state.  So  far,  in  spite 
of  the  existence  of  great  ready-made  galleries,  a  million 
tons  of  gob  have  been  removed,  though  there  has  been 
little  new  excavation. 


376 


June,  1942     THE  ENGINEERING  JOURNAL 


To  safeguard  against  falls  of  roof  or  walls  occuring 
through  vibration  or  change  of  temperature  when  the  fac- 
tory is  constantly  occupied,  brick  pillars  have  been  erect- 
ed at  intervals,  while  solid  blocks  of  the  original  stone 
have  been  allowed  to  remain.  The  effect  is  to  divide  up 
the  underground  space  into  large  galleries,  which  are  being 
converted  into  the  usual  shops.  Various  other  safe-guards 
have  been,  and  will  be,  taken.  To  prevent  the  possibility 
of  flooding,  each  wet  area  was  drained  and  sealed  off  by 
stout  walls  and  the  water  level  is  kept  below  that  of  the 
factory.  Sewage  is  pumped  to  the  surface  through  pressure 
pumps. 

As  the  factory  was  prepared  every  square  foot  of  ceiling 
was  tested,  all  excavations  being  carried  out  by  skilled 
quarrymen.  The  attuned  ears  of  these  men  can  detect, 
from  the  answering  ring  of  the  rock  to  a  blow,  whether  it 
is  safe  or  not,  and  any  suspected  "  bladder  "  or  unsafe 
area,  was  immediately  pulled  down.  Safety  patrols  will 
also  be  maintained,  a  careful  check  being  kept  on  the 
effects  of  vibration  on  the  rock. 

In  the  parts  of  the  factory  where  construction  is  still 
going  on  the  scene  is  very  like  that  in  a  coalmine.  The 
one  noticeable  difference  is  that  smoking  is  permitted, 
there  being  no  risk  of  fire  or  explosion.  The  quarried  stone 
is  taken  by  light-gauge  railways — some  trains  pulled  by 
pit  ponies  and  some  by  engines — to  the  foot  of  conveyors 
which  are  not  unlike  the  moving  staircases  on  London's 
tube  railways.  As  the  stone  reaches  the  surface  it  is  tipped 
out  and  crushed  returning  underground  in  powdered  form 
to  be  used  in  the  mixing  of  concrete.  The  factory  is  equip- 
ped with  three  ambulance  and  first-aid  departments,  and 
the  general  arrangements  for  the  work-people  are  excel- 
lent. 

A   QUIET  REVOLUTION 
From  The  Beama  Journal  (London),  December,  1941 

In  normal  times  the  expenditure  of  the  average  citizen, 
apart  from  a  proportion  of  his  income  that  goes  in  rates 
and  taxes,  is  at  his  own  discretion  and  disposal.  He  can 
buy  a  car,  travel  freely,  extend  his  wardrobe,  give  pres- 
ents, and  broadly  speaking  live  as  he  wishes  to  live.  In 
much  the  same  way  a  manufacturing  or  selling  oraniza- 
tion  may  carry  on  independently,  guided  by  the  decisions 
of  its  directors  and  management. 

The  whole  procedure  of  life  for  the  private  citizen  and 
for  the  business  concern  is  completely  altered  under  the 
strenuous  conditions  of  such  a  conflict  as  that  in  which 
this  country  is  now  engaged.  First  comes  the  duty  of 
all  to  serve  in  some  way  that  directly  helps  the  war  effort, 
either  in  the  armed  forces  or  by  part-time  work.  Secondly, 
control  of  raw  materials  and  rationing  in  its  various  forms 
limits  expenditure  on  clothes  and  cars,  on  travelling,  on 
foodstuffs;  additional  limitation  being  due  to  the  stimula- 
tion of  voluntary  savings,  the  increase  in  taxation  direct 
and  indirect,  and  the  stopping  of  supplies  of  unessential 
goods.  With  these  restrictions  and  the  swing-over  of  in- 
dustry to  war  production,  the  nation's  entire  standard  of 
living  has  been  quietly  but  very  effectively  changed — not 
so  much  lowered,  as  rendered  rational  in  connection  with 
the  demands  of  war. 


The  co-operation  and  response  of  industry  in  general 
to  the  needs  of  control  has  been  remarkable,  and  the  vast 
extent  of  the  swing-over  is  probably  not  realized  except 
by  those  who  are  in  a  position  to  view  it  from  the  top. 
Torpedoes  are  coming  from  a  former  boot  and  shoe  fac- 
tor}r;  anti-gas  and  medicated  ointments  from  a  beauty- 
cream  factory;  aero-engine  parts  from  a  hairpin  factory; 
aeroplane  frames  from  a  toy  factory;  and  such  examples 
could  be  multiplied  a  hundred  times.  Each  change-over 
brings,  of  course,  its  own  problems  of  structural  altera- 
tion, movement  of  machinery,  and  often  the  housing  of 
workers.  Six  months'  operation  of  this  re-planning  of  in- 
dustry by  the  Controller-General  of  Factory  and  Storage 
Premises  has  meant  the  allocation  of  nearly  50  million 
square  feet  of  space,  one-third  being  for  production  and 
two-thirds  for  storage.  One  example  of  foresight  is  the 
securing  of  suitable  empty  buildings  distributed  over  the 
country,  ready  for  re-housing  a  damaged  production  unit 
at  the  shortest  notice. 

Thus  the  Government  has  turned  the  nation's  economic 
resources  to  war  purposes;  and  one  of  the  characteristics 
upon  which  this  nation  may  pride  itself  and  take  good 
heart  is  the  acceptance  by  industry  and  the  people  gen- 
erally of  the  new,  inevitable  burdens  and  inconveniences. 
Britain  grumbles — it  always  does;  it  criticizes  its  rulers — 
often  constructively  and  helpfully  ;  and  it  gets  on  with  the 
job,  in  unshakable  faith  that  the  Government  will  not  let 
it  down,  in  equally  unshakable  determination  that  "  come 
the  world  against  her,  England  yet  shall  stand." 

BRITAIN'S  FACTORIES  DODGE  BOMBS 

From  Robert  Williamson* 

A  new  method  of  factory  layout  which  has  reduced 
output  delays  from  bomb  damage  by  as  much  as  50  per 
cent  has  been  evolved  by  British  scientists  and  engineers. 

Called  the  "  production  lattice,"  factories  engaged  on 
similar  work  are  not  dispersed  all  over  the  country  but 
are  grouped  close  enough  together  to  provide  swift  inter- 
communication. If  there  are,  say,  four  processes  in  each 
factory,  the  bombing  of  No.  1  process  in  one  works  means 
that  Nos.  2,  3  and  4  processes  there  can  still  be  supplied 
from  another  factory;  while  if  a  No.  2  process  is  put  out 
of  action  the  No.  1  output  can  go  through  No.  2  process 
elsewhere  and  return  to  its  own  No.  3  and  4. 

To  stop  output  completely,  the  enemy  must  put  out  of 
action  the  same  process  in  each  factory,  and  the  mathe- 
matical odds  against  this  are  immense.  In  fact,  because 
of  these  odds,  the  more  accurate  the  bombing  the  greater 
the  relative  advantage  of  the  "  lattice,"  or  criss-cross  of 
production  lines. 

Under  the  dispersal  system,  factories  are  badly  placed 
to  assist  each  other  and  whenever  one  process  is  put  out 
of  action  the  whole  output  of  the  factory  stops  until  this 
has  been  remedied.  With  the  "  lattice  "  principle,  however, 
practical  examples  have  shown  that  in  severe  attacks  up 
to  one-half  the  output  rate  for  a  given  section  of  industry 
may  be  saved. 

*London  correspondent  of  The  Engineering  Journal. 


SAVE  FOR  VICTORY 

If  you  do  not  keep  your  Journals  do  not  burn  or  destroy 
them.  Give  them  to  a  salvage  organization.  They  are 
needed  for  victory. 


THE  ENGINEERING  JOURNAL     June,  1942 


377 


From  Month  to  Month 


WHAT  IS  BEING  DONE  ABOUT  POST-WAR 
RECONSTRUCTION 

There  are  many  indications  that  Institute  members 
realize  the  necessity  for  adequate  planning  for  post-war 
reconstruction,  so  that  when  victory  comes  the  peace  will 
be  won  as  well  as  the  war.  Correspondence  received  at 
Headquarters,  resolutions  passed  by  the  branches,  and  refer- 
ences to  the  matter  at  our  meetings  all  make  this  attitude 
clear.  At  the  annual  general  meeting  General  McNaughton 
and  Mr.  Little  both  spoke  of  the  urgency  of  action  on  this 
matter.  Council  has  discussed  the  question  on  several  occa- 
sions and  items  regarding  it  will  be  found  in  recent  numbers 
of  the  Journal* 

At  this  time  our  readers  will  be  interested  to  have  a 
brief  account  of  the  steps  which  have  been  taken,  the  situa- 
tion as  it  now  stands,  and  the  extent  to  which  the  member- 
ship of  the  Institute  is  being  asked  to  help  in  solving  some 
of  the  problems  which  have  arisen  or  will  arise. 

The  matter,  of  course,  is  one  in  which  the  Dominion 
Government  is  primarily  concerned.  Preliminary  steps  were 
in  fact  taken  two  years  ago,  resulting  in  the  formation  of 
an  advisory  Committee  on  Reconstruction,  to  examine  the 
general  aspects  of  the  question,  and  to  make  recommenda- 
tions to  the  Cabinet  as  to  what  government  facilities  should 
be  established.  In  speaking  on  this  point  the  Minister  of 
Pensions  and  National  Health  pointed  out  that  the  study 
of  the  many  and  diverse  problems  of  reconstruction  "should 
be  begun  now — and  obviously  cannot  be  confined  to  any 
one  group  of  men  or  department;  but  must  be  the  concern 
of  every  branch  of  the  public  service  and  of  every  pro- 
vincial and  municipal  authority  in  Canada." 

It  is  evident  that  before  any  schemes  can  even  be  drafted 
for  discussion,  a  mass  of  pertinent  information  must  be 
obtained,  so  that  the  many  economic,  social,  industrial  and 
technical  problems  involved  may  be  clearly  presented  for 
consideration. 

Actually  a  "small  group  of  able  and  distinguished  citizens" 
has  been  charged  with  this  task — persons  "not  already  under 
pressure  of  departmental  war  work  in  the  public  service." 
They  form  the  Committee  on  Reconstruction  and  are  to 
report  to  the  Committee  of  the  Cabinet  which  was  set  up 
in  December,  1940,  to  act  in  matters  relating  to  rehabili- 
tion  and  to  reconstruction.  A  separate  Committee  on 
Demobilization  and  Rehabilitation  has  also  been  formed 
and  will  report  to  the  Cabinet  Committee  on  those  subjects. 

The  calibre  of  the  Committee  on  Reconstruction  may 
be  judged  by  the  fact  that  its  eleven  members  include 
Dr.  F.  Cyril  James,  Principal  of  McGill  University,  who  is 
chairman;  Mr.  Tom  Moore,  President  of  the  Trades  and 
Labour  Congress  of  Canada;  Dr.  R.  C.  Wallace,  Principal 
of  Queen's  University;  and  others  who  are  authorities  on 
social  questions,  agriculture,  commerce  and  industry;  rep- 
resentatives of  government  departments  and  international 
committees  concerned;  and  the  chairman  of  the  sister  Com- 
mittee on  Demobilization  and  Rehabilitation.  The  two 
committees  have  a  joint  executive  secretary. 

The  problems  of  reconstruction  are  of  wider  scope,  and 
perhaps  of  a  more  controversial  nature,  than  those  of  re- 
habilitation. They  are  concerned,  among  other  things,  with 
labour  and  re-employment,  agricultural  and  industrial  de- 
velopments, changes  in  international  trade  and  investment, 
changes  in  legislative  economic  control,  and  works  pro- 
grammes for  emergency  employment  or  physical  and 
economic  restoration.  To  deal  with  such  matters  a  number 


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


*In  this  connection,  see  also  Post-war  Reconstruction,  Engineering 
Journal,  Feb.,  1942,  pp.  105-6.  National  Service — A  Challenge  to  the 
Engineer,  Engineering  Journal,  March,  1942,  pp.  151-153.  Discussion 
at  Annual  General  Meeting,  Engineering  Journal,  March,  1942, 
pp.  155. 


of  groups  or  subcommittees  have  been  formed  by  the  Com- 
mittee on  Reconstruction  and  are  now  in  operation. 

Of  these,  the  most  interesting  to  engineers  is  probably 
the  Sub-committee  on  Construction  Projects,  whose  chair- 
man is  K.  M.  Cameron,  a  vice-president  of  the  Institute, 
and  chief  engineer  of  the  Department  of  Public  Works, 
Ottawa.  Its  duty  is  the  consideration  of  the  matter  of  a 
post-war  construction  reserve  to  form  a  back-log  of  con- 
struction projects  which  will  be  available  to  take  up  the 
slack  in  employment  subsequent  to  the  cessation  of  hostili- 
ties. It  is  now  making  a  study  of  the  information  which 
will  be  needed  in  order  to  judge  of  the  relative  advantage 
of  such  projects. 

At  the  last  meeting  of  Council,  Vice-President  Cameron 
presented  a  draft  questionnaire  prepared  by  his  subcom- 
mittee and  entitled  "Considerations  for  Evaluating  Pro- 
jects," regarding  which  his  subcommittee  is  consulting 
technical  bodies,  regional  groups,  and  individuals  whose 
advice  is  likely  to  be  helpful.  The  draft  suggests  some 
twenty-five  questions  concerning  possible  projects,  each  de- 
signed to  elicit  some  pertinent  item  of  information.  These 
questions  are  grouped  under  such  headings  as  the  probable 
general  effect  of  the  project  on  economic  efficiency  and  the 
welfare  of  community;  its  effect  on  unemployment  and 
labour  supply;  probable  cost,  the  desirable  plan  for  financ- 
ing it,  and  how  it  should  be  maintained;  what  engineering 
studies  have  been  made  and  what  time  would  be  needed  to 
make  necessary  plans;  what  legal  questions  are  likely  to 
arise  as  to  the  acquisition  of  property  ;  and  if  a  grant  in-aid 
is  indicated,  what  controls  should  be  set  up. 

The  subcommittee  is  asking  for  the  views  of  interested 
bodies  as  to  the  suitability  of  this  proposed  draft,  and  will 
endeavour  to  form  a  composite  picture  from  the  opinions 
thus  obtained. 

Members  of  Council  present  greatly  appreciated  the 
action  of  Mr.  Cameron's  subcommittee,  in  consulting  the 
Institute,  and  discussed  at  some  length  the  best  way  of 
obtaining  and  co-ordinating  the  views  of  Institute  members. 
It  was  then  decided,  first,  that  a  copy  of  the  questionnaire 
submitted  by  Mr.  Cameron  be  sent  to  each  branch  of  the 
Institute  with  a  request  for  an  expression  of  opinion  as  to 
its  form  and  content;  and,  second,  that  a  committee  to  be 
named  by  the  president  be  set  up  to  study  the  replies  and 
present  to  Council  a  consolidated  report  for  submission  to 
Mr.  Cameron's  subcommittee.  Further  it  was  provided  that 
this  new  committee  should  be  continued,  so  that  later  it 
will  be  available  to  perform  such  other  duties  in  connection 
with  post-war  reconstruction  as  may  be  assigned  to  it  by 
Council. 

It  will  be  noted  that  Council's  decisions  thus  provide  the 
Institute  with  a  standing  committee,  which  can  deal 
promptly  with  such  reconstruction  questions  as  concern 
the  Engineering  Institute,  or  may  be  referred  to  the  Insti- 
ture  for  helpful  action.  Every  care  will  be  taken  to  avoid 
overlapping  or  possible  duplication  of  the  work  of  other 
bodies.  In  this  way  the  Institute  committee's  work  will  be 
done  within  the  framework  of  any  general  organization 
which  the  Government  may  set  up.  Obviously  the  establish- 
ment of  innumerable  local  committees  by  interested  but 
disconnected  organizations  could  result  in  nothing  but  chaos. 

It  is  perhaps  unfortunate  that  up  to  the  present  the 
public  has  been  told  very  little  about  the  work  of  the 
Advisory  Committee  on  Reconstruction  of  which  Dr.  .James 
is  the  head.  This  does  not  mean  that  no  progress  is  being 
made,  as  is  evident  from  the  activities  of  Mr.  Cameron's 
subcommittee,  and  of  other  similar  bodies.  This  apparent 


378 


June,  1942    THE  ENGINEERING  JOURNAL 


reticence  on  the  subject,  however,  is  unavoidable,  and  is 
due  to  the  fact  that  the  Advisory  Committee  has  to  report 
to  the  Cabinet.  Accordingly  none  of  its  proceedings  or 
findings  can  be  made  public  until  they  have  been  considered 
and  approved  by  the  Dominion  Government.  In  the  mean- 
time Institute  members  will  receive,  through  the  Journal 
any  news  or  reports  of  progress  which  may  be  released  by 
the  authorities  concerned. 

AN  INSTITUTE  COMMITTEE  ON 
INDUSTRIAL  RELATIONS 

The  engineer  has  been  taken  to  task  sometimes  for  having 
introduced  technological  changes  in  our  industrial  life  with- 
out at  the  same  time  indicating  the  reforms  necessary  to 
avoid  serious  disturbances  in  our  social  order.  This  charge, 
which  seems  somewhat  exaggerated,  is  perhaps  meant  to 
infer  that  the  engineer,  who  is  responsible  for  making  pos- 
sible the  early  enjoyment  of  the  benefits  of  technological 
advance,  should  at  the  same  time  make  sure,  through 
judicious  control  of  the  rate  of  change,  that  the  correspond- 
ing human  adjustments  are  made  without  economic  loss  or 
human  suffering. 

The  repercussions  caused  by  the  changes  in  tools  and 
processes  have  been  particularly  sensible  in  the  relations 
between  the  various  groups  that  constitute  our  industrial- 
ized society.  It  would  seem  that  the  engineer,  because  of  his 
position  between  management  and  labour  is  well  situated 
to  stud}r  problems  of  industrial  relationship  and  develop 
plans  and  methods  for  their  solution.  In  fact,  engineers 
have  often  been  chosen  to  head  personnel  departments  of 
industrial  firms  or  governmental  bodies  dealing  with  labour 
problems.  It  is  proper,  therefore,  that  the  Institute  should 
become  interested  in  the  question  of  industrial  relations. 

At  the  April  meeting  of  Council  in  Toronto,  the  proposal 
was  brought  forward  that  a  committee  of  the  Institute  be 
established  to  study  such  problems.  The  suggestion  was 
approved  unanimously  and  a  Committee  on  Industrial 
Relations  was  formed.  Mr.  Wills  Maclachlan,  who  made 
the  suggestion,  was  appointed  chairman  of  the  new  com- 
mittee. The  scope  of  the  work  which  lies  ahead  of  the 
committee  is  indicated  by  the  following  terms  of  reference 
prepared  by  the  president,  Dean  Young,  at  the  request  of 
Council  : 

"That  the  Committee  continuously  study,  and  from  time 
to  time  report  to  Council  on  important  developments  affect- 
ing industrial  relations  within  Canada,  thus  providing 
Council  with  information  and  specialized  advice  on  which 
it  can  decide 

(a)  What  attitude  or  action  the  Institute  as  a  professional 
engineering  body  should  take  in  relation  to  such 
developments. 

(b)  What  direction  or  advice  the  Institute  should  provide 
to  its  Branches  or  individual  members  as  to  the  part 
they  might  play  in  relation  to  such  developments. 

(c)  In  what  manner  the  Institute  might  serve  the  public 
interest  by  exerting  its  influence  in  the  improvement 
of  industrial  relations. 

"That,  without  restricting  the  field  of  activity  that  might 
properly  and  judicially  be  undertaken  by  a  Committee  of  a 
professional  engineering  body,  the  Committee  give  consid- 
eration to  such  matters  as 

(a)  The  labour  policy  of  governments,  as  expressed  in 
statutes  and  Orders-in-Council. 

(b)  Means  of  promoting  earlier  and  more  general  utiliza- 
tion of  the  benefits  of  technological  advance  without 
undesirable  distrubance  of  the  economic  and  social 
life  of  the  people  of  Canada. 

(c)  Physical  conditions  of  employees'  work,  environment, 
and  housing  conditions,  both  during  and  after  the  war. 

(d)  Selection,  placement,  and  training  of  employees. 

(e)  Wage  and  reward  systems  and  associated  economic 
conditions  and  terms  of  employment,  as  related  to 


the  productivity  of  industry,  especially  as  affected  by 
labour-saving  devices. 

(f)  Co-operative  plans  for  mutual  benefit. 

(g)  Accident  and  Sickness  prevention,  Workmen's  Com- 
pensation and  health  insurance,  hospitalization  and 
rehabilitation. 

"That  the  Committee  seek  to  promote  the  study  and 
consideration  of  subjects  coming  within  its  purview  by  the 
provision  of  suitable  speakers  at  meetings  of  the  Institute 
or  its  Branches  and  by  articles  in  The  Engineering  Journal 
or  other  suitable  publications." 

The  importance  of  such  a  committee  is  evident  in  time 
of  war  when  the  production  of  materials  is  largely  dependent 
on  the  relationship  between  management  and  labour.  Its 
work  should  be  equally  useful  in  the  post-war  period  of 
readjustment  and  afterwards  for  the  maintenance  of  in- 
dustrial peace. 

THE  INSTITUTE  AND  CIVIL  DEFENCE 

Recent  events  have  directed  marked  attention  to  ques- 
tions of  civil  defence  in  Canada.  The  admirable  lectures  of 
Professor  Webster,  sponsored  by  the  Institute,  have  made 
available  to  many  people  who  can  use  it,  a  mass  of  the 
latest  technical  information  on  the  subject.  Following  these 
notes  will  be  found  a  timely  memorandum  by  Professor 
R.  F.  Legget,  outlining  some  of  the  engineering  problems 
which  air  attack  on  Canada  would  involve,  and  suggesting 
suitable  steps  to  make  good  the  damage  which  may  be  done. 

To  deal  effectively  with  matters  like  these,  concerted 
action  is  required.  Accordingly,  Council  at  its  last  meeting, 
recognizing  the  responsibilities  of  the  Institute  as  regards 
the  assistance  which  our  members  can  give,  decided  to  set 
up  a  committee  which  will  take  charge  of  all  defence  in- 
terests of  the  Institute,  gather  information,  study  the  situ- 
ation and  report  to  Council  from  time  to  time.  The  members 
of  this  committee  are  to  be  named  by  the  president,  its 
chairman  will  draw  up  its  terms  of  reference,  and  one  of 
its  first  duties  will  be  to  co-ordinate  the  efforts  of  the  branch 
committees  already  established  to  utilize  as  fully  as  pos- 
sible the  material  given  in  the  Webster  lectures. 

The  formation  of  this  committee  may  well  have  far- 
reaching  effects.  Much  may  depend  on  the  results  of  its 
studies.  Its  task  is  not  an  easy  one,  for  as  Mr.  Legget  points 
out,  objectives  of  major  importance  may  be  attacked;  their 
prompt  reparation  will  be  essential  to  the  life  of  the  com- 
munity. 

Under  the  new  committee's  guidance,  qualified  Institute 
members  all  over  Canada  will  have  an  opportunity  to  take 
their  proper  part  in  civil  defence,  local  and  Dominion-wide. 

Professor  Legget 's  memorandum  follows: 

"The  possibility  of  Canada  being  invaded,  by  air,  must 
now  be  envisaged.  Attack  may  come  on  the  East  Coast, 
or  on  the  West,  or  both,  and  may  extend  far  inland. 

"In  view  of  all  that  is  involved,  the  inevitable  loss  of 
the  invading  planes,  and  the  state  of  Canada's  air  defence, 
it  would  appear  probable  that  bombing  will  not  be  indis- 
criminate but  will  be  directed  towards  specific  objectives. 

"Such  objectives  will  certainly  be  of  major  importance, 
directly  or  indirectly,  in  relation  to  the  war  effort.  Repara- 
tion of  damage,  without  delay,  will  therefore  be  essential. 

"Possible  damage  can  be  classed  generally  as  follows: 

(a)  Destruction  of  small  buildings,  particularly  residences  ; 

(b)  Destruction  of  larger  buildings  and  interference  with 
municipal  services;  and 

(c)  Destruction  of,  or  damage  to,  major  civil  engineering 
works,  such  as  railway  and  road  bridges,  canal  locks 
and  walls,  power  plants  and  dams,  etc. 

"Restoration  of  buildings,  large  and  small,  and  of  muni- 
cipal services  is  work  that  can  be  carried  out  effectively  by 
local  operators,  guided  and  directed  by  industrial  mainten- 
ance and  municipal  engineering  staffs.  No  special  construc- 
tion equipment  will  normally  be  necessary  for  such  work. 

"Restoration  of  major  civil  engineering  projects  that  may 
be  damaged  is,  however,  work  of  a  very  different  nature. 


THE  ENGINEERING  JOURNAL     June,  1942 


379 


Design  for  temporary  structures  and  repairs  will  often  be 
necessary  before  any  repair  work  can  be  started.  Special 
construction  equipment  will  frequently  be  required,  to- 
gether with  the  special  skills  of  men  with  experience  in 
heavy  construction.  And  special  materials,  such  as  long 
construction  timbers,  steel  sheet  piling  and  quick  setting 
cement,  will  be  essential  for  the  carrying  out  of  much  work 
of  this  character. 

"This  memorandum  is  related  to  this  third  category  of 
repair  work  only. 

"The  men,  the  plant  and  the  special  materials  required 
for  such  work  are,  to  a  large  extent,  already  associated 
with  construction  projects  of  an  essential  character.  Prac- 
tically all  of  these  projects  are  being  carried  out  to  unusually 
rigid  and  exacting  time  schedules  (e.g.  the  Shipshaw  scheme, 
near  Arvida).  Any  major  interference  with  the  progress 
of  such  works  (as  by  diverting  plant  and  men  to  repair 
projects)  would  have  a  serious  effect  upon  their  completion 
and  upon  the  planned  operation  of  associated  projects  (e.g., 
the  Aluminum  plant  extensions  at  Arvida.) 

"If,  therefore,  adequate  plans  are  to  be  made  for  dealing 
with  possible  damage  to  civil  engineering  structures,  they 
must  be  made  so  as  to  interfere  as  little  as  possible  with 
construction  work  already  in  progress. 

"It  follows  that  plans  must  therefore  be  drawn  up  on  a 
widespread  regional  basis  so  that  the  constructional  re- 
sources of  the  region  may  be  drawn  upon  when  emergencies 
arise  rather  than  that  any  one  construction  project  should 
be  temporarily  halted. 

"Many  other  factors  lead  inevitably  to  the  idea  of  regional 
organization.  These  include — the  limited  availability  of 
special  construction  equipment  (especially  of  a  mobile  char- 
acter) ;  the  relatively  small  number  of  vital  works  repair 
to  which  has  to  be  contemplated;  the  undesirability  of  hav- 
ing to  rely  on  one  or  two  contracting  organizations  only,  in 
case  of  emergency. 

"Regions  which  naturally  suggest  themselves  are:  the 
Maritime  provinces,  Quebec  and  the  eastern  tip  of  Ontario, 
Ontario  excluding  the  centre  part  and  the  section  from  the 
Lakehead  westwards,  the  Prairie  provinces  plus  the  last- 
named  area,  and  British  Columbia. 

"Regional  committees  could  be  set  up  for  each  of  these 
regions,  the  work  of  all  being  correlated  by  a  small  national 
executive  committee  or  staff. 

"The  question  of  available  men — with  construction  and 
engineering  experience  who  could  be  spared  from  their 
regular  jobs  for  emergency  work  without  difficulty — could 
be  handled  by  each  committee  in  conjunction  with  the 
Wartime  Bureau  of  Technical  Personnel. 

"Essential  construction  materials,  especially  those  al- 
ready mentioned,  can  be  watched  in  each  region  by  the 
maintenance  of  a  running  inventory,  maintained  in  con- 
junction with  the  appropriate  material  controllers. 

"An  immediate  inventory  of  construction  equipment 
would  be  necessary  to  give  the  essential  data  on  plant; 
once  obtained  it  would  have  to  be  maintained  on  a  day- 
to-day  basis. 

"Co-operation  of  the  principal  railways  would  be  essential 
to  the  success  of  the  proposed  scheme  not  only  in  relation 
to  transportation  but  also  in  view  of  the  availability  of 
such  material  as  the  C.N.R.  Central  Region  stock  of  old 
steel  bridges. 

"Although  not  previously  stated,  it  is  naturally  expected 
that  all  the  organization  so  far  suggested  will  work  in  con- 
junction with,  and  be  guided  by  local  maintenance  engi- 
neering staffs.  It  is  only  in  view  of  the  probability  of  serious 
damage,  beyond  the  scope  of  local  repair  facilities,  that 
this  memorandum  has  been  prepared. 

"Government  authorization  will  be  necessary  for  the  use 
of  essential  materials,  and  for  the  commandeering  of  con- 
struction equipment.  Fortunately,  British  Orders-in-Council 
Nos.  1277  (1941)  and  57  (1942)  are  available  to  serve  as  a 
guide. 

"The  scheme  herein  proposed  should  most  properly  be 


launched  under  Government  auspices.  Pending  such  action, 
initial  steps  might  usefully  be  taken — in  conjunction  with 
the  Canadian  Construction  Association — by  The  Engineer- 
ing Institute  of  Canada,  to  the  Council  of  which  this  memor- 
andum is,  in  the  first  instance,  respectfully  submitted." 

THE  END  OF  THE  PRIZE  YEAR 

At  this  time,  when  the  sessions  of  our  branches  are  ending 
and  the  time  for  sending  in  papers  is  nearing  its  close,  it 
might  be  appropriate  to  draw  attention  to  the  opportunities 
provided  by  the  Institute  prizes  and  medals  and  to  urge 
members  to  contribute  papers.  The  list  follows: 

The  Gzowski  Prize — a  gold  medal — for  the  best  paper 
contributing  to  the  literature  of  the  profession  of  civil 
engineering. 

The  Duggan  Prize — a  gold  medal  and  cash  to  a  value  of 
$100 — for  the  best  paper  on  constructional  engineering  in- 
volving the  use  of  metals  for  structural  or  mechanical 
purposes. 

The  Plummer  Prize — a  gold  medal — for  the  best  paper 
on  chemical  and  metallurgical  subjects. 

The  Leonard  Prize — a  gold  medal — for  the  best  paper 
on  a  mining  subject. 

In  addition,  five  prizes  of  twenty-five  dollars  each  are 
offered  in  each  of  the  four  vice-presidential  zones — plus 
one  for  a  French  speaking  member  in  the  province  of  Quebec 
— for  the  best  paper  on  any  subject  presented  by  a  Student 
or  a  Junior  member. 

Papers  submitted  in  competition  for  any  of  the  above 
prizes  should  be  in  the  hands  of  the  branch  secretary  or 
sent  to  Headquarters  not  later  than  June  30th. 

MEMBERSHIP  CERTIFICATES 

Members  are  reminded  that  they  can  obtain  a  certificate, 
suitable  for  framing,  attesting  their  membership  in  the 
Institute.  These  certificates  are  engraved  on  parchment 
vellum  and  bear  the  full  name  of  the  member,  his  classi- 
fication, and  the  dates  of  his  election  and  transfer.  They 
measure  approximately  nine  by  twelve  inches. 

Some  time  ago,  a  substantial  reduction  in  the  price  of 
membership  certificates  was  authorized  by  Council.  This 
decision  aimed  at  making  new  certificates  available  at  the 
minimum  cost  to  all  those  Members  who  were  automatically 
transferred  from  Associate  Members,  two  years  ago,  by 
the  by-law  amendment  abolishing  the  latter  classification. 
The  new  certificate  contains  a  complete  history  of  the  in- 
dividual's Institute  membership  from  Student  to  Member. 

The  price  of  the  certificate  is  $1.25. 

MEETINGS  OF  COUNCIL 

A  regional  meeting  of  the  Council  of  the  Institute  was 
held  at  the  Royal  York  Hotel,  Toronto,  Ont.,  on  Saturday, 
April  25th,  1942,  at  ten  thirty  a.m. 

Present:  President  C.  R.  Young  (Toronto)  in  the 
chair;  Vice-Presidents  deGaspé  Beaubien  (Montreal),  and 
J.  L.  Lang  (Sault  Ste.  Marie)  ;  Councillors  J.  E.  Arm- 
strong (Montreal),  A.  E.  Berry  (Toronto),  D.  S.  Ellis 
(Kingston),  J.  G.  Hall  (Montreal).  N.  MacNicol  (Tor- 
onto), A.  W.  F.  McQueen  (Niagara  Peninsula),  W.  J.  W. 
Reid  (Hamilton),  H.  R.  Sills  (Peterborough),  and  J.  A. 
Vance  (London)  ;  General  Secretary  L.  Austin  Wright, 
and  Assistant  General  Secretary  Louis  Trudel.  There 
were  also  present  by  invitation — Past-President  J.  B. 
Challies  (Montreal)  ;  Past  Vice-President  J.  Clark  Keith 
(Border  Cities)  ;  Past-Councillors  W.  E.  Bonn,  E.  G. 
Hewson,  A.  U.  Sanderson  and  C.  E.  Sisson  of  Toronto,  H. 
F.  Bennett  (London),  also  chairman  of  the  Committee 
on  the  Young  Engineer,  T.  H.  Jenkins  (Border  Cities),  I. 
P.  Macnab  (Halifax),  W.  R.  Manock  (Niagara  Penin- 
sula), D.  A.  R.  McCannel  (Regina),  also  president  of  the 
Dominion  Council  of  Professional  Engineers;  Branch 
Chairmen  F.  T.  Julian  (London) ,  H.  L.  Johnston  (Border 
Cities),  J.  A.  Lalonde  (Montreal),  N.  B.  MacRostie  (Ot- 


380 


June,  1912     THE  ENGINEERING  JOURNAL 


tawa),  and  A.  L.  McPhail  (Niagara  Peninsula);  D.  R. 
Smith,  vice-chairman,  Saint  John  Branch;  W.  S.  Wilson, 
chairman,  H.  E.  Brandon,  immediate  past-chairman;  S.  H. 
de.Tong,  secretary-treasurer,  F.  J.  Blair,  S.  R.  Frost  and  C. 
F.  Morrison,  members  of  executive,  and  J.  J.  Spence,  im- 
mediate past-secretary-treasurer  of  the  Toronto  Branch; 
W.  C.  Miller,  president,  Association  of  Professional  Engin- 
eers of  Ontario,  and  Major  Barry  Watson,  registrar  of  the 
Ontario  Association  and  secretary  of  the  Dominion  Coun- 
cil of  Professional  Engineers;  C.  C.  Cariss,  of  Brantford, 
and  Wills  Maclachlan,  of  Toronto. 

In  welcoming  the  councillors  and  guests,  the  president 
pointed  out  that  this  was  the  second  regional  meeting  of 
Council  to  be  held  within  a  week.  He  was  very  pleased 
to  see  such  a  large  attendance.  He  extended  a  special 
welcome  to  Mr.  McCannel  and  Major  Barry  Watson, 
president  and  secretary  of  the  Dominion  Council  of  Pro- 
fessional Engineers.  Although  only  members  of  Council 
could  vote,  the  president  hoped  that  the  guests  would  take 
part  in  all  discussions,  as  Council  would  be  very  glad  to 
have  the  benefit  of  their  views.  He  asked  each  person  to 
rise,  give  his  name,  place  of  residence,  and  Institute 
affiliation. 

At  the  March  meeting  of  Council  in  Montreal  a  sugges- 
tion made  by  Councillor  G.  M.  Pitts  regarding  the  dis- 
tribution in  Canada  of  the  publications  of  the  Founder 
Societies  had  been  referred  to  the  Publication  Committee 
for  consideration  and  report.  For  the  information  of 
members  present  the  general  secretary  read  Mr.  Pitts' 
original  communication,  together  with  an  interim  report 
from  the  Publication  Committee.  The  proposal  had  been 
discussed  at  the  Vancouver  meeting,  but  no  action  had 
been  recommended. 

The  general  secretary  presented  to  the  meeting  a  copy 
of  the  A.S.M.E.  catalogue  which  lists  all  the  publications 
issued  by  that  society.  This  was  a  very  comprehensive 
booklet,  and  confirmed  the  remarks  of  the  chairman  of 
the  Publication  Committee  as  to  the  large  number  of 
publications  issued  by  the  Founder  Societies.  Mr.  Wright 
outlined  the  arrangement  already  in  force  between  the 
Institute  and  the  Founder  Societies  whereby  Institute 
members  may  obtain  the  publications  of  the  American 
societies  at  the  same  price  as  that  paid  by  their  own 
members.  This  information  is  published  in  the  Journal  at 
least  once  a  year. 

An  arrangement  such  as  that  suggested  by  Mr.  Pitts 
had  already  been  discussed  with  Mr.  Davies,  the  secre- 
tary of  the  American  Society  of  Mechanical  Engineers. 
Mr.  Davies  was  now  in  the  army  in  an  executive  capacity 
at  Washington,  and  therefore  there  had  been  no  oppor- 
tunity to  give  further  consideration  to  this  matter.  The 
general  secretary  thought  that  if  this  could  be  left  until 
after  the  war  it  might  be  possible  to  work  out  some  ar- 
rangement, although  it  would  probably  involve  the  In- 
stitute in  some  expense,  and  would  require  a  good  deal  of 
organization  work. 

The  president  reported  that  the  matter  had  been  dis- 
cussed at  some  length  at  the  Vancouver  meeting  and  while 
no  formal  motion  had  been  passed,  the  general  view  ap- 
peared to  be  that  the  existing  facilities  should  be  drawn 
more  forcibly  to  the  attention  of  members  of  the  Insti- 
tute, either  by  inserting  a  notice  in  the  Journal  or  by 
communicating  with  the  different  branches,  but  that  no 
new  machinery  should  be  set  up  at  the  present  time. 

Mr.  Sills  thought  it  might  be  possible  for  some  of  the 
Institute  branches  to  act  as  branches  of  the  Founder 
Societies  and  as  such  receive  a  supply  of  their  literature 
for  distribution.  Obviously,  the  Engineering  Institute 
cannot  cover  the  whole  engineering  field.  Mr.  Sills  sug- 
gested that  the  Engineering  Journal  be  devoted  entirely 
to  Canadian  conditions.  For  world  wide  conditions  our 
members  might  be  supplied  with  the  publications  of  the 


Founder  Societies.  He  understood  that  at  the  present 
time  this  would  be  rather  difficult  but  brought  it  up  as 
a  possible  objective  for  the  future. 

Major  Watson  inquired  whether  it  would  be  possible 
for  the  Institute  to  publish  lists  of  all  available  publica- 
tions. If  a  list  similar  to  that  shown  to  the  meeting  by 
Mr.  Wright  could  be  published  in  the  Journal,  members 
of  the  Institute  would  know  just  what  publications  were 
available. 

Mr.  Vance  asked  if  it  would  be  possible  to  secure  copies 
of  the  lists  of  publications  and  place  them  in  the  hands 
of  the  branch  secretaries  and  distribute  them  among  the 
membership. 

Mr.  Wright  thought  these  suggestions  to  be  very  prac- 
tical. He  knew  that  reprints  of  the  A.S.M.E.  catalogue 
could  be  secured,  and  asked  whether  we  should  try  to 
cover  the  whole  membership  or  just  get  enough  copies  for 
councillors,  chairmen  and  secretaries  of  branches,  etc. 
He  could  say  almost  definitely  that  the  A.S.M.E.  would 
be  glad  to  supply  the  catalogues,  and  felt  sure  that  the 
other  societies  would  do  the  same  thing  if  they  had  the 
lists  available.   He  would  be  glad  to  go  into  the  matter. 

Some  of  the  American  societies  published  abstracts  of 
some  of  their  papers,  and  Mr.  Sills  suggested  that  it  might 
be  possible  to  secure  these  and  publish  them  in  the 
Journal.  Mr.  Wright  did  not  know  whether  this  would  be 
possible,  but  pointed  out  that  through  the  courtesy  of  the 
Engineering  Societies  Library  the  Institute  receives  and 
publishes  in  the  Engineering  Journal  copies  of  reviews  of 
all  the  books  received  by  the  American  societies.  After 
further  discussion,  it  was  decided  to  leave  this  matter  in 
the  hands  of  the  general  secretary  for  further  investiga- 
tion. 

The  president  stated  that  this  discussion  and  that  at  the 
Vancouver  meeting  would  be  reported  to  the  Publication 
Committee  for  its  consideration  and  assistance  in  prepar- 
ing its  final  report,  which  would  be  presented  to  a  later 
meeting  of  Council. 

The  general  secretary  explained  that  this  question  had 
been  brought  up  by  a  resolution  from  the  Montreal 
Branch  in  which  they  had  asked  Council  to  consider  the 
possibility  of  abolishing  the  classification  of  Branch  Affili- 
ate. Branch  Affiliates  were  not  members  of  the  Institute 
itself,  but  only  of  the  branch.  The  branches  may  admit 
them  at  any  fee  they  decide  upon.  Members  had  com- 
plained that  affiliates  received  all  the  privileges  at  less 
than  half  the  fee.  When  Institute  membership  lists  were 
published,  complaints  had  been  received  from  Branch  Af- 
filiates that  their  names  did  not  appear  in  the  list.  At  the 
March  meeting  of  Council  the  matter  had  been  referred 
to  the  Institute's  membership  committee  for  consideration 
and  report.  A  report  had  been  received  from  the  commit- 
tee which  the  chairman,  Mr.  Hall,  read  to  the  meeting 
and  which  recommended: 

(1)  That  the  classification  be  not  eliminated. 

(2)  That  the  name  be  changed  from  "  Branch  Affiliate  " 
to  "  Branch  Associate,"  or  some  similar  name  so  as  to 
eliminate  the  confusion  in  the  use  of  the  term  "  af- 
filiate." 

(3)  That  Council  recommended  to  each  Branch  that  a 
fee  of,  say,  $5.00  be  the  minimum  for  "  Branch  As- 
sociate," also,  that  each  Branch  be  reminded  of  its 
power  to  increase  the  fee  to  any  desired  figure,  or,  to 
eliminate  the  classification  entirely,  if  there  is  still 
a  tendency  to  choose  it  rather  than  that  of  Affiliate, 
as  reported  by  Montreal  Branch." 

In  elaborating  on  the  report,  Mr.  Hall  pointed  out  that 
the  Montreal  Branch  had  brought  up,  first,  the  difficulty 
in  collecting  the  fee,  and,  secondly,  the  fact  that,  because 
of  the  lower  annual  fee,  people  tended  to  apply  for  admis- 
sion as  Branch  Affiliate  rather  than  Institute  Affiliate.  As 
far  as  the  first  point  is  concerned,  that  is  entirely  up  to 


THE  ENGINEERING  JOURNAL     June,  1942 


381 


AT  THE  WEBSTER  LECTURES,  TORONTO 


Above:  Members  of  the  Toronto 
Branch  Executive.  Left  to  right, 
back  row.  J.  J.  Spence,  S.  H.  de 
Jong,  E.  C.  I  leu  son.  C.  F.  Morrison, 
Front  row:  H.  E.  Brandon,  W.  S. 
Wilson,  President  C.  R.  Young, 
W.  H.  M.  Laughlin 


Left:  General  picture  of  the  "class" 


382 


June,  1942    THE  ENGINEERING  JOURNAL 


the  branch.  Each  branch  must  decide  for  itself  whether 
or  not  it  wishes  to  have  Branch  Affiliates.  With  regard 
to  the  second  point,  the  committee  felt  strongly  that  there 
should  be  some  clarification  of  the  qualifications  for  these 
two  classifications.  Based  on  his  experience  as  a  member 
of  Council,  Mr.  Hall  felt  that  there  was  definitely  some 
uncertainty  as  to  what  an  Affiliate  really  is.  Section  11  of 
the  by-laws,  describing  Institute  Affiliates,  indicates  a 
very  high  type  of  professional  man — not  just  a  salesman 
who  wishes  to  be  connected  with  the  Engineering  Insti- 
tute. There  is  possibly  some  confusion  between  the  term 
"  Branch  Affiliate  "  and  "  Affiliate." 

Mr.  Hall  reported  that  he  had  just  received  from  Coun- 
cillor Macpherson,  of  Vancouver,  a  long  letter  giving  his 
views,  particularly  on  the  recently  established  practice  of 
admitting  as  Affiliates  persons  who  did  not  quite  fulfill 
the  educational  or  professional  requirements  for  Junior 
or  Member.  Mr.  Macpherson  was  not  in  favour  of  this, 
and  did  not  think  it  was  in  accordance  with  the  intent  of 
the  by-laws. 

The  president  thanked  Mr.  Hall  for  his  valuable  re- 
port. He  reported  that  letters  had  also  been  received  from 
the  Calgary  and  Edmonton  branches  opposing  the  aboli- 
tion of  the  class  of  Branch  Affiliate.  The  Lethbridge 
Branch  also  finds  it  very  desirable  to  have  Branch  Affili- 
ates, and  are  most  anxious  to  retain  that  particular  classi- 
fication. They  would  probably  have  no  objection  to  hav- 
ing the  name  changed. 

Applications  were  received  from  many  persons  who,  in 
the  opinion  of  Council,  had  not  the  necessary  educational 
qualifications  for  membership.  Frequently  they  were 
given  the  option  of  election  as  Affiliate  until  such  time  as 
they  were  prepared  to  sit  for  the  Institute's  examinations 
for  Junior  or  Member. 

In  response  to  an  inquiry  from  Mr.  Berry,  the  president 
read  figures  from  the  last  annual  report  giving  the  num- 
ber of  Branch  Affiliates  in  each  branch.  Mr.  Bennett  could 
see  the  possibility  of  abuse  of  this  classification.  Persons 
not  eligible  for  Institute  Affiliateship  might  become  Branch 
Affiliates  and  pay  the  smaller  fee.  In  the  London  Branch 
their  meetings  were  advertised  in  the  press,  and  frequent- 
ly engineers  attended  who  were  not  members  of  the  In- 
stitute and  not  even  Branch  Affiliates. 

Following  further  discussion,  on  the  motion  of  Mr. 
Hall,  seconded  by  Mr.  Vance,  it  was  unanimously  resolved 
that  the  classification  of  Branch  Affiliate  be  not  elimin- 
ated; that  consideration  be  given  to  the  changing  of  the 
name,  and  that  some  decision  be  made  as  to  the  fees  for 
that  classification. 

The  question  of  the  qualifications  for  Institute  Affiliate 
had  been  discussed,  and  on  the  motion  of  Mr.  Vance, 
seconded  by  Mr.  Berry,  it  was  unanimously  resolved  that 
the  Membership  Committee  be  asked  to  continue  its 
studies  and  investigate  the  qualifications  for  Institute 
Affiliate  and  report  to  Council  at  a  later  meeting. 

The  general  secretary  quoted  from  a  memorandum  by 
Mr.  P.  B.  Motley  a  suggestion  that  Council  consider  and 
report  on  the  desirability  of  amending  the  by-laws  so  that 
Life  Membership  would  be  removed  from  the  section 
dealing  with  exemptions,  and  placed  in  the  same  category 
as  Honorary  Membership. 

At  the  request  of  the  Finance  Committee  the  matter  had 
been  discussed  at  the  Vancouver  meeting  of  Council,  and 
the  opinions  expressed  were  summed  up  in  the  following 
minute  of  that  meeting: 

"  It  was  agreed  that  the  opinion  of  this  Council  meet- 
ing is  that  some  steps  should  be  taken  to  place  Life 
Membership  in  the  category  of  an  honour  rather  than  a 
concession.  It  was  hoped  that  this  expression  of  opinion 
would  be  of  some  assistance  to  the  Finance  Committee  in 
dealing  with  the  matter." 

Mr.  Armstrong  stated  that  Mr.  Motley  is  very  anxious 


to  know  what  action  Council  has  taken  on  this  memor- 
andum. 

Mr.  McQueen  felt  that  Life  Membership  should  be 
granted  as  an  honour.  Members  should  not  feel  that  their 
names  were  placed  on  this  list  simply  because  they  were 
unable  to  pay  their  fees. 

Mr.  Bennett,  Mr.  Vance  and  Mr.  Hall  spoke  on  the 
question,  indicating  that  no  change  in  procedure  seemed 
to  be  necessary.  Finally  it  was  moved  and  seconded  that 
the  proposal  be  tabled. 

The  president  pointed  out  that  this  would  not  preclude 
consideration  of  Mr.  Motley's  suggestion  regarding  the 
by-law  covering  specifications. 

The  general  secretary  outlined  the  circumstances  that 
had  led  up  to  the  Institute  sponsoring  a  series  of  lectures 
by  Professor  F.  Webster,  Deputy  Chief  Engineer  of  the 
Ministry  of  Home  Security,  London,  England.  He  de- 
scribed the  events  leading  up  to  the  final  arrangements  for 
the  lectures,  which  had  been  held  under  the  able  direction 
of  the  officers  of  the  Toronto  Branch.  He  had  been  ex- 
tremely pleased  to  hear  of  the  presentation  which  had 
been  made  to  Profespr  Webster  who  had  deeply  appreci- 
ated this  action.  He  asked  Mr.  Wilson,  the  chairman  of 
the  Toronto  Branch,  to  present  a  report  on  the  lectures. 

Mr.  Wilson  thought  it  rather  superfluous  to  go  into  de- 
tails, as  nearly  everyone  at  the  Council  meeting  had  at- 
tended the  lectures.  There  had  been  a  registration  of 
about  one  hunderd  and  eighty-five.  The  lectures  had 
been  quite  technical  and  extremely  interesting.  There 
had  been  many  favourable  comments  on  the  excellent 
lead  the  Institute  had  taken  in  arranging  such  lectures. 
Professor  Webster  had  had  a  hard  assignment.  He  spoke 
for  two  and  a  half  hours  at  a  time.  The  members  attend- 
ing had  indicated  their  desire  to  show  their  appreciation 
in  some  tangible  way  and  presented  Professor  Webster 
with  a  very  fine  wrist  watch  and  a  wallet  of  money.  He 
had  stated  that  he  could  not  possibly  accept  the  money, 
but  finally  sent  it  to  the  Milk  Fund  for  the  children  in 
England.  The  Toronto  Branch  had  been  very  glad  to  have 
some  part  in  arranging  for  these  lectures. 

Mr.  Bennett  emphasized  the  necessity  of  getting  the 
report  of  these  lectures  into  the  hands  of  those  who  could 
make  good  use  of  the  information.  Many  engineers  who 
could  have  been  and  who  should  have  been  at  the  meet- 
ings were  disappointed,  and  he  felt  that  these  people 
should  get  a  copy  of  the  proceedings.  The  Engineering 
Institute  had  a  wonderful  opportunity  to  take  the  lead 
in  getting  this  information  circulated  to  the  right  people. 
Engineers  are  leading  the  army  and  engineers  should  lead 
the  civilians. 

At  twelve  forty-five  the  meeting  adjourned  for  lunch 
and  reconvened  at  two  o'clock,  with  the  president  in  the 
chair. 

Before  continuing  the  discussion  on  the  Webster  lec- 
tures, Mr.  Macnab  asked  permission  to  present  on  behalf 
of  Past  Vice-President  Wilson,  of  Sydney,  and  Past  Vice- 
President  Dunsmore,  of  Halifax,  their  regret  at  being  un- 
able to  be  present,  and  their  best  wishes  for  the  success  of 
the  meeting. 

It  had  given  him,  personally,  a  great  deal  of  pleasure 
to  attend  the  lectures.  He  had  heard  Professor  Webster 
in  Halifax  and,  having  heard  his  first  talk,  was  very 
anxious  and  very  pleased  to  be  able  to  attend  this  series 
of  lectures.  Both  the  Cape  Breton  and  the  Halifax 
branches  had  asked  him  to  represent  them  and  to  go  back 
and  pass  on  the  information  which  he  would  receive.  He 
was  very  proud  of  what  the  Institute  had  done  in  spon- 
soring these  lectures.  In  his  opinion  it  was  one  of  the  big- 
gest contributions  to  the  welfare  of  the  country  that  the 
Institute  had  ever  made.  The  way  in  which  the  matter 
was  dealt  with  from  now  on  was  very  important.  While 
realizing  that  much  of  the  information  received  was  of  a 


THE  ENGINEERING  JOURNAL     June,  1942 


383 


more  or  less  confidential  nature,  he  felt  that  those  who 
had  attended  the  meetings  should  have  the  privilege  of 
passing  much  of  it  on  to  interested  bodies  for  their  guid- 
ance. It  was  most  important  that  the  Maritimes  should 
have  this  information,  also  the  people  on  the  west  coast, 
and  he  was  definitely  of  the  opinion  that  the  information 
should  be  disseminated  under  the  leadership  of  The  En- 
gineering Institute  of  Canada.  He  felt  that  a  strong  com- 
mittee of  the  Institute  should  be  appointed  with  branch 
committees  or  provincial  committees  to  work  out  the  de- 
tails as  applied  to  the  different  localities. 

The  president  explained  that  the  meetings  had  been 
called  with  that  thought  in  mind — that  those  who  attended 
would  go  back  to  their  own  localities  and  act  as  consult- 
ants or  advisers,  using  discretion  as  to  what  should  or 
should  not  be  made  public. 

In  reply  to  an  enquiry  from  Mr.  Vance,  Mr.  Wright 
stated  that  when  the  notes  are  completed,  it  might  be 
that  Professor  Webster  would  indicate  those  parts  which 
were  to  be  treated  as  strictly  confidential,  or  he  might 
delete  them  altogether  from  the  report.  It  was  impossible 
to  say  just  how  soon  the  report  would  be  ready,  but  a 
considerable  amount  of  work  was  involved,  and  Professor 
Webster  has  several  other  appointments  in  the  near  future 
which  might  delay  the  editing  of  the  material.  From  the 
discussion  which  followed  it  seemed  desirable  that  some 
indication  should  be  given  to  those  who  had  attended  the 
lectures  as  to  which  portions  of  the  material  should  be 
treated  as  confidential.  Accordingly,  on  the  motion  of 
Mr.  Hall,  seconded  by  Mr.  Armstrong,  it  was  unanimous- 
ly resolved  that  the  general  secretary  contact  Professor 
Webster  at  the  earliest  opportunity  and  secure  from  him 
a  list  of  items  which  were  not  to  be  disclosed,  and  that  it 
be  sent  out  to  all  who  were  registered  at  the  lectures. 

It  had  been  suggested  that  in  disseminating  this  valu- 
able information  and  in  continuing  the  good  work  which 
had  been  started,  some  official  recognition  and  support 
might  be  secured  from  the  Dominion  Government.  Ac- 
cordingly, on  the  motion  of  Mr.  Vance,  seconded  by  Mr. 
Armstrong,  it  was  unanimously  resloved  "  that  the  Presi- 
dent of  The  Engineering  Institute  of  Canada  approach  the 
proper  authorities  of  the  Dominion  Government  to  urge 
the  formation  of  a  central  authority  for  the  implementing 
of  the  information  obtained  by  the  group  assembled  at 
the  University  of  Toronto  by  The  Engineering  Institute 
of  Canada,  under  the  leadership  of  Professor  F.  Webster, 
Deputy  Chief  Engineer  of  the  Ministry  of  Home  Security 
of  Great  Britain,  in  order  that  the  valuable  engineering 
information  on  protection  to  personnel,  property  and  vital 
machinery,  should  be  made  available  at  once  to  all  who 
are  responsible  for  such  protection." 

Mr.  Bennett  reported  that  through  the  establishment 
of  counselling  committees,  the  Committee  on  The  Young 
Engineer  has  become  personal  to  each  branch  of  the  In- 
stitute and,  rather  than  present  a  report  on  the  work  of 
the  committee  as  a  whole,  he  would  have  preferred  to  re- 
ceive comments  from  the  members  of  the  various  bran- 
ches attending  the  meeting.  Many  of  the  branches  have 
already  organized  their  counselling  committees,  in  many 
cases  the  chairman  of  the  branch  being  on  the  committee. 
Good  progress  had  been  made  in  the  distribution  of  the 
booklet  "  The  Profession  of  Engineering  in  Canada." 
Copies  of  the  E.C.P.D.  booklet,  "  Engineering  as  a 
Career,"  and  their  Guidance  Manual  had  also  been  dis- 
tributed in  Canada  by  Mr.  Bennett's  committee.  The  re- 
sponse had  been  most  encouraging. 

A  suggestion  had  been  made  that  there  should  be  a 
French  translation  of  the  Canadian  booklet  for  distri- 
bution in  the  province  of  Quebec.  Mr.  Bennett  also  felt 
that  the  committee  would  need  three  or  four  thousand 
additional  copies  of  the  English  edition  to  carry  on  for  the 
next  year  or  so.  He  would  like  authority  to  purchase  these 


additional  copies.  The  president  referred  the  matter  to 
Vice-President  Beaubien,  chairman  of  the  Finance  Com- 
mittee, who  thought  that  such  an  expendiutre  could  be 
provided  for.  Accordingly,  on  the  motion  of  Mr.  Hall, 
seconded  by  Mr.  Sills,  it  was  unanimously  resolved  that 
the  matter  of  additional  copies  of  the  booklet  be  referred 
to  the  Finance  Committee  with  power  to  act. 

Mr.  Bennett  also  reported  that  the  question  of  Students' 
and  Juniors'  Prizes  was  receiving  consideration  by  his 
committee.  In  his  opinion  these  prizes  should  be  continued 
and  Students  and  Juniors  of  the  Institute  should  be  en- 
couraged to  submit  papers.  Opinions  are  being  obtained 
from  the  various  branches  and  a  report  will  be  submitted 
as  soon  as  possible. 

The  president  thanked  Mr.  Bennett  for  his  very  in- 
formative report  and  expressed  the  hope  that  this  very 
gratifying  activity  of  the  Institute  would  be  carried  on  in 
the  future  as  it  had  in  the  past  with  a  great  deal  of  vigour 
and  foresight. 

A  number  of  applications  were  considered  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members    6 

Juniors    2 

Students    4 

Affiliates   3 

Transfers 
Student  to  Junior 1 

As  president  of  the  Dominion  Council  of  Professional 
Engineers,  Mr.  McCannel  extended  the  sincere  thanks  of 
that  Council  for  the  gracious  way  in  which  he  had  been 
received  at  the  Council  meeting — a  further  evidence  of 
the  courtesy  which  has  always  been  extended.  Mr.  Mc- 
Cannel also  expressed  his  pleasure  at  being  able  to  attend 
the  lectures  given  by  Professor  Webster  and,  on  behalf  of 
the  Dominion  Council,  extended  congratulations  to  the 
Institute  for  their  efforts  in  sponsoring  this  very  valuable 
series  of  lectures. 

In  response  to  Mr.  Vance's  enquiry,  the  president 
stated  that  he  hoped  to  visit  the  Quebec  and  Maritime 
branches  during  the  latter  part  of  July  and  the  first  part 
of  August.  He  would  be  glad  to  visit  any  of  the  Ontario 
branches  that  he  had  not  already  visited,  at  the  con- 
venience of  the  branches  themselves.  Replying  to  Mr. 
Hall,  the  president  stated  that  he  would  be  greatly  pleas- 
ed if  any  members  of  Council  could  accompany  him  on 
any  of  these  visits.  He  had  not  made  the  suggestion  as  he 
did  not  wish  to  impose  on  the  councillors.  He  knew  they 
were  all  extremely  busy  people. 

There  being  no  further  business,  the  Council  rose  at 
five  o'clock  p.m. 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  May  16th,  1942,  at  ten  thirty 
a.m. 

Present:  President  C.  R.  Young  in  the  chair;  Vice- 
Presidents  deGaspé  Beaubien  and  K.  M.  Cameron;  Coun- 
cillors E.  D.  Gray-Donald,  J.  G.  Hall,  W.  G.  Hunt,  M. 
G.  Saunders  and  H.  R.  Sills;  Treasurer  E.  G.  M.  Cape; 
Past-Councillor  R.  A.  Spencer,  of  Saskatoon;  Secretary 
Emeritus  R.  J.  Durley,  General  Secretary  L.  Austin 
Wright  and  Assistant  General  Secretary  Louis  Trudel. 

The  general  secretary  presented  a  letter  from  Mr.  Thos. 
E.  Storey,  secretary  of  the  Joint  Committee  on  Co-opera- 
tion in  Manitoba,  together  with  a  copy  of  a  proposed  co- 
operative agreement  between  the  Association  of  Profes- 
sional Engineers  of  the  Province  of  Manitoba  and  The 
Engineering  Institute  bf  Canada,  which  had  been  ap- 
proved for  submission  to  the  Institute  by  the  Council  of 


384 


June,  1942     THE  ENGINEERING  JOURiN  \L 


the  Association  and  the  Executive  of  the  Winnipeg  Branch 
of  the  Institute. 

The  proposal  had  been  studied  by  the  Institute's  Com- 
mittee on  Professional  Interests,  and  the  general  secre- 
tary read  a  letter  from  Mr.  Challies,  the  chairman  of  that 
committee,  advising  that  general  approval  had  been  given 
to  the  proposal  by  his  committee.  The  committee  was  of 
the  opinion  that  with  some  clarification  and  some  minor 
changes,  the  proposal  should  be  acceptable  to  the  Insti- 
tute. Mr.  Challies  suggested  that  if  the  Council  would 
approve  of  the  general  principle  of  the  agreement,  his 
committee  would  discuss  the  matter  with  the  joint  com- 
mittee and  later  submit  a  final  draft  for  the  acceptance  of 
Council. 

Council  recorded  its  pleasure  at  receiving  this  proposed 
agreement,  and  on  the  motion  of  Mr.  Beaubien,  seconded 
by  Mr.  Gray-Donald,  it  was  unanimously  resolved  that 
Council,  on  the  recommendation  of  the  Committee  on 
Professional  Interests,  approves  of  the  general  principle 
of  the  proposed  agreement,  and  leaves  the  matter  of  fur- 
ther negotiations  in  the  hands  of  that  committee. 

The  general  secretary  read  a  letter  from  the  executive 
of  the  Saint  John  Branch  which  expressed  appreciation 
of  the  progress  which  has  already  been  made  towards  co- 
operation with  Provincial  Professional  Associations,  and 
urging  that  negotiations  be  continued  with  other  provinces 
so  that  greater  benefits  would  accrue  to  the  engineers  in 
all  parts  of  Canada.    This  was  noted. 

The  general  secretary  read  a  letter  which  the  president 
had  written  to  the  High  Commissioner  for  the  United 
Kingdom  in  Canada  expressing  the  Institute's  apprecia- 
tion of  the  courtesy  extended  in  permitting  Professor  F. 
Webster,  Deputy  Chief  Engineer  of  the  British  Ministry 
of  Home  Security,  to  give  the  series  of  lectures  at  Toronto. 
He  also  read  an  acknowledgment  from  the  Acting  High 
Commissioner,  Sir  Patrick  Duff. 

The  general  secretary  reported  that  after  consultation 
with  the  president  and  Professor  Webster  it  had  been  de- 
cided to  copyright  the  material  covering  the  Webster  lec- 
tures. This  was  being  done  in  order  to  prevent  unauthor- 
ized persons  from  reprinting  all  or  any  portion  of  it.  Pro- 
fessor Webster  has  requested  that  the  notes  be  circulated 
only  to  those  persons  who  attended  the  lectures  and  to 
appropriate  organizations  selected  by  the  Institute.  This 
action  was  unanimously  approved. 

The  general  secretary  reported  that  after  discussions 
with  the  president  as  to  the  procedure  to  be  followed  with 
a  view  to  implementing  the  application  of  the  informa- 
tion received  from  Professor  Webster,  as  had  been  sug- 
gested at  the  Toronto  meeting  of  Council,  a  letter  had 
been  sent  to  the  Institute  branches  suggesting  that  in  each 
branch  a  committee  be  set  up  consisting  of  the  chairman 
and  councillors  of  the  branch  and  those  persons  who  had 
attended  the  lectures,  such  committees  to  discuss  local 
conditions,  methods  of  adapting  the  material,  and  to  de- 
cide how  and  to  whom  the  material  should  be  distributed. 

It  was  noted  that  the  financial  statement  to  the  end  of 
April  had  been  examined  and  found  satisfactory. 

Following  the  practice  established  last  year,  it  was 
unanimously  resolved,  on  the  recommendation  of  the  Fin- 
ance Committee,  that  the  annual  fees  of  members  resident 
in  the  United  Kingdom  be  remitted  for  the  year  1942. 

The  general  secretary  read  a  resolution  from  the  ex- 
ecutive of  the  Saint  John  Branch  suggesting  that  an  op- 
portune time  now  existed  for  improving  the  status  of  the 
engineer  in  the  Royal  Canadian  Engineers  and  other  en- 
gineering services  in  the  Canadian  Army  by  obtaining 
rank  and  pay  equivalent  to  that  accorded  to  the  medical 
and  dental  services,  and  asking  that  immediate  action  be 
taken  by  the  Council  of  the  Institute  to  bring  this  mat- 


ter to  the  attention  of  the  Minister  of  National  Defence. 

The  general  secretary  stated  that  this  matter  had  been 
before  Council  on  several  occasions,  and  that  there  had 
been  considerable  correspondence  with  the  Minister  of 
National  Defence.  At  one  time  it  had  seemed  that  some 
progress  was  being  made,  with  particular  reference  to 
the  engineers  in  the  Ordnance  Department,  but  at  that 
time  the  whole  set-up  had  been  changed  and  engineers 
were  taken  out  of  that  Department  entirely,  except  for 
maintenance  work.  Engineers,  unlike  the  doctors  and  den- 
tists, did  not  have  one  single  organization  representing 
them,  or  a  common  basis  of  education  and  accrediting. 
This,  coupled  with  the  fact  that  professional  engineering 
work  in  the  army  is  now  being  done  largely  by  civilians, 
was  the  main  difficulty.  In  acknowledging  receipt  of  the 
resolution,  the  general  secretary  had  explained  the  situa- 
tion to  the  branch.  The  resolution  and  correspondence 
were  noted,  and  the  general  secretary  stated  that  he  would 
keep  in  touch  with  the  situation  at  Ottawa,  to  see  if  any- 
thing could  be  done. 

A  number  of  applications  were  considered  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members    11 

Students   14 

Affiliates   4 

Transfers 

Junior  to  Member 1 

Student  to  Member  1 

Students  to  Juniors 3 

The  president  welcomed  Professor  R.  A.  Spencer  of 
Saskatoon,  who  was  visiting  in  the  city,  and  asked  if  he 
had  anything  he  would  like  to  bring  up  at  the  meeting. 

Professor  Spencer  stated  that  he  had  come  to  Ottawa 
as  part  of  a  delegation  to  attend  a  conference  called  by 
the  Wartime  Bureau  of  Technical  Personnel,  under  the 
chairmanship  of  General  LaFleche,  to  consider  the  ques- 
tion of  engineering  requirements  for  the  active  services 
and  industry  for  the  coming  year,  and  a  proposal  to  fun- 
nel those  requirements  through  one  common  channel.  The 
requirements  greatly  exceeded  the  supply,  but  the  Bureau 
pointed  out  that  by  withdrawing  men  from  non-essential 
industry  it  would  be  possible  to  bridge  the  gap  to  a  great 
extent.  The  Bureau  recommended  that  the  engineering 
schools  handle  as  many  students  as  they  could  accommo- 
date. All  applications  for  technical  personnel  (students 
and  graduates)  would  now  come  through  the  Bureau, 
which  was  a  great  step  forward.  A  Board  would  be  set 
up  in  each  university  to  consider  individual  cases,  and 
after  consultation  with  the  students  themselves  recom- 
mendations would  be  made  as  to  where  they  should  go. 
In  Professor  Spencer's  opinion  the  conference  had  been 
a  great  success. 

Professor  Spencer  commented  on  the  success  of  the  re- 
cent visit  of  the  president  to  Saskatoon.  Such  visits  were 
an  important  part  in  the  unification  of  engineers  across 
Canada,  and  should  be  established  as  a  permanent  feature. 

COMING  MEETINGS 

Eastern  Photoelasticity  Conference  —  Fifteenth 
Semi-Annual  Meeting  at  the  University  Club,  40  Trinity 
Place,  Boston,  Mass.,  on  Saturday,  June  20,  1942. 

American  Water  Works  Association — Sixty-second 
Annual  Convention  at  Stevens  Hotel,  Chicago,  111.,  June 
21-25.  Executive  Secretary,  Harry  E.  Jordan,  22  East 
40th  Street,  New  York,  N.Y. 


THE  ENGINEERING  JOURNAL     June,  1942 


385 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  May  16th,  1942,  the  following 
elections  and  transfers  were  effected: 

Members 

Bell,  Clarence  William,  b.sc.  (Civil)  (Univ.  of  Sask.),  asst.  branch  mgr., 

Currie  Products  Ltd.  Toronto,  Ont. 
Burdett,  George  Henry,  b.a.sc,  ce.  (Ecole  Polytechnique),  regional 

representative,  Wartime  Bureau  of  Technical  Personnel,  Montreal, 

Que. 
Collard,   Richard   Reeve,    Air   Commodore,    director   of   works   and 

bldgs.,  R.C.A.F.,  Ottawa,  Ont. 
Morrison,  Charles  Austin,  b.a.sc.  (Elec.)   (Univ.  of  Toronto),  mgr., 

lamp  sales  divn.,  Canadian  General  Electric  Co.  Ltd.,  Montreal, Que. 
Thome,  Edward  Charles,   Major,   r.c.e.,   Department  of  National 

Defence,  Ottawa,  Ont. 
Vinet,    Jacques,    b.a.sc,    ce.    (Ecole    Polytechnique),    cost    engr., 

A.  Janin  &  Co.  Ltd.,  Gaspe,  Que. 

Affiliates 

Johnson,  Stanley,  (School  of  Technology,  Manchester),  gen.  supt.  of 

mfg.,  Johnson  Wire  Works  Ltd.,  Montreal,  Que. 
Loranger,  Aime,  Canadian  Propellers  Ltd.,  Montreal,  Que. 
Seed,  Charles  Edward,  asst.  engr.,  Angus  Robertson  Construction  Co., 

Ottawa,  Ont. 
White,  Gerald  Langdale,  b.a.sc.  (Chem.)  (Univ.  of  Toronto),  editor 

and  asst.  business  mgr.,  Westman  Publications  Ltd.,  Toronto,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Hyman,  Howard  Davison,  b.sc.   (Civil)  (McGill  Univ.),  gen.  mgr., 

J.  R.  Booth  Ltd.,  Ottawa,  Ont. 
Ruggles,  Edgar  Lenfest,  b.sc.  (Civil)   (Univ.  of  Sask.),  field  engr., 

The  Bird-Archer  Co.  Ltd.,  Regina,  Sask. 


Transferred  from  the  class  of  Student  to  that  of  Member 

Rogers,  Howard  W.,  b.sc.  (Elec.)  (McGill  Univ.),  sales  engr.,  asst. 
to  branch  mgr.,  Canadian  Blower  &  Forge  Co.  Ltd.  and  Canada 
Pumps  Ltd.,  Montreal,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Read,  Frederick  Cyril,  b.a.sc.  (Chem.)  (Univ.  of  Toronto),  research 
asst.,  Dominion  Tar  &  Chemical  Co.,  Montreal,  Que. 

Watters,  Edgar  Steen,  b.sc.  (Elec.)  (Univ.  of  N.B.),  radio  operator, 
Station  C.B.A.,  Sackville,  N.B. 

Wiebe,  Leslie,  b.sc.  (Mech.)  (Univ.  of  Sask.),  chief  dftsman.,  Mac- 
Donald  Bros.  Aircraft  Ltd.,  Robinson  St.  Divn.,  Winnipeg,  Man. 

Students  Admitted 

Baird,  Robert  Gordon,  (Univ.  of  N.B.),  287  King  St.  W.,  Saint 
John,  N.B. 

Cox,  Kenneth  Victor,  (Univ.  of  N.B.),  572  Needham  St.,  Fredericton, 
N.B. 

Hibbard,  David  Ernest,  (Univ.  of  Toronto),  186  St.  George  St., 
Toronto,  Ont. 

Jewett,  Arthur  Earle,  (Univ.  of  N.B.),  101  Aberdeen  St.,  Fredericton, 
N.B. 

Kennedy,  Robert  William,  (McGill  Univ.),  6922  De  Montmagny 
Ave.,  Montreal,  Que. 

Marr,  Ralph  Burton,  (Univ.  of  N.B.),  P.O.  Box  285,  Fairville,  N.B. 

Peabody,  Gerald  Stead,  (Univ.  of  N.B.),  North  Devon,  N.B. 

Quist,  Jack  Ernest,  (Univ.  of  Toronto),  310  Monaghan  Road,  Peter- 
borough, Ont. 

Shaw,  Douglas  Thomas,  (McGill  Univ.),  2204  Prud'homme  Ave., 
Montreal,  Que. 

Smith,  Walter  Marshall,  (Univ.  of  N.B.),  554  Brunswick  St.,  Freder- 
icton, N.B. 

Thibault,  Bernard,  (Ecole  Polytechnique),  4080  St.  Hubert  St., 
Montreal,    Que. 

Wirtanen,  Ernest  W.,  b.sc.  (Elec.)  (Milwaukee  School  of  Engineering) 
313  Maitland  Ave.,  Peterborough,  Ont. 


Personals 


The  Hon.  C.  D.  Howe,  hon.  M.E.I.C.,  received  an  honorary 
degree  of  ll.d.,  at  the  convocation  held  at  Queen's  Univer- 
sity last  month. 

J.  E.  Porter,  m.e.i.c,  has  recently  been  elected  vice- 
president  and  director  of  Ford  Motor  Company  of  Canada, 
Limited.  A  graduate  from  the  University  of  Toronto  in  the 
class  of  1915,  he  joined  the  staff  of  the  Department  of 


J.  E.  Porter,  M.E.I.C. 

Public  Works  of  Canada  as  assistant  engineer  in  the  dis- 
trict of  western  Ontario.  In  1918  he  went  with  the  Canadian 
Steel  Corporation  Limited  at  Ojibway,  Ont.,  as  field 
engineer  and  inspector.  In  1922  he  joined  the  staff  of  the 
Ford  Motor  Company  and  was  in  charge  of  the  civil 
engineering  branch.  Later  he  became  in  charge  of  all 
engineering  activities  of  the  company  and  last  July  he  was 
appointed  general  superintendent  of  the  company. 


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


In  1926  Mr.  Porter  was  a  councillor  of  the  Institute 
representing  the  Border  Cities  Branch. 

Dr.  Arthur  Surveyer,  m.e.i.c,  consulting  engineer  of 
Montreal  and  past-president  of  the  Institute  has  recently 
been  appointed  a  member  of  the  National  Research  Council. 

D.  R.  Smith,  m.e.i.c,  is  the  newly  elected  chairman  of 
the  Saint  John  Branch  of  the  Institute.  Born  at  St.  Martin's, 
N.B.,  he  was  educated  at  the  University  of  New  Brunswick 
and  graduated  in  1910  as  a  civil  engineer.  For  a  few  years 
after  graduation  he  was  employed  as  assistant  to  G.  G. 
Murdoch,  consulting  engineer  at  Saint  John.  From  1913  to 
1915  he  was  in  private  practice  as  a  civil  engineer  on  sur- 
veys, water  and  sewer  construction  and  suburban  develop- 
ment. 

During  the  last  war  he  served  overseas  from  1916 
to  1919. 

Mr.  Smith  is  now  director  of  works  of  the  City  of  Saint 
John. 

Dr.  C.  A.  Robb,  m.e.i.c,  who  had  been  on  the  staff  of 
the  University  of  Alberta  for  twenty-five  years,  has  recently 
accepted  a  position  with  the  Aluminum  Company  of  Canada 
Limited  in  Montreal.  At  the  outbreak  of  the  present  war 
Dr.  Robb  was  put  in  charge  of  the  Gauge  Division  of  the 
War  Supply  Board.  Later  he  was  power  consultant  in  the 
munitions  branch  of  the  Department  of  Munitions  and 
Supply. 

Colonel  H.  J.  Lamb,  m.e.i.c,  is  now  with  the  Department 
of  Munitions  and  Supply  as  resident  technical  officer,  at 
the  strip  mill  of  Anaconda  American  Brass  Limited,  New 
Toronto.  Colonel  Lamb  is  a  past  president  of  the  Associa- 
tion of  Professional  Engineers  of  Ontario. 


386 


June,  1942    THE  ENGINEERING  JOURNAL 


W.  A.  Duff,  m.e.i. c,  has  recently  retired  from  the  position 
of  engineer  of  bridges  and  roadway,  Canadian  National 
Railways.  A  native  of  Wentworth  County,  Ont.,  Mr.  Duff 
has  had  a  professional  career  of  41  years,  35  of  which  have 
been  in  railway  services  and  four  years  with  bridge  con- 
struction companies  in  the  United  States  and  Canada. 

Graduating  in  applied  science  from  the  University  of 
Toronto,  in  1901  his  first  position  was  as  draughtsman  and 
engineer  with  the  Vancouver,  Victoria  and  Eastern  Railway 
in  the  Kettle  Valley,  B.C.,  but  he  came  East  a  year  later 
to  join  the  Grand  Trunk  at  Hamilton.  Then  followed  a 
four-year  period  with  bridge  companies  and  in  1907  Mr. 
Duff  became  assistant  bridge  engineer  for  the  National 
Transcontinental  Railway  at  Ottawa,  later  becoming 
engineer  of  bridges  for  the  Canadian  Government  Railways 
at  Moncton,  and  then  assistant  chief  engineer.  In  1920  he 
was  transferred  to  the  Canadian  National  Railways  as 
engineer  of  standards  and  in  1932  his  responsibilities  were 


Professor  R.  W.  Angus,  hon. m.e.i.c,  head  of  the  depart- 
ment of  mechanical  engineering  at  the  University  of 
Toronto,  has  received  the  George  Warren  Fuller  Award  of 
the  American  Water  Works  Association  "for  his  noteworthy 
contributions  to  research  in  water  hammer  and  other 
hydraulic  subjects."  The  award  was  presented  to  him  at 
the  annual  convention  of  the  Canadian  Section  of  the 
American  Water  Works  Association  held  at  Niagara  Falls 
last  April. 

J.  A.  Ouimet,  m.e.i.c,  joint  chief  engineer  of  the  Canadian 
Broadcasting  Corporation,  has  been  elected  chairman  of 
the  Montreal  Branch  of  the  Institute  of  Radio  Engineers. 

J.  V.  Rogers,  m.e.i.c,  was  transferred  at  the  beginning  of 
this  year  from  the  position  of  chief  draughtsman  to  that 
of  plant  engineer  with  the  Alberta  Nitrogen  Products 
Limited,  and  is  in  charge  of  all  construction  and  main- 
tenance work. 


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


R.  O.  Stewart,  M.E.I.C. 


J.  A.  Ellis,  M.E.I.C. 


enlarged  by  appointments  as  engineer  of  bridges  and  road- 
way. 

R.  O.  Stewart,  m.e.i.c,  has  been  appointed  engineer  of 
bridges  with  Canadian  National  Railways  at  Montreal. 
Born  at  Lindsay,  Ont.,  he  graduated  with  honours  in 
applied  science  from  the  University  of  Toronto  in  1911. 
His  first  position  was  with  the  Dominion  Bridge  Company 
in  1910  and  in  1913  he  became  assistant  bridge  engineer  for 
the  Canadian  Government  Railways  at  Moncton.  After 
the  organization  of  the  Canadian  National  Railways  Mr. 
Stewart  became  assistant  engineer  of  standards,  first  at 
Toronto,  then  at  Montreal  remaining  in  the  latter  city 
through  subsequent  promotions. 

René  Dupuis,  m.e.i.c,  has  recently  been  appointed 
director  of  the  new  department  of  electrical  engineering  of 
Laval  University,  Quebec. 

He  began  his  engineering  education  at  McGill  University, 
Montreal,  and  completed  his  course  at  Nancy,  France, 
where  he  obtained  his  diplomas  in  Mechanics  and  Physics. 
He  also  studied  Political  Economy.  Returning  to  Canada, 
Mr.  Dupuis  was  employed  for  two  years  by  the  Canadian 
Westinghouse  Company,  Hamilton,  Ont.  From  1928  to 
1930,  he  was  employed  in  the  repair  shop  of  the  Shawinigan 
Water  and  Power  Company  at  Three  Rivers,  where  his 
work  brought  him  into  relation  with  Quebec  Power  Com- 
pany engineers.  In  1930  he  was  invited  to  go  to  Quebec 
as  assistant  superintendent  of  the  power  division.  In  1937 
he  was  appointed  superintendent  of  that  division  and  in 
1939  he  became  assistant  general  superintendent  of  the 
company. 

Mr.  Dupuis  has  also  been  appointed  lately  a  member  of 
the  Superior  Board  of  Technical  Education  of  the  province. 
He  has  been  lecturing  at  Laval  University  for  the  last  two 
years  in  the  Mining  and  Metallurgical  Department. 


J.  A.  Ellis,  m.e.i.c,  has  been  appointed  engineer  of  track 
for  Canadian  National  Railways  at  Montreal.  He  was  born 
at  Arbroath,  Scotland,  and  his  engineering  qualifications 
were  gained  at  the  City  and  Guilds  Technical  College, 
London.  Following  service  on  underground  railway  con- 
struction in  London  and  with  the  former  Great  Northern 
Railway,  now  part  of  the  London  and  North  Eastern,  Mr. 
Ellis  spent  five  years  on  construction  and  maintenance  with 
the  Oudh  and  Rohilkhund  State  Railway  in  India.  He  came 
to  Canada  in  1911  and  joined  the  Canadian  Northern  Rail- 
way, later  entering  the  service  of  the  Canadian  Government 
Railways  at  Moncton  where  he  afterwards  became  office 
engineer.  In  1921  Mr.  Ellis  was  appointed  assistant  engineer 
of  roadway  standards  for  the  Canadian  National  Railways 
at  Toronto,  later  being  transferred  to  Montreal  in  a  similar 
capacity  and  continuing  these  duties  until  his  present 
appointment. 

George  E.  Kent,  m.e.i.c,  has  recently  returned  from 
Talara,  Peru,  where  he  was  assistant  refinery  superintendent 
with  the  International  Petroleum  Company.  He  has  now 
gone  to  Regina,  Alta.,  to  take  the  position  of  assistant 
refinery  superintendent  with  Imperial  Oil  Limited. 

George  H.  Midgley,  m.e.i.c,  who  was  loaned  to  Wartime 
Merchant  Shipping  Limited,  Montreal,  has  now  returned 
to  Dominion  Bridge  Company  Limited,  Lachine,  Que. 
During  the  past  year  he  has  been  acting  as  chief  engineer, 
manager  of  purchasing  division,  etc.,  for  Wartime  Mer- 
chant Shipping  Limited.  Owing  to  ill  health  it  was  necessary 
for  him  to  take  a  considerable  rest.  Mr.  Midgley  has  now 
recovered  and  is  in  charge  of  certain  phases  of  Dominion 
Bridge  Company's  war  work. 

R.  L.  Morrison,  m.e.i.c,  who  is  employed  with  Messrs. 
Airspeed    (1934)    Limited   at    Portsmouth,    England,   has 


THE  ENGINEERING  JOURNAL     June,  1942 


387 


recently  been  transferred  from  the  grade  of  Associate  to 
that  of  Associate  Fellow  in  the  Royal  Aeronautical  Society. 

R.  M.  Hardy,  M.E.I.C.,  of  the  Department  of  Civil  Engineer- 
ing at  the  University  of  Alberta  is  in  Montreal  for  the 
summer  months  and  is  employed  in  the  general  engineering 
department  of  the  Aluminum  Company  of  Canada  Limited. 

W.  E.  Weatherbie,  m.e.i.c,  has  accepted  a  position  with 
the  Aluminum  Company  of  Canada  at  Shawinigan  Falls, 
Que.  He  has  spent  the  past  two  years  at  Trinidad,  B.W.I., 
employed  by  the  Trinidad  Leaseholds  Limited  and  later 
with  Walsh  and  Driscoll,  contractors. 

Bernard  Collitt,  m.e.i.c,  was  elected  a  director  of  Jenkins 
Brothers  Limited  at  the  recent  annual  meeting  of  the 
shareholders  held  in  Montreal.  He  has  been  metallurgist 
with  the  company  for  the  past  twelve  years. 


G.  B.  Batanoff,  s.e.i.c,  has  joined  the  staff  of  the  Cana- 
dian General  Electric  Company  and  is  working  in  their 
plant  at  Peterborough,  Ont.  He  graduated  from  the 
University  of  Saskatchewan  in  mechanical  engineering  this 
spring. 

G.  A.  Mussen,  s.e.i.c,  is  now  employed  by  Amalgamated 
Electric  Corporation  Limited  in  Toronto.  He  graduated  in 
electrical  engineering  from  McGill  University  in  the  class 
of  1935,  and  had  been  employed  by  the  Dominion  Bridge 
Company,  Montreal,  since  1937. 

G.  W.  Griffin,  m.e.i.c,  has  recently  been  appointed 
secretary-treasurer  of  the  Saint  John  Branch  of  the  Insti- 
tute. Mr.  Griffin  is  assistant  engineer  of  the  Canadian 
Pacific  Railway  at  Saint  John,  N.B. 

Major  Frank  S.  Milligan,  m.e.i.c,  is  attached  to  Military 


Bernard  Collitt,  M.E.I.C. 


Viggo  Jepsen,  M.E.I.C. 


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


Born  in  Lincoln,  England,  Mr.  Collitt  was  educated  at 
Queen  Elizabeth's  Grammar  School,  Gainsborough.  After  a 
thorough  training  in  chemistry  in  London,  he  studied 
metallurgy  in  Sheffield  and  in  Germany  and  came  to 
Canada  in  1909.  During  the  Great  War  of  1914-1918  he 
was  chief  chemist  and  metallurgist  with  Ruston  and 
Hornsby  Limited,  of  Lincoln,  England,  a  company  which 
at  that  time  employed  over  10,000  workpeople  in  the 
manufacture  of  aeroplanes,  aero-engines,  submarine  engines, 
tank  engines,  tractors,  paravanes  and  numerous  other 
munitions  of  war.  Holding  high  qualifications  both  as  an 
engineer  and  a  chemist,  he  has  had  a  wide  experience  in 
the  application  of  metallurgy  and  chemistry  to  engineering 
and  is  well  known  to  the  leading  metallurgists  of  the 
Dominion  and  to  many  of  those  in  the  United  States. 

In  1937  he  was  chairman  of  the  Montreal  Chapter  of  the 
American  Society  for  Metals. 

Viggo  Jepsen,  m.e.i.c,  is  the  newly  elected  chairman  of 
the  St.  Maurice  Valley  Branch  of  the  Institute.  He  was  born 
and  educated  in  Denmark  and  came  to  Canada  in  1928. 
He  joined  the  staff  of  the  Shawinigan  Water  and  Power 
Company,  Limited  where  he  was  engaged  in  power  develop- 
ment. In  1932  he  went  with  James  A.  Ogilvy's  Limited, 
Montreal,  as  sales  engineer  for  oil  burning  equipment.  For  a 
few  months  in  1936  he  worked  on  the  installation  of  caustic 
treatment  plant  at  the  Canadian  Copper  Refineries  Limited, 
Montreal.  Later  in  the  same  year  he  joined  the  staff  of 
Consolidated  Paper  Corporation,  Limited,  in  the  Lauren- 
tide  Division,  at  Grand'Mère,  Que.,  and  soon  became  chief 
draughtsman,  a  position  which  he  still  occupies. 

Guillaume  Piette,  jr.E.i.c,  has  received  his  degree  of 
Master  of  Science  in  Engineering  after  two  years  of  post- 
graduate work  at  the  University  of  Michigan,  Ann  Arbor. 
He  graduated  as  a  B.A.Sc.  from  Ecole  Polytechnique  of 
Montreal  in  1939  and  he  is  at  present  employed  with  the 
Department  of  Highways  at  Quebec. 


District  No.  2  as  district  engineer  officer.  During  the  last 
war  Major  Milligan  served  overseas  with  the  Royal 
Engineers,  206th  Field  Company  in  France.  As  a  civilian 
he  was  in  private  practice  in  Toronto. 

Robert  A.  Cunningham,  s.e.i.c,  has  joined  the  staff  of 
E.  G.  M.  Cape  and  Company  at  St.  John's,  Newfoundland. 
He  was  formerly  with  Price  Brothers  and  Company, 
Limited,  at  Kenogami,  Que.  He  graduated  from  Queen's 
University  with  the  degree  of  B.Sc,  in  civil  engineering  in 
the  class  of  1941. 

Flying-Officer  Raymond  P.  Woodfield,  s.e.i.c,  is  now 
attached  to  Air  Force  Headquarters  at  Ottawa  after  taking 
a  course  in  aeronautical  engineering  at  Montreal.  Previous 
to  his  enlistment,  he  was  on  the  staff  of  Canadian  Westing- 
house  Company,  Hamilton,  Ont.  Flying-Officer  Woodfield 
graduated  from  the  University  of  Manitoba  in  electrical 
engineering  with  the  degree  of  B.Sc,  in  the  class  of 
1939. 

W.  R.  Topham,  s.e.i.c,  has  been  commissioned  as  a  pilot 
officer  in  the  R.C.A.F.  and  is  at  present  stationed  in  the 
school  of  aeronautical  engineering  at  Montreal.  Before  his 
enlistment  he  was  on  the  staff  of  the  Canadian  Industries 
Limited  at  Beloeil,  Que. 

Frederick  Dixon,  s.e.i.c,  has  joined  the  staff  of  the 
Westinghouse  Electric  and  Manufacturing  Company, 
Limited,  Atlanta,  Georgia,  U.S.A.,  and  he  expects  to  take 
the  co-operative  course  in  electrical  engineering  at  the 
Georgia  School  of  Technology.  He  was  previously  employed 
as  a  junior  in  the  engineering  department  of  Bepco  Canada 
Limited,  Montreal. 

Gilbert  Proulx,  s.e.i.c,  has  recently  joined  the  staff  of 
the  Saguenay  Electric  Company  at  Chicoutimi,  Que.,  as 
assistant  to  the  superintendent.  He  had  been  employed  by 


388 


June,  1942    THE  ENGINEERING  JOURNAL 


;he  Dominion  Bridge  Company,  Limited  in  Montreal  since 
lis  graduation  from  Ecole  Polytechnique  in  1941. 

John  C.  Hamilton,  s.E.i.c,  has  taken  a  position  with  the 
Canadian  International  Paper  Company,  Limited,  at  Three 
Rivers,  Que.  He  graduated  this  spring  from  Queen's  Univer- 
sity. 

Ulan  C.  Findlay,  s.E.i.c,  who  has  received  his  degree 
rom  McGill  University  this  spring  is  now  employed  by  the 
steel  Company  of  Canada,  Montreal. 

\.  A.  Martin,  s.E.i.c,  has  taken  a  position  in  the  aircraft 
lepartment  of  Canadian  Vickers  Limited,  at  Montreal.  He 
eceived  his  degree  from  Ecole  Polytechnique  last  month. 

*.  W.  Bishop,  s.E.i.c,  who  graduated  from  the  University 
>f  New  Brunswick  this  spring  has  joined  the  staff  of 
Demerara  Bauxite  Company  at  Mackenzie,  British  Guiana. 

VISITORS  TO  HEADQUARTERS 
r.  J.  Hurley,  s.E.i.c,  of  Toronto,  Ont.,  on  April  27th,  1942. 

Fohn  E.  Cade,  m.e.i.c,  assistant  chief  engineer,  Fraser 
Companies  Limited,  Edmundston,  N.B.,  on  April  27th, 
942. 

Hajor  Alexandre  Dugas,  Officers'  Training  Centre, 
îrockville,  Ont.,  on  April  29th,  1942. 

1.  N.  Galli,  s.E.i.c,  Winnipeg,  Man.,  on  April  30th,  1942. 

W.  V.  Morris,  s.E.i.c,  Winnipeg,  Man.,  on  April  30th, 
942. 

Camille  Lessard,  M.e.i.c,  consulting  engineer,  Quebec, 
Jue.,  on  May  5th,  1942. 

VI.  F.  Dean,  s.E.i.c,  Halifax,  N.S.,  on  May  6th,  1942. 

îeorge  E.  Kent,  m.e.i.c,  Imperial  Oil  Limited,  Regina, 
3ask.,  on  May  8th,  1942. 

larold  A.  Fuller,  m.e.i.c,  engineer,  Tropical  Oil  Com- 
pany, Colombia,  South  America,  on  May  11th,  1942. 

R.  L.  Smith,  s.E.i.c,  Portreeve,  Sask.,  on  May  12th,  1942. 

VIorris  Fast,  s.E.i.c,  Aluminum  Company,  Shawinigan 
Falls,  Que.,  on  May  15th,  1942. 

Professor  R.  A.  Spencer,  m.e.i.c,  Department  of  Mechan- 
cal  Engineering,  University  of  Saskatchewan,  Saskatoon, 
sask.,  on  May  16th,  1942. 

VI.  G.  Saunders,  m.e.i.c,  Arvida,  Que.,  on  May  16th, 
L942. 

K.  M.  Cameron,  m.e.i.c,  chief  engineer,  Department  of 
Public  Works,  Ottawa,  Ont.,  on  May  16th,  1942. 

Pilot  Officer  E.  S.  Braddell,  m.e.i.c,  r.c.a.f.,  Winnipeg, 
Man.,  on  May  16th,  1942. 

Arnold  Haltrecht,  Affiliate  e.i.c,  National  Research 
Council,  Ottawa,  Ont.,  on  May  18th,  1942. 

John  E.  Pringle,  m.e.i.c,  Port-of -Spain,  Trinidad,  B.W.I., 
on  May  19th,  1942. 

P.  G.  Wolstenholme,  Affiliate  e.i.c,  Port-of-Spain, 
Trinidad,  B.W.I.,  on  May  19th,  1942. 

Charles  A.  Robb,  m.e.i.c,  Edmonton,  Alta.,  on  May 
20th,  1942. 

M.  B.  Watson,  m.e.i.c,  secretary-treasurer,  Dominion 
Council  of  Professional  Engineers,  Toronto,  Ont.,  on  May 
21st,  1942. 

Roy  W.  Emery,  m.e.i.c,  Demerara  Bauxite  Company, 
Mackenzie,  British  Guiana,  S.A.,  on  May  21st,  1942. 

P.  J.  MacDonald,  m.e.i.c,  Aluminum  Company  of 
Canada,  Kenogami,  Que.,  on  May  23rd,  1942. 

Guillaume  Piette,  jr.E.i.c,  Department  of  Highways, 
Quebec,  Que.,  on  May  23rd,  1942. 


Obituaries 


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

Thomas  Stiryaker  Armstrong,  m.e.i.c,  died  at  the 
hospital  in  Port  Arthur  on  March  25th,  1942.  He  was  born 
at  Liverpool,  England,  on  January  22nd,  1868.  He  came  to 
Canada  in  1878  and  began  his  engineering  career  as  a 
Dominion  land  surveyor  in  the  North-West  Territories. 
Two  years  later  he  was  with  the  location  and  construction 
department  of  the  Canadian  Pacific  Railway  working 
between  British  Columbia  and  Quebec. 

From  1890  to  1893  he  was  employed  by  the  Toronto 
Belt  Line  street  railway  system,  but  he  relinquished  this 
job  late  in  1893  to  take  a  position  with  the  Grand  Trunk 
Railway  and  the  Canadian  Pacific  Railway  as  locator  and 
construction  man. 

He  was  assistant  engineer  in  charge  of  location  and  con- 
struction for  the  Canadian  Pacific  Railway  between  Port 
Arthur  and  British  Columbia  for  nine  years  starting  in 


T.  S.  Armstrong,  M.E.I.C. 

1896,  and  in  1905  he  became  district  engineer,  District  F, 
in  charge  of  reconnaissance  and  location  for  the  Trans- 
continental Railway.  From  1906  to  1915  he  was  district 
engineer,  District  E,  located  at  Cochrane,  Ont. 

He  was  associated  for  four  months  in  1916  with  Professor 
Swain  in  a  valuation  of  Canadian  National  and  Canadian 
Pacific  Railways  properties,  and  in  1918  he  worked  on 
arbitration  of  Canadian  National  Railways  property.  From 
1920  to  1930  he  was  with  the  Toronto  Transportation 
Commission  and  from  1930  until  his  retirement  in  1937 
with  the  Northern  Development  Branch,  of  the  Depart- 
ment of  Highways  of  Ontario. 

In  recent  years  he  had  been  living  with  his  son,  T.  C. 
Armstrong,  Affiliate  E.I.C.,  at  Port  Arthur. 

Mr.  Armstrong  joined  the  Institute  as  a  Member  in  1907 
and  in  1926  he  was  made  a  Life  Member. 
G.  Rupert  Duncan,  m.e.i.c,  died  suddenly  at  his  home 
at  Port  Arthur  on  April  19th,  1942.  He  was  born  at  Ottawa, 
Ont.,  on  February  7th,  1878,  and  was  educated  at  McGill 
University,  Montreal,  where  he  graduated  in  electrical 
engineering  in  1900.  He  spent  the  following  year  as  a 
demonstrator  in  physics  at  McGill  and  received  the  degree 
of  M.Sc  for  post-graduate  research  work  in  1901.  He  then 
joined  the  staff  of  the  Montreal  Pipe  Foundry  Company 
at  Three  Rivers  as  electrical  and  mechanical  engineer  and 
he  went  to  Fort  William  with  this  company  in  1906  to 
supervise  the  construction  of  the  Canada  Iron  Foundries 
Limited.  The  plant  was  completed  in  1908  and  Mr.  Duncan 
stayed  as  superintendent  and  engineer  until  February,  1909, 
when  he  founded  the  firm  of  G.  R.  Duncan  and  Company, 
real  estate,  of  which  he  was  still  president  at  the  time  of 
his  death. 


THE  ENGINEERING  JOURNAL     June,  1942 


389 


He  was  also  managing  director  of  the  Superior  Brick  and 
Tile  Company,  Limited,  director  of  the  Fort  William  Com- 
mercial Chambers,  Limited,  manager  and  secretary  of  the 
Schreiber  Gold  Mines  Limited  and  the  Atikokan  Iron  and 
Lands  Limited. 


G.  R.  Duncan,  M.E.I.C. 

In  civic  affairs,  Mr.  Duncan  represented  Fort  William's 
Ward  3  as  an  alderman  on  the  City  Council  in  1916  and 
1917.  At  the  Atlantic  City  convention  in  June,  1919,  he 
was  elected  vice-president  of  the  National  Association  of 
Real  Estate  Boards.  The  same  year  and  the  following  year 
he  was  president  of  the  Fort  William  Board  of  Trade,  and 
president  of  the  Fort  William  Chamber  of  Commerce  in 
1932,  1933  and  1934. 

In  1934  and  1935  he  was  president  of  the  North  West 
Ontario  Associated  Chambers  of  Commerce.  He  was  a 
member  of  the  St.  John's  Ambulance  Association,  and  an 


officer  brother  of  the  Order  of  the  Hospital  of  St.  John  of 
Jerusalem. 

Mr.  Duncan  was  the  father  of  Gaylen  R.  Duncan, 
s.E.i.c,  of  McKeen  Sheet  Piling  Company,  Montreal,  and 
Frederick  Duncan,  s.E.i.c,  of  Canadian  General  Electric 
Company,  now  studying  law  at  Osgoode  Hall,  Toronto. 

Mr.  Duncan  joined  the  Institute  as  a  Student  in  1899 
and  was  transferred  to  Associate  Member  in  1902.  He 
became  a  Member  in  1940.  He  was  particularly  active  in 
Institute  affairs,  having  been  chairman  of  the  Lakehead 
Branch. 

Leonard  Ernest  Schlemm,  m.e.i.c,  died  suddenly  at  his 
home  in  Montreal  on  April  29th,  1942.  He  was  born  at 
Brooklyn,  N.Y.,  on  September  16th,  1878,  and  was  educated 
at  the  Massachusetts  Institute  of  Technology.  From  1903 
until  1908  he  was  engaged  on  railway  reconnaissance,  loca- 
tion and  construction  work  in  the  United  States.  He  then 
spent  two  years  with  Brett  and  Hall,  landscape  architects, 
Boston,  and  was  in  charge  of  their  construction  work. 

In  1910  he  came  to  Montreal  and  engaged  in  private 
practice  as  a  consultant  in  landscape  architecture  and  town 
planning.  During  his  successful  practice  he  carried  out 
developments,  such  as  Redpath  Crescent,  West  Crescent 
Heights,  Monklands,  Trafalgar  Circle,  Belvedere  Terrace, 
Mount  Alison  University  Grounds,  Town  of  Leaside, 
Toronto.  He  was  consulting  engineer  for  the  Towns  of 
Hampstead,  Mount  Royal  and  Beaconsfield,  Que.  He  was 
also  town  planning  consultant  for  the  Town  of  Irioquois 
Falls,  Ont. 

In  1930  he  was  appointed  by  the  City  Executive  Com- 
mittee of  Montreal  as  a  member  of  the  board  of  town 
planning.  He  also  served  for  a  time  as  chairman  of  the 
town  planning  section  of  the  Metropolitan  Planning  Board, 
Montreal. 

Mr.  Schlemm  joined  the  Institute  as  an  Associate  Mem- 
ber in  1913  and  he  was  transferred  to  Member  in  1923. 


News  of  the  Branches. 


CALGARY  BRANCH 


K.  W.  Mitchell,  m.e.i.c. 
J.  N.  Ford,  Jr. e. i.e. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


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


President  C.  R.  Young  visited  the  Calgary  Branch  on 
Friday,  April  10th,  1942.  After  a  busy  day,  Dean  Young 
had  dinner  with  the  Executive  Committee  of  the  branch 
at  the  Ranchmen's  Club,  and  immediately  following  the 
dinner  and  ensuing  discussions,  he  addressed  a  general 
meeting  of  the  branch  at  the  Glencoe  Club. 

The  president,  addressing  the  large  gathering,  presented 
a  comprehensive  and  interesting  picture  of  Institute  af- 
fairs. He  pointed  out  that  it  was  the  tradition  of  each 
newly  elected  president  to  visit  all  the  twenty-five  bran- 
ches of  the  Institute.  He  regretted  that  Mr.  L.  Austin 
Wright  was  not  able  to  make  the  western  trip  with  him, 
due  to  his  appointment  as  assistant  to  Mr.  Little,  director 
of  National  Selective  Service.  Mr.  Young  gave  figures 
showing  that  the  Institute  had  now  the  highest  member- 
ship in  its  history,  and  that  its  financial  position  was  very 
sound.  The  property  loss  at  Headquarters  was  dealt  with 
in  detail. 

Dean  Young  paid  tribute  to  the  work  being  done  by 
the  Bennett  Committee  on  the  training  and  advising  of 
the  young  engineer,  and  pointed  out  that  the  welfare  of 
the  young  engineer  was  one  of  the  most  important  jobs  of 
the  Institute. 

The  president  digressed  from  purely  Institute  affairs  at 
this  point  and  offered  his  views  on  technological  post  war 
activities  and  how  Canada  is  equipped  to  cope  with  this 
problem. 


"  We  have,"  he  said,  "  numerous  highly  trained  tech- 
nical personnel.  We  have  an  impressive  backlog  of  ideas 
and  inventions  that  never  have  been  developed.  We  are 
not  by  any  means  at  the  end  of  our  inventive  tether." 
Canadians  are  now  being  deprived  of  vast  quantities  of 
consumer  goods,  the  president  pointed  out,  and  we  will 
want  all  these  things  after  the  war.  Many  new  develop- 
ments would  be  forthcoming.  Television  would  be  a  com- 
mercial enterprise.  There  would  be  new  materials  and 
alloys.  Probably,  there  would  be  a  great  extension  of  air 
conditioning.  He  thought  we  would  find  combinations  of 
agricultural  holdings  in  eastern  Canada  as  a  result  of 
mechanical  development. 

Dean  Young  spoke  of  reconstruction  and  rehabilitation 
after  the  war.  "  Reconstruction,"  he  said,  "  involves  the 
whole  question  of  rehabilitation  of  democracy."  There  was 
a  strong  feeling  within  a  cabinet  committee  to  which  he 
belonged,  one  of  a  number  set  up  to  consider  the  question 
of  rehabilitation,  that  government  expenditure  should  be 
invoked  only  as  a  supplement  to,  and  aid  to,  private  en- 
terprise. 

In  conclusion,  the  president  left  this  thought  with  the 
meeting — the  most  important  function  of  the  Institute 
is  the  guarding  of  the  "  trusteeship,"  which  is  entrusted  to 
all  members.  "  The  Institute  is  not  concerned  in  restric- 
tion or  licensure  to  practise.  This  is  left  to  the  Professional 


390 


June,  1942    THE  ENGINEERING  JOURNAL 


Associations,"  he  stated.  The  layman,  when  placing  his 
case  in  an  engineer's  hands,  trusts  him  as  he  would  his 
doctor  or  lawyer.  "  Every  young  engineer  should  be  aware 
of  this  trusteeship  and  practise  it,"  the  president  con- 
cluded. 

HALIFAX  BRANCH 

S.  W.  Gray,  m.e.i.c.     -    Secretary-Treasurer 
G  V.  Ross,  m.e.i.c.      -    Branch  News  Editor 

The  last  scheduled  dinner  meeting  of  the  Halifax 
Branch  for  this  season,  was  held  in  the  Halifax  Hotel,  on 
April  23.  Dr.  Allen  E.  Cameron,  Deputy  Minister  of 
Mines  for  the  Province  of  Nova  Scotia,  was  the  speaker. 

Several  years  ago  the  government  of  Nova  Scotia  set 
up  an  Economic  Council,  of  which  the  Economic  Survey 
Committee  is  headed  by  Dr.  Cameron.  This  committee 
has  undertaken  the  task  of  co-ordinating  the  studies  of 
the  different  government  bodies  such  as  the  Federal  De- 
partments of  Agriculture,  Mines,  Fisheries,  National  Re- 
search Council,  etc.,  and  the  Provincial  Departments  of 
Agriculture,  Mines,  Lands  and  Forests,  etc.  No  province 
of  Canada  has  been  more  completely  covered  by  topo- 
graphical and  geological  survey  parties  and  a  large  por- 
tion of  it  has  been  photographed  from  the  air.  The  com- 
mittee is  at  work  on  soil  surveys  and  forest  surveys  and 
for  some  sections  of  the  province  three  dimension  maps 
and  forest  cover  maps  have  already  been  prepared.  Dr. 
Cameron  stated  that  full  co-operation  had  been  obtained 
from  Federal  authorities  in  all  this  work,  and  that  many 
survey  parties  had  been  put  in  the  field  through  agree- 
ments to  share  expenses  that  could  not  have  operated 
otherwise. 

The  recent  development  of  barite  deposits  and,  within 
the  past  few  days,  the  bringing  into  production  of  a  tung- 
sten mine,  are  a  direct  outcome  of  committee  investiga- 
tions which  will  help  Canada's  war  effort.  It  is  hoped  that 
in  the  near  future  results  will  be  obtained  from  the  studies 
now  being  made  on  the  recovery  of  magnesium  from  the 
dolomite  deposits  of  Cape  Breton.  But  the  soil,  forests 
and  minerals  are  not  the  only  resources  studied  by  the 
committee.  The  eagle  eye  has  been  turned  on  the  oyster 
and  the  clam  to  see  how  they  can  be  made  to  produce 
more  and  better  stews  and  chowders. 

P.  A.  Lovett  was  chairman  of  the  meeting  which  was 
attended  by  about  forty  members  and  guests. 

MONTREAL  BRANCH 


L.  A.  DUCHASTEL,  M.E.I.C. 


Secretary-  Treasurer 


The  last  regular  Thursday  night  meeting  in  the  1941- 
1942  session  of  the  branch,  was  held  on  April  9th,  at 
which  time  a  paper  was  presented  by  Dr.  D.  A.  Keys.  The 
speaker  is  Macdonald  professor  of  physics  at  McGill  Uni- 
versity, director  of  the  R.C.A.F.  Radio  Mechanics  Course 
at  McGill,  and  on  behalf  of  the  Wartime  Bureau  of  Tech- 
nical Personnel  in  Ottawa,  is  in  charge  of  a  survey  and 
registration  of  all  persons  in  Canada  qualified  for  re- 
search. 

The  subject  of  the  talk  was  the  Electron  Microscope, 
a  tool  which  has  opened  up  a  new  and  broader  field  in 
microscopic  work.  An  instrument  of  this  type  was  under 
construction  at  McGill  University  at  the  outbreak  of  war, 
but  work  was  of  necessity  discontinued  due  to  war  duties 
taken  on  by  the  research  personnel. 

In  order  to  provide  a  suitable  background  for  the  sub- 
ject, Dr.  Keys  reviewed  the  fundamental  principles  and 
formula?  necessary  to  an  understanding  of  the  optical  micro- 
scope, touching  briefly  on  the  difficulties  encountered  due 
to  spherical  and  chromatic  abberration  and  showing  that 
the  resolving  power  of  an  optical  microscope  is  limited  by 
the  wave-length  of  light.  He  then  proceeded  to  draw  the 
analogy  between  the  optical  and  electron  microscope,  the 


latter  having  the  same  type  of  limitations  but  at  much 
higher  magnifications.  The  electrons  from  a  filament  are 
accelerated  by  a  high  potential  and  travel  at  a  constant 
velocity  past  the  object  under  study.  They  are  then  con- 
trolled by  either  a  magnetic  or  an  electrostatic  field 
analogous  to  the  way  in  which  the  light  rays  in  an  optical 
microscope  are  brought  to  a  focus  by  means  of  a  lens.  In 
the  case  of  an  electron  microscope,  the  electrons  impinge 
on  a  photographic  plate  or  flourescent  screen. 

Due  to  the  use  of  electrons  with  a  much  shorter  wave 
length  than  that  of  light,  the  resolving  power  of  an  elec- 
tron microscope  is  such  that  its  maximum  practical  mag- 
nification is  a  great  many  times  that  of  the  optical  type. 

Dr.  Keys  then  showed  a  number  of  very  interesting 
slides  made  from  photographs  taken  with  the  electron 
microscope.  These  included  pictures  of  the  smoke  from 
different  burning  metals,  pus  cells,  cocci  and  bacilli. 

An  interesting  point  emphasized  in  the  question  period 
was  the  fact  that  the  electron  microscope  cannot  be  used 
for  the  study  of  fractures  in  metals,  since  its  operation 
depends  upon  the  ability  of  the  electrons  to  pass  by  the 
object  to  the  photographic  plate. 


On  April  20th,  a  special  meeting  of  the  branch  was 
held  at  which  Professor  F.  Webster,  Deputy  Chief  Engineer 
of  the  Ministry  of  Home  Security,  London,  England,  gave 
an  interesting  talk  on  the  effects  of  bombing  on  structures 
and  the  methods  whereby  the  damage  can  be  minimized. 

NIAGARA  PENINSULA  BRANCH 


J.  H.  Ings,  m.e.i.c. 


Secretary-Treasurer 


The  Niagara  Peninsula  Branch  held  a  joint  dinner 
meeting  with  the  Canadian  Section  of  the  American  Water 
Works  Association  on  April  15th  at  the  General  Brock 
Hotel,  Niagara  Falls,  with  an  attendance  of  100.  Mr.  A.  L. 
McPhail  acted  as  chairman  and  introduced  the  two 
speakers:  Mr.  William  Storrie,  m.e.i.c,  consulting  en- 
gineer and  chairman  of  the  Canadian  Section,  A.W.W.A.; 
and  Dr.  A.  E.  Berry,  m.e.i.c,  director  Sanitary  En- 
gineering Division,  Ontario  Department  of  Health  and 
secretary  of  the  Canadian  Section,  A.W.W.A. 

Mr.  Storrie  introduced  the  general  subject  for  the  even- 
ing: Public  Health  Engineering  in  Canada.  The  con- 
trol of  our  environment,  as  regards  water  and  food  sup- 
plies and  the  disposal  of  waste,  was  definitely  a  public 
problem,  one  that  we  could  not  handle  as  individuals.  The 
matter  of  supplying  pure  and  wholesome  water  was  main- 
ly the  responsibility  of  the  public  health  engineers,  whose 
duty  it  is  to  control  the  forces  of  nature  for  the  protection 
and  improvement  of  the  public  health.  The  first  water 
works  system  in  Canada  was  built  at  Saint  John,  N.B.,  in 
1837,  the  Toronto  system  was  started  in  1841,  by  1900 
there  were  235  municipal  systems,  but  now  there  are  1,400 
public  systems  in  Canada,  serving  60  per  cent  of  the 
population.  Three  different  sets  of  law-making  bodies 
control  the  field  of  water  supply  legislation  in  Canada. 
The  Federal  Government  controls  only  water  problems 
that  are  interprovincial  or  international  in  scope.  A 
greater  degree  of  control  is  exercised  by  the  provincial 
governments  because  they  pass  the  legislation  that  con- 
trols the  activities  of  the  municipalities  who  actually  own 
and  operate  the  individual  systems.  Of  the  95  municipal 
systems  in  Ontario,  33  are  managed  directly  by  the  coun- 
cil, 17  by  a  committee  of  council  and  45  by  separate  com- 
missions. In  the  past,  we  have  depended  mainly  on  our 
lakes  and  rivers  for  water  but  as  the  population  has 
grown,  the  danger  of  pollution  from  sewage  has  increased. 
Mr.  Storrie  expects  that  after  the  war,  it  will  be  necessary 
to  spend  more  money  in  Canada  on  sewage  disposal  than 
on  water  supply. 


THE  ENGINEERING  JOURNAL     June,  1942 


391 


Dr.  Berry  spoke  on  Water  Treatment.  There  are  two 
general  objectives  in  treating  water.  The  quality  of  the 
water,  as  regards  its  taste  and  appearance,  is  improved 
by  mechanical  filtration  and  by  aeration.  Water  softening 
is  an  added  refinement  that  is  necessary  sometimes  in  the 
case  of  water  obtained  from  wells.  Water  is  made  safe 
by  chlorination,  which  destroys  any  disease  organisms 
that  may  be  in  the  water  and  so  protects  the  public 
health.  In  Canada,  the  chlorination  of  water  was  intro- 
duced first  in  Toronto  in  1910,  but  now  80  per  cent  of  the 
water  supplied  by  public  systems  is  chlorinated.  Two  im- 
portant health  improvements  have  been  the  chlorination 
of  water  and  the  pasteurization  of  milk,  in  the  introduc- 
tion of  which  engineers  and  doctors  have  worked  together. 
As  these  two  improvements  have  come  into  more  general 
use,  the  death  rate  from  typhoid  fever  has  declined. 

Both  speakers  used  lantern  slides  to  illustrate  their  sub- 
jects and  additional  slides  on  water  treatment  apparatus 
were  shown.  Mr.  A.  W.  F.  McQueen  moved  the  vote  of 
thanks  to  the  speakers 

OTTAWA  BRANCH 


A.  A.  SwiNNERTON,  M.E.I.C. 

R.  C.  Purser,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


In  co-operation  with  the  local  branches,  respectively,  of 
the  Canadian  Institute  of  Mining  and  Metallurgy,  and  of 
the  Society  of  Chemical  Industry,  an  evening  meeting  was 
held  on  April  17  at  the  auditorium  of  the  National  Re- 
search Council.  A.  E.  Byrne,  of  the  staff  of  the  Canadian 
General  Electric  Company,  Limited,  gave  an  address  on 
the  subject  of  Plastics  illustrated  by  lantern  slides  and 
by  actual  specimens.  The  subject  was  one,  stated  the 
speaker,  that  was  difficult  to  cover  completely  in  a  single 
popular  lecture  so  the  greater  part  of  the  time  was  taken 
up  in  describing  the  commercially-important  synthetic 
plastics  of  the  phenol-formaldehyde  type. 

Plastics,  which  are  entering  more  and  more  into  our 
daily  life,  may  exhibit  a  variety  of  characteristics.  They 
may,  for  instance,  be  tough,  brittle,  elastic,  translucent  or 
transparent.  Grouping  them  according  to  chemical  origin 
they  may  be  of  natural  origin  such  as  those  made  from 
soy  beans,  casein,  or  even  coffee  beans,  or  they  may  be  of 
synthetic  origin  such  as  those  of  the  phenol-formaldehyde 
type  referred  to. 

From  a  physical  point  of  view  they  may  be  thermo- 
plastic or  thermosetting.  Those  belonging  to  the  thermo- 
plastic class  when  subjected  to  an  elevated  temperature 
will  liquefy  and  then  when  allowed  to  cool  to  ordinary 
temperatures  will  reharden  with  no  change  in  their  struc- 
ture. Thermosetting  plastics  on  the  other  hand  will  change 
by  the  application  of  heat  and  pressure  into  chemically 
different  materials  which  cannot  be  remelted.  In  the 
electrical  industry,  plastics  of  the  thermosetting  class  are 
mostly  used. 

Plastics  themselves  are  very  complex  in  chemical  com- 
position, though  all  modern  examples  are  usually  composed 
of  five  or  six  elements  such  as  carbon,  hydrogen,  oxygen, 
nitrogen,  chlorine  and  sometimes  sulphur,  as  in  the  case 
of  synthetic  substances  exhibiting  the  characteristics  of 
rubber.  Synthetic  resins,  a  general  generic  term  applied 
to  an  initial  product  in  the  manufacture  of  modern  plas- 
tics, are  usually  non-crystalline  and  form  the  basis  of  the 
plastics  themselves.  Phenol,  derived  from  soft  coal,  and 
formaldehyde,  a  compound  of  carbon,  hydrogen  and 
oxygen,  will  react  to  form  a  synthetic  resin  which  itself 
is  ground  up,  blended  with  a  filler,  placed  in  a  mould  and 
turned  into  a  plastic  form  through  the  simultaneous 
application  of  heat  and  pressure. 

The  filler  is  very  important.  It  may  consist  of  wood 
flour,  a  finely  ground  up  cloth  fabric,  mica  in  the  case  of 
electric  insulators,  or  asbestos  in  the  case  of  high  heat- 


resisting  devices.  It  helps  to  give  the  desired  physical 
characteristics  and  may  also  serve  to  impart  the  required 
colour  to  the  end  product.  The  making  of  the  mould  is 
also  most  important  and  requires  considerable  skill  on  the 
part  of  the  operator. 

Plastics  as  replacement  materials  in  engineering  indus- 
tries often  eliminate  many  machine  operations  that  would 
otherwise  be  required  if  a  metal  were  used.  At  the  present 
time  with  the  war  effort  rendering  certain  metals  difficult 
to  obtain  in  quantity  a  tremendous  impetus  has  been 
given  to  the  plastics  industry.  Basic  ingredients  in  the 
manufacture  of  plastics,  according  to  the  speaker,  are 
coal,  air,  water,  limestone,  salt,  petroleum,  oil  and  sun- 
shine. Wherever  these  are  available  together  with  the 
necessary  machinery  and  labour  the  making  of  plastics 
is  readily  possible. 

At  a  special  evening  meeting  April  20  at  the  auditorium 
of  the  National  Research  Laboratories  an  address  on 
Bombs  and  Structures  was  given  by  Professor  F.  Web- 
ster, dean  of  engineering,  University  of  Rangoon,  and 
deputy  chief  engineer  of  the  Ministry  of  Home  Security, 
London,  England.  Professor  Webster  had  been  sent  to 
Canada  and  the  United  States  by  the  British  Government 
to  advise  engineers  in  the  re-inforcing  of  buildings  to  with- 
stand heavy  bombs.  His  talk  was  illustrated  by  slow- 
motion  film  studies  of  the  effects  of  bomb  explosives  upon 
experimental  structures.  The  meeting,  which  was  not 
open  to  the  general  public,  was  presided  over  by  N.  B. 
MacRostie,  chairman. 


At  an  evening  meeting  at  the  auditorium  of  the  National 
Research  Laboratories  on  May  7,  an  address  was  given 
by  C.  E.  MacDonald  of  the  International  Nickel  Com- 
pany of  Canada,  Limited,  on  the  Mining,  Smelting  and 
Refining  of  Nickel-Copper  Ores. 

Mr.  MacDonald,  who  described  himself  as  a  "  sales- 
man in  reverse  "  stated  that  his  efforts  are  now  directed 
toward  retarding  the  use  of  nickel  wherever  possible  so 
that  it  may  be  made  more  completely  available  as  an  es- 
sential contribution  to  the  war  effort. 

He  described  the  uses  of  nickel  as  an  engineering  ma- 
terial and  by  means  of  sound  pictures  taken  at  Interna- 
tional Nickel  Company  plants  illustrated  various  steps 
in  its  production.  He  forecast  a  tremendous  increase  in 
the  use  of  nickel  after  the  war  for  hitherto  unsuspected 
purposes. 

PETERBOROUGH   BRANCH 


D.  J.  Emery,  m.e.i.c. 

E.  Whiteley,  Jr. e. i.e. 


Secretary-Treasurer 
Branch  News  Editor 


The  Peterborough  Branch  met  on  Thursday,  April  23rd, 
for  the  last  technical  meeting  of  the  season.  Mr.  G.  E. 
Bourne,  Canadian  General  Electric  Company,  Toronto, 
presented  a  fine  paper  on  Electricity  in  Warfare. 

Obviously,  the  uses  of  electricity  in  modern  warfare  are 
too  many  and  varied  to  describe  in  detail  in  a  paper  such 
as  this  one.  Mr.  Bourne,  with  the  aid  of  a  large  number 
of  lantern  slides  briefly  touched  on  typical  uses  to  give 
an  overall  view  of  the  subject. 

Every  civilian  and  military  function  now  depends  more 
or  less  on  electricity.  Direct  military  applications,  are 
electrical  machinery,  control,  lighting,  communication 
equipment  and  degausing  equipment  used  by  the  navy; 
modern  mechanized  armies  are  guided,  controlled  and 
protected  by  telephone  and  radio;  aircraft  instruments 
and  motorized  controls  are  essential  to  modern  Air  Force 
equipment. 

Production  of  war  material  is  now  many  times  as  great 
and  much  faster,  due  to  the  wide-spread  use  of  electricity 
in  industry  and  improvement  in  machines  made  possible 
by  electric  drives.    Typical  examples  are  the  electrolytic 


392 


June,  1942     THE  ENGINEERING  JOURNAL 


refining   of   aluminum   and   copper,    and   the   high-speed 
metal  rolling  mills  now  in  service. 


The  Peterborough  Branch  held  their  annual  Student  and 
Junior  Night  on  May  7.  At  this  meeting  it  is  the  custom 
that  the  chairman  of  the  student  and  junior  section  takes 
charge  and  the  programme  is  provided  by  student  and 
junior  members.  With  Mr.  J.  M.  Mercier  in  the  chair  and 
two  fine  papers  by  Richard  Scott,  s.e.i.c.  and  A.  M.  Mc- 
Quarrie,  jt.e.i.c.  the  meeting  was  well  up  to  the  high 
standard  set  in  previous  years. 

Mr.  Scott  discussed  the  Pickwick  Landing  Project  of 
the  Tennesee  Valley  Authority,  with  the  idea  that  this  is 
one  of  the  United  States  Government's  large-scale  efforts 
in  social  reconstruction.  An  objective  study  of  such  pro- 
jects can  show  much  experience  which  we  will  do  well  to 
consider  in  our  plans  for  post-war  reconstruction. 

Technical  details  of  the  dam  and  power  house  were 
mentioned  only  briefly  as  these  are  well  known  by  now, 
and  they  are  only  a  part  of  the  project.  As  a  link  in  the 
chain  of  dams  and  power  plants  being  built  by  the  Ten- 
nesee Valley  Authority  the  project  will  help  to  provide 
flood  control,  navigation  facilities,  and,  as  a  by-product, 
electrical  power  for  the  people  along  the  Tennesee  river. 
Throughout,  however,  emphasis  has  been  placed  on  im- 
proving the  living  conditions  of  these  people. 

Since  the  days  of  the  American  Civil  War,  settlers  along 
the  Tennesee  river  have  existed  at  a  very  low  level.  By 
providing  part  time  employment  for  these  settlers  and  by 
educational  programmes,  a  general  raising  of  their  stand- 
ard of  living  has  been  achieved.  The  flood  areas  created 
by  the  dam  were  carefully  cleaned  to  control  malaria. 
The  relocation  of  farmers  from  these  flooded  areas  was 
used  as  a  means  of  improvement.  The  new  lakes  and  the 
river  are  being  stocked  with  edible  fish,  and  game  is  being 
encouraged  in  wooded  areas.  By  locating  local  leadership, 
and  by  giving  it  responsibility  it  is  hoped  that  the  im- 
provements will  continue  and  will  be  permanent. 

Mr.  McQuarrie  spoke  on  Sound  Reproduction  in 
Motion  Picture  Theatres.  The  equipment  used  and  the 
technique  of  recording  sound  on  photographic  film,  and 
later  reproducing  it,  were  described.  Since  this  is  the 
most  commonly  used  system  now,  the  paper  did  not  de- 
scribe any  other  except  to  mention  briefly  one  or  two  that 
had  been  tried  and  abandoned. 

Both  papers  provoked  a  lively  question  and  discussion 
period  following  their  presentation. 

ST.  MAURICE  VALLEY  BRANCH 

J.  B.  Sweeney,  s.e.i.c.    -    Secretary-Treasurer 

On  April  22nd,  the  St.  Maurice  Valley  Branch  held  its 
annual  dinner  meeting  at  the  Cascade  Inn,  Shawinigan 
Falls.  The  retiring  chairman,  Dr.  A.  H.  Heatley,  presided. 
Also  present  at  the  head  table  were,  Viggo  Jepsen,  the 
newly  appointed  chairman,  H.  G.  Timmis,  J.  A.  Hambly, 
president,  Shawinigan  Chemical  Association,  C.  G.  de 
Tonnancour,  retiring  secretary-treasurer  and  the  guest 
speaker  of  the  evening,  Dr.  R.  S.  Jane,  assistant  to  the 
vice-president  in  charge  of  research,  Shawinigan  Chem- 
icals Limited. 

Following  the  presentation  of  annual  reports  by  the 
secretary-treasurer  and  Mr.  M.  Mitchell,  chairman  of  the 
Branch  Nominating  Committee,  the  chairman  reviewed 
the  year's  activities  and  asked  Mr.  Jepsen  to  introduce 
the  new  members  of  the  Executive  Committee. 

The  meeting  adjourned  and  joined  the  Shawinigan 
Chemical  Association  to  hear  Dr.  Jane,  who  was  intro- 
duced by  Mr.  J.  A.  Hambly. 

Dr.  Jane  had  chosen  as  a  subject  Synthetic  Rubber, 
its  Possibilities  and  Development — a  subject  of  vital 
concern  indeed,  due  to  recent  developments  in  the  Pacific 
ocean.   Speaking  to  engineers  as  well  as  to  chemists,  the 


speaker  first  defined  some  terms  used  freely  by  chemists, 
such  as  "  monomer,"  "  polymer  "  and  made  a  brief  sum- 
mary of  the  early  work  on  the  constitution  of  natural 
rubber,  and  the  discovery  of  polymerization  by  the  French 
chemist  Bouchardat.  He  then  explained  why  so  little  was 
achieved  in  the  field  of  synthetic  rubber  until  1916,  due 
to  a  false  orientation  of  efforts  and  talents  in  the  next  to 
impossible  search  for  the  synthesis  of  natural  rubber, 
from  isoprene. 

SAGUENAY  BRANCH 

D.  S.  Estabrooks,  M.E.i.c.     -    Secretary-Treasurer 

A  meeting  of  the  Saguenay  Branch  was  held  in  the 
Arvida  Protestant  School  on  Wednesday,  April  22nd. 

Previous  to  introducing  the  speaker  of  the  evening  a 
film  entitled  London  Night  was  shown.  This  was  the 
story  of  London  on  any  night  of  a  blitz.  The  film  was 
actually  filmed  during  bombing  attacks  and  showed 
clearly  the  wonderful  work  being  done  by  the  women's 
branch  of  the  army. 

The  speaker,  Dr.  Philip  L.  Pratley,  m.e.i.c,  was  in- 
troduced by  the  chairman,  N.  F.  McCaghey. 

Dr.  Pratley  gave  a  most  interesting  and  enlightening 
lecture  on  the  Lions'  Gate  Bridge.  This  bridge  which 
spans  the  Narrows  at  Vancouver  is  the  most  filmed  bridge 
in  the  world  and  the  longest  suspension  span  in  the  British 
Empire.  It  gets  its  name  from  two  mountain  peaks  which 
resemble  lions  when  viewed  from  certain  angles. 

A  detailed  account  of  the  construction  of  the  bridge 
was  given  from  the  time  it  was  first  designed  until  it  was 
completed.  The  river  at  the  point  where  the  bridge  was 
constructed  was  1600  ft.  wide  and  the  two  piers  were 
spaced  at  1550  ft.  centre  to  centre. 

The  towers  were  built  to  accommodate  elevators  which 
were  to  be  used  to  provide  access  to  marine  signals  placed 
on  top  of  the  towers.  However  the  authorities  decided 
on  another  position  for  the  signals  and  the  elevators  have 
never  been  installed. 

The  cables  were  built  by  the  Anglo-Canadian  Wire 
Rope  Company  and  when  assembled  were  lS1/^  in.  in 
diameter  and  contained  61  strands  which  in  turn  were 
made  up  of  many  wires.  The  building  up  of  the  cable  was 
a  very  interesting  feature.  The  various  tests  used  on  the 
wire  were  explained  and  it  was  pointed  out  that  every 
wire  in  the  cable  had  been  tested.  Every  wire  was  re- 
quired to  run  the  whole  length  of  the  bridge  without  a 
splice.  The  completed  cables  weighed  just  over  1000  tons 
and  contained  4715  miles  of  wire. 

The  method  of  anchoring  the  cables  at  each  end  was 
explained  and  it  was  interesting  to  note  the  pleasing  ap- 
pearance of  the  finished  pylons. 

During  the  construction  of  the  cat-walks,  the  Narrows 
were  closed  to  boat  traffic  for  a  little  over  35  minutes. 

The  completed  structure  cost  $3,634,000  and  required 
5000  gallons  of  paint. 

Toward  the  close  of  his  lecture  Dr.  Pratley  showed  four 
interesting  films  on  the  construction  of  the  bridge  which 
he  had  already  explained  so  thoroughly. 

A  vote  of  thanks  was  extended  to  Dr.  Pratley  by  M.  G. 
Saunders. 

SASKATCHEWAN  BRANCH 
Stewart  Young,  m.e.i.c.    -    Acting  Secretary-Treasurer 

The  Saskatchewan  Branch,  jointly  with  the  Association 
of  Professional  Engineers,  held  a  special  meeting  in  the 
Hotel  Saskatchewan,  Regina,  on  April  20th  to  honour 
Dean  C.  R.  Young,  president  of  the  Institute.  The  attend- 
ance was  45. 

Upon  concluding  the  dinner  hour  and  after  a  short 
period  of  entertainment,  Dean  Young  delivered  an  un- 
usually inspiring  address  on  matters  of  professional  in- 
terest. Dealing  with  the  affaris  of  The  Engineering  In- 
stitute of  Canada,  he  outlined  briefly  the  work  of  the  com- 


THE  ENGINEERING  JOURNAL     June,  1942 


393 


mittee  on  student  guidance,  and  contacts  with  the  En- 
gineers' Council  for  Professional  Development,  the  War- 
time Bureau  of  Technical  Personnel  and  Polish  engineers 
in  Canada.  Mention  was  also  made  of  the  recent  arrange- 
ments made  by  the  Institute  for  a  series  of  lectures  to 
selected  Canadian  engineers  on  protection  against  bomb- 
ing. 

Speaking  of  the  several  co-operative  agreements  be- 
tween Professional  Associations  and  the  Institute,  Presi- 
dent Young  expressed  the  view  that  there  was  something 
more  fundamental  behind  these  than  a  mere  effort  to 
simplify  procedure  or  obtain  reduced  fees,  namely  a 
sincere  desire  to  advance  the  interests  of  the  engineering 
profession.  Forty  years  ago  engineers  were  not  considered 
to  be  members  of  a  profession  but,  over  a  period  of  years, 
this  attitude  had  changed.  He  stated  also  that  the  pro- 
fession of  engineering  is  much  more  than  the  mastering 
of  a  technique  based  on  mathematics;  it  is  a  trusteeship 
to  be  carefully  guarded  and  advanced  through  cultural 
attainment. 

SAULT  STE.  MARIE  BRANCH 

0.  A.  Evans,  ji-.e.i.c.     -    Secretary-Treasurer 
N.  C.  Cowie,  jr.E.i.c.     -    Branch  News  Editor 

The  fourth  general  meeting  for  the  year  was  held  in  the 
Grill  Room  of  the  Windsor  Hotel  on  Friday,  April  24th, 
when  twenty  members  and  guests  were  present. 

Chairman  R.  L.  Brown  announced  that  three  members 
of  the  branch  were  attending  Professor  Webster's  lectures 
in  Toronto  on  Air  Raid  Precautions,  and  their  services 
would  be  available  in  a  consulting  capacity  on  their  re- 
turn to  the  city. 

The  chairman  then  called  upon  William  Seymour, 
m.e.i. c.  to  address  the  meeting.  Mr.  Seymour  had  for 
his  address  a  review  of  Dr.  Rueckel's  paper  on  New 
Principles  in  Heating  Becker  Coke  Ovens. 

Mr.  Seymour  showed  in  detail  the  various  heating  curves 
for  coal  and  gasses  in  the  coke  ovens,  stressing  that 
to  make  uniform  coke  the  coal  must  be  heated  at  a  uni- 
form rate  and  uniformly  about  the  charge.  The  aver- 
age rate  of  heating  the  coal  to  make  coke  in  the  ovens 
was  one  inch  per  hour.  The  address  was  well  illustrated 
with  slides. 

At  the  conclusion  of  his  address,  Mr.  Seymour  showed 
a  film  by  the  Kopps  Coke  Oven  Company  of  the  flames 
inside  the  flues  of  the  old  and  new  coke  ovens.  There  was 
a  striking  difference  in  the  flames  of  the  old  and  new  coke 
ovens.  In  the  old  the  flames  were  highly  luminous  while 
in  the  new  the  flames  were  barely  visible  showing  that 
almost  complete  combustion  was  taking  place. 

Mr.  Seymour  then  showed  two  films  of  his  own,  one  a 
trip  down  the  St.  Lawrence  and  up  the  Saguenay  rivers 
and  one  depicting  the  coloured  foliage  of  Algoma  coun- 
tryside in  the  fall  of  the  year. 

C.  Stenbol  thanked  the  speaker,  remarking  that  few 
people  would  have  taken  the  trouble  to  review  such  a 
highly  technical  paper  and  present  it  in  such  a  way  that 
the  layman  would  understand  it. 


VANCOUVER  BRANCH 

P.  B.  Stroyan,  m.e.i.c.     -    Secretary-Treasurer 
A.  Peebles,  m.e.i.c.    -      -    Branch  News  Editor 

The  Vancouver  Branch  held  a  dinner  meeting  in  the 
Georgia  Hotel  on  April  17,  in  honour  of  the  president  of 
the  Institute,  Dean  Young.  Branch  Chairman  W.  0. 
Scott  presided,  and  forty  members  and  guests  were  pres- 
ent. Following  dinner  and  some  vocal  entertainment, 
Dean  Young  spoke  on  the  affairs  of  the  Institute.  He  de- 
scribed the  progress  which  has  been  made  by  the  War- 
time Bureau  of  Technical  Personnel  in  making  an  invent- 
ory of  technically  trained  persons,  and  in  using  that  in- 
formation to  supply  the  needs  of  war  industries.  The 
Institute  has  played  a  major  part  in  the  preparation  and 
use  of  the  catalogue  of  the  Bureau.  A  committee  on  the 
Training  and  Welfare  of  the  Young  Engineer  has  pre- 
pared a  pamphlet  for  distribution  to  high  schools  and 
colleges  throughout  Canada,  designed  to  acquaint  students 
with  the  nature  of  engineering  as  a  profession,  as  well  as 
the  requirements  and  responsibilities  attached  to  it.  This 
knowledge  should  be  of  great  value  to  students  who  face 
the  very  real  problem  of  choosing  a  life  work. 

Dean  Young  also  informed  the  branch  that  cordial  re- 
lations were  being  maintained  with  other  engineering 
societies  in  Canada  and  the  United  States,  resulting  in 
mutual  advantages  to  the  members.  He  spoke  of  a  group 
of  Polish  engineers  who  have  found  refuge  in  this  coun- 
try, whose  training  and  experience  are  proving  extremely 
valuable  to  Canadian  industry.  The  Institute  has  extend- 
ed to  them  certain  privileges  which  are  very  much  ap- 
preciated. 

A  vote  of  thanks  to  the  president  for  his  excellent  ad- 
dress was  proposed  by  Dr.  E.  A.  Cleveland,  and  met  with 
unanimous  approval.  Other  members  who  spoke  briefly 
were  Professor  I.  M.  Fraser,  councillor  from  Saskatoon, 
Councillor  S.  G.  Coultis  of  Calgary,  Councillor  J.  Haimes 
of  Lethbridge,  Councillor  H.  N.  Macpherson  of  Vancou- 
ver, and  Mr.  F.  Newell  of  Montreal. 

Dean  Young  also  visited  the  University  of  British  Col- 
umbia where  he  addressed  the  engineering  students  and 
presented  the  Institute's  prize  to  Eric  Smith,  fifth-year 
student  in  chemical  engineering.  He  was  present  at  a 
meeting  of  the  branch  executive,  and  was  entertained  by 
the  council  of  the  Association  of  Professional  Engineers 
of  British  Columbia.  A  Regional  Meeting  of  the  Council 
of  the  Institute  and  other  activities  concluded  a  very  busy 
three-dav  visit  to  Vancouver. 


The  Vancouver  Branch  has  been  exceedingly  fortunate 
to  have  three  lectures  delivered  by  Professor  F.  Webster 
of  London,  England,  on  the  subject  of  air  raid  shelters 
and  the  making  of  structures  bomb-resistant.  Professor 
Webster's  experience  in  this  work  in  Great  Britain  plus 
his  experience  in  structural  engineering  instruction,  pro- 
duced a  wealth  of  authoritative  information,  presented  in 
understandable  form.  A  large  attendance  of  members  and 
specially  invited  guests  at  each  lecture  indicated  the  de- 
gree of  interest  in  the  subject. 


SAVE  FOR  VICTORY 

If  you  do  not  keep  your  Journals  do  not  burn  or  destroy 
them.  Give  them  to  a  salvage  organization.  They  are 
needed  for  victory. 


394 


June,  1942    THE  ENGINEERING  JOURNAL 


Library  Notes 


ADDITIONS  TO  THE  LIBRARY 
TECHNICAL  BOOKS 

Steam  Boiler  Yearbook  and  Manual: 

London,  Paul  Elek,  (1942).  5%  x  8l/2  in. 
20s.   7d. 

Public  Works  Engineers'  Yearbook,  1942: 

Chicago,  American  Public  Works  Associa- 
tion, 1942.  5%  x  8%  in.  $3.50. 

PBOCEEDINGS,  TRANSACTIONS 

Institution  of  Water  Engineers: 

Transactions,  vol.  xlvi,  1941. 

Canadian  Institute  of  Mining  and  Metal- 
lurgy: 

Including  the  Mining  Society  of  Nova 
Scotia  Transactions,  vol.  44,  1941. 

Electric     Supply     Authority     Engineers' 
Association  of  New  Zealand: 

Transactions,  vol.  IS,  1941. 

Society  of  Naval  Architects  and  Marine 
Engineers  : 

Transactions,  vol.  49,  1941. 

REPORTS 

Nova  Scotia,  Board  of  Commissioners  of 
Public  Utilities  : 

Report  for  the  year,  ended  December  31, 
1941. 

Southern   California,   The   Metropolitan 
Water  District: 

Report  for  the  fiscal  year  July  1,  1940,  to 
June  SO,  1941. 

Royal  Society  of  Edinburgh: 

Yearbook  194O-41. 

Winnipeg  Hydro  Electric  System: 

Thirtieth  annual  report,  December  31, 
1941. 

American    Institute   of  Electrical   Engi- 
neers : 

Year  Book  1942. 

Electrochemical  Society  : 

Theory  of  oxidation  and  tarnishing  of 
metals;  thin  oxide  films  on  iron;  corrosion 
on  binary  alloys;  electrolytic  behaviour  of 
ferrous  and  non-ferrous  metals  in  soil  cor- 
rosion circuits;  anodic  and  surface  con- 
version coatings  on  metals;  cathodic  protec- 
tion; single  metal,  binary  and  ternary  alloy 
deposition  from  thiosulfate  solutions; 
"Null"  methods  applied  to  corrosion  meas- 
urements; ferro-alloys  in  Australia  and 
notes  on  other  metallurgical  developments 
there;  some  mechanisms  of  alloy  corrosion; 
the  parabolic  and  logarithmic  oxidation  of 
copper;  the  effect  of  hydrochloric  acid  plus 
inhibitor  on  the  corrosion  resistance  of  18/8 
stainless  steel.  Preprint  81-14  to  81-25. 

Ohio     State    University     Studies — Engi- 
neering Series: 

Steam  flow  through  safety  valves;  engineer- 
ing experiment  station  bulletin  No.  110. 

University    of   Illinois — Engineering   Ex- 
periment Station  : 

The  effect  of  range  of  stress  on  the  fatigue 
strength  of  metals;  bulletin  series  No.  334. 
Eighth  progress  report  of  the  joint  investi- 
gation of  fissures  in  railroad  rails.  Reprint 
series  No.  22. 

University  of  California — Department  of 
Geological  Sciences — Bulletin  : 

The  moUuscan  genus  siphonalia  of  the 
Pacific  Coast  Tertiary;  Vol.  26,  No.  3. 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing  Institute,    Reviews    of   New    Books    and    Publications 


University     of    Minnesota — Engineering 
Experiment  Station: 

Developments  in  high  speed  cathode  ray 
oscillography.  Technical  paper  No.  27. 

American  Institute  of  Steel  Construction  : 

Specification  for  the  design,  fabrication  and 
erection  of  structural  steel  for  buildings  by 
arc  and  gas  welding  (tentative),  January, 
1942. 

Edison  Electric  Institute  and  Bell  Tele- 
phone System: 

Positive  disconnection  of  distribution  cir- 
cuits during  faults  to  ground;  engineering 
report  No.  47. 

U.S.      Bureau     of     Standards — Building 
Materials  and  Structures: 

Performance  test  of  floor  coverings  for  use 
in  low-cost  housing;  pt.  4-  Report  No.  80. 

U.S.  Bureau  of  Mines: 

Sponge  chromium;  investigations  of  per- 
missible electric  mine  lamps  1980-40; 
seismic  effects  of  quarry  blasting;  inter- 
crystalline  cracking  of  boiler  steel  and  its 
prevention;  coal  mine  accidents  in  the  U.S., 
1939.  Bulletins  Nos.  436,  441-444. 

Federal    Security    Agency — Vocational 
Division  : 

Engineers  are  needed;  a  plan  for  secondary 
schools  and  engineering  institutions  to 
supply  engineers  urgently  needed  for  war 
production. 

Canada — Department  of  Mines  and  Re- 
sources— Forest  Service  : 

Decay  in  Red  Stained  Jack  Pine  ties  under 
service  conditions;  Circular  No.  58. 
Results  of  the  examination  of  six  ground 
line  treatments  on  Eastern  White  Cedar 
Poles  after  two  years'  service. 

Asphalt  Institute: 

Specification  for  stock-pile  asphalt  paving 
mixture  for  making  quick  repairs  of 
bombed  surfaces. 

Institution  of  Mechanical  Engineers: 

Proneness  to  damage  of  plant  through 
enemy  action  by  Hal  Gutteridge. 

AIR    RAID    PRECAUTION    BULLETINS 

Ministry    of    Home    Security — Research 
and  Experiments  Department: 

Bulletin  No.  C14 — Refuge  room  dormi- 
tories (2nd  éd.).  No.  C24 — Protective  walls 
in  single-storey  factories.  Methods  of 
heightening  and  strengthening  existing 
walls.  No.  C25 — Protected  accommodation 
in  large  buildings  of  load-bearing  wall 
construction.  No.  C26 — Timber  shelters  for 
countries  where  timber  is  plentiful  and 
steel  difficult  to  obtain. 

Department  of  Scientific  and  Industrial 
Research — Building  Research: 

Standard  designs  for  single  storey  factories 
for  war  industries  with  notes  on  siting  and 
layout;  Wartime  building  bulletin  No.  15. 

The  following  books  have  been  presented 
to  the  Institute  Library  by  Mrs.  T.  C.  Keefer 
in  memory  of  her  husband  who  was  the  son 
of  the  first  president  of  the  Institute  and  they 
are  gratefully  acknowledged  here: 

Scientific  American: 

N.Y.,  Sept. -Dec,  1848. 

Hicks,  W.  M. 

Elementary  dynamics  of  particles  and 
solids.  Lond.,  Macmillan,  1897. 


Hunt,  Charles  Warren: 

Historical  sketch  of  the  American  Society 
of  Civil  Engineers,  1852-1897. 

Lyndon,  Lamar: 

Storage  battery  engineering,  3rd  ed. 
McGraw  Hill  Book  Co.,  1911. 

Morgan,  Henry  J.: 

Sketches  of  celebrated  Canadians  and  per- 
sons connected  with  Canada  from  the  ear- 
liest period  down  to  the  present  time. 
Quebec,  1862. 

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. 

AIRCRAFT  ASSEMBLY 

By  C.  F.  Marschner.  Pitman  Publishing 
Corp.,  New  York  and  Chicago,  1942.  104 
pp.,  Mus.,  diagrs.,  tables,  8]A,  x  5Y2  in., 
cloth,  $1.00. 
Aircraft   assembly   procedure,   design   and 
equipment  are  briefly  covered  in  the  first  three 
chapters.  Succeeding  chapters  deal  with  the 
specific  operations  necessary  for  attaching  and 
grouping  together  the  many  parts  which  make 
up  the  various  basic  structural  units.  The  last 
chapter  covers  the  final  assembly  of  the  com- 
plete airplane. 

AIRCRAFT  SHEET  METALWORK 
Pt.  1:  The  Textbook 

123  pp.,  10  x  7  in.,  cloth,  $2.50. 

Pt.  2:  Workbook  in  Blueprint  Form 

58  pp.,  8Y2  x  18%  in.,  paper,  $1.50. 

By  J.  W.  Ciachino.  Manual  Arts  Press, 

Peoria,  III.,   1942.  Illus.,  diagrs.,  charts, 

blueprints,  tables. 
Part  I  of  this  two-volume  set  describes  the 
layout,  cutting,  bending,  forming,  riveting  and 
development  operations  performed  in  aircraft 
sheet  metalwork.  Part  II,  the  workbook,  pre- 
sents in  blueprint  form  actual  jobs  for  the 
practical  application  of  the  information  given 
in  volume  one.  The  text  also  contains  a  brief 
chapter  dealing  with  aluminum  and  its  alloys. 

BENCH  WORK  UNIT  (Dunwoody  Series, 
Machine  Shop  Training  Jobs) 

155  pp.,  $1.35;  (work  sheets,  80c). 

GRINDER  JOB  TRAINING  UNITS 

(Dunwoody  Series,  Machine  Shop 
Training  Jobs) 

111  pp.,  $1.25;  (work  sheets,  30c). 

American  Technical  Society,  Chicago,  III., 

1942.  Illus.,  diagrs.,  charts,  tables,  11  x8x/2 

in.,  paper. 
These  publications  belong  to  a  series  of 
six  manuals  for  training  on  various  machine 
tools.  General  and  special  procedures  in  work- 
ing with  the  respective  machines  are  briefly 
described  with  the  care  and  use  of  necessary 
tools.  Detailed  instructions  are  given  for  a 
series  of  practical  jobs,  including  check  sheets 
for  determining  the  learner's  grasp  of  each 
problem,  and  a  final  section  relates  the  know- 
ledge gained  to  actual  shop  work.  Helpful 
hints  are  also  given  on  blueprint  reading. 

COTTON  LOOMFIXERS'  MANUAL 

By  I.  Moberg.  McGraw-Hill  Book  Co., 
New  York  and  London,  1942.  197  pp., 
illus.,  diagrs.,  charts,  tables,  9x/2  x  6  in., 
cloth,  $2.50. 


THE  ENGINEERING  JOURNAL     June,  1942 


395 


Practical,  step-by-step  instructions  are 
given  on  all  phases  of  cotton  loomfixing.  The 
book  covers  the  setting,  adjusting  and  timing 
of  modern  looms  and  the  latest  loom  motions 
as  applied  on  older  looms.  The  material  is  so 
presented  that  the  book  can  serve  as  a  text- 
book for  courses  or  as  a  self-study  manual. 

ELECTRICAL  CIRCUITS  AND  MACHIN- 
ERY, Vol.  2:  Alternating  Currents 

By  F.  W.  Hehre  and  G.  T.  Harness.  John 
Wiley  &  Sons,  New  York;  Chapman  & 
Hall,  London,  1942.  635  pp.,  Mus.,  diagrs., 
charts,  tables,  9x6  in.,  cloth,  $6.00. 
As  in  volume  one  of  this  two-volume  treat- 
ment of  Electrical  Circuits  and  Machinery, 
the  authors  have  followed  the  general  plan 
and  method  of  textbook  with  that  title  written 
in  1933  by  Morecroft  and  Hehre.  The  book 
is  intended  as  a  general  text  for  non-electrical 
engineering  students  and  as  an  introductory 
text  for  electrical  engineering  students.  It  is 
comprehensive   in    scope    and    includes    two 
chapters    on    electronic    devices.    There  are 
many  problems  chosen  with  special  reference 
to  present  commercial  practice. 

(The)  ELECTRON  MICROSCOPE 

By  E.  F.  Burton  and  W.  H.  Kohl.  Rein- 
hold  Publishing  Corp.,  New  York,  1942. 
233  pp.,  Mus.,  diagrs.,  charts,  tables,  9x/i  x 
6  in.,  cloth,  $3.85. 
Beginning  with  a  simple  exposition  of  the 
properties  of  light  and  electrons,  this  book 
proceeds  to  a  comparison  of  light  and  elec- 
tronic activity  and  of  the  methods  for  their 
control  for  use  in  microscopes.  The  history 
of  the  electron  microscope  is  briefly  related, 
the  construction  and  use  of  both  the  electro- 
static and  electromagnetic  types  are  described, 
and  present  and  future  applications  are  noted. 

HIGHWAY  RESEARCH  BOARD,  Pro- 
ceedings of  the  Twentieth  Annual 
Meeting,  held  at  Washington,  D.C., 
Dec.  3-6,  1940 

Edited  by  R.  W.  Crum..  National  Research 
Council,  Division  of  Engineering  and  In- 
dustrial Research,  Washington,  D.C.  883 
pp.,  Mus.,  diagrs.,  tables,  10  x  6}/<i  in., 
cloth,  $3.25. 
Some  sixty  technical   papers  and   reports 
presented  at  the  1940  annual  meeting  of  the 
Highway   Research   Board  are  published  in 
this  volume.  The  comprehensive  scope  of  the 
Board  is  reflected  in  the  separate  titles  which 
are  grouped  under  the  headings — economics, 
design,  materials  and  construction,  mainten- 
ance, soils,  traffic  and  safety.  Brief  informa- 
tion about  the  Board  is  included. 

(The)    HISTORY     OF     COMBAT     AIR- 
PLANES. (The  James  Jackson  Cabot 
Professorship  of  Air  Traffic  Regula- 
tion and  Air  Transportation  at  Nor- 
wich University,  Publication   No.   7) 
By  C.  G.  Grey.  Norwich  University,  North- 
field,  Vermont,  Dec.  ,1941.  158  pp.,  9x6 
in.,  paper,  $1.00. 
The  author  describes  in  considerable  detail 
examples  of  the  many  types  and  variations  of 
airplanes  which  were  developed  specifically 
for  combat  from  1914  to  the  present  day.  All 
countries  are  covered,  comparisons  are  indi- 
cated, and  the  men  who  played  the  leading 
parts  in  this  development  are  given  due  credit. 

INSTRUCTOR'S  GUIDE.  (Dunwoody 
Series,  Machine  Shop  Training  Jobs) 

American  Technical  Society,  Chicago,  111., 
1942.  39  pp.,  diagrs.,  charts,  tables,  11  x 
8V1  in.,  paper,  75c. 
This  instructor's  guide  furnishes  helpful  in- 
formation and  suggestions  regarding  the  use 
of  any  or  all  of  the  units  of  the  Dunwoody 
series  of  manuals  on  lathe,  drill  press,  milling 
machine,    grinder,    shaper    and    planer,    and 


bench  work.  It  covers  the  use  of  the  manuals 
themselves,  the  organization  and  control  of 
the  training  experience,  and  methods  of  in- 
struction. 

LOCOMOTIVE  CYCLOPEDIA  of  Ameri- 
can Practice,  11th  éd.,  1941 

Compiled  and  edited  for  the  Association  of 
American    Railroads — Mechanical    Divi- 
sion; edited  by  R.  V.  Wright  and  R.  C. 
Augur.    Simmons-Boardman    Publishing 
Corp.,  New  York,  1941.  1,312  pp.,  Mus., 
diagrs.,  charts,  maps,  tables,  12  x  8  in., 
cloth,  $5.00. 
In  the  eleventh  edition  of  this  well-known 
reference  work,  as  in  previous  ones,  consider- 
able revision  has  occurred  both  in  the  text 
and  in  the  arrangement  and  indexing.  By  the 
addition  of  new  material,  such  as  the  chapter 
on  welding  and  cutting  in  locomotive  shops, 
the  book  remains  representative  of  the  latest 
practice   in   locomotive   design,   construction 
and  maintenance.  In  order  to  keep  the  book 
to  a  reasonable  size  little  except  current  prac- 
tice is  included,  and  previous  editions  should 
be  consulted  for  information  on  older  loco- 
motives. 

MACHINE  SHOP  WORK 

By  J.  T.  Shuman  and  others.  American 

Technical    Society,    Chicago,    III.,    1942. 

499  pp.,  Mus.,  diagrs.,  charts,  tables,  8% 

x5Yi  in.,  cloth,  $3.50. 
The  fundamentals  and  principles  of  modern 
machine-shop  practice  are  described,  includ- 
ing all  major  machines  and  operations  rather 
than  merely  typical  ones.  A  trouble-shooting 
page  accompanies  each  chapter,  listing  com- 
mon operating  difficulties,  probable  causes  and 
suggested  remedies.  Review  questions  are  also 
provided  for  each  chapter. 

METALLURGICAL  AND  INDUSTRIAL 
RADIOLOGY 

By  K.  S.  Low.  Sir  Isaac  Pitman  &  Sons, 
Ltd.,  London;  Pitman  Publishing  Corp., 
New  York,  1940.  88  pp.,  Mus.,  diagrs., 
charts,  tables,  lYi  x  5  in.,  cloth,  $2.50. 
The  obvious  advantages  of  non-destructive 
testing  and  examination  of  objects  indicate 
the    increasing    importance    of    radiological 
methods.   The  general  principles,   apparatus 
and  equipment,  and  methods  of  radiographic 
technique  in  metallurgical  work  are  described, 
and  the  interpretation  of  radiographs  is  ex- 
plained. Certain  specialized  practices  are  also 
briefly  discussed. 

MODERN     ASSEMBLY     PROCESSES, 
Their  Development  and  Control 

By  J.  L.  Miller,  with  a  foreword  by  E.  A. 

Watson.  Chapman  &  Hall,  London,  1941- 

166    pp.,    Mus.,    diagrs.,    charts,    tables, 

9  x  5l/2  in.,  cloth,  13s.  6d. 
This  book  deals  with  the  processes  used  to 
assemble  small  parts  in  large-scale  production. 
In  surveying  these  processes  the  book  de- 
scribes recent  developments,  shows  how  the 
processes  may  be  controlled  and  discusses  the 
factors  which  influence  the  designer  and  the 
production  engineer  in  the  choice  of  the  pro- 
cess to  be  used. 

OPTIMUM  HOURS  OF  WORK  IN  WAR 
PRODUCTION.  (Research  Report 
Series  No.  65) 

By  J.  D.  Brown  and  H.  Baker.  Princeton 
University,  Industrial  Relations  Section, 
Princeton,- New  Jersey,  March,  1942.  25 
pp.,  tables,  10  x  7  in.,  paper,  15c. 
Based  on  information  obtained  from   140 
companies  in  war  production,  this  pamphlet 
presents  experiences  with  various  work  sched- 
ules of  from  40  to  60  hours  per  week  and 
from  5  to  7  days  per  week.  The  several  im- 
portant   factors    in    the    determination    of 
optimum  hours  (physical  effort,  rest  periods, 


labor  supply,  etc.)  are  discussed  and  conclu- 
sions drawn. 

(The)  PHYSICAL  EXAMINATION  OF 
METALS,  Vol.  2:  Electrical  Methods 

By  B.  Chalmers  and  A.  G.  Quarrell.  Long- 
mans, Green  &  Co.,  New  York;  Edward 
Arnold  &  Co.,  London,  1941.  280  pp., 
Mus.,  diagrs.,  charts,  tables,  8x/i  x  5% 
in.,  cloth,  $6.00. 

This  second  of  two  volumes  on  the  appli- 
cation of  the  various  branches  of  physics  to 
the  examination  of  metals  deals  with  mag- 
netic, electric,  electronic  and  X-ray  methods. 
Underlying  physical  theories  are  explained, 
the  apparatus  and  more  important  applica- 
tions are  described,  and  some  discussion  of 
operational  techniques  is  included. 

S  A  E  HANDBOOK,  1942  Edition 

Society  of  Automotive  Engineers,  29  West 
89th  St.,  New  York,  1942.  828  pp.,  Mus., 
diagrs.,  charts,  tables,  8Y2  x  5l/%  in.,  cloth, 
$5.00;  $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  can- 
cellations.   There    is    also    a    partial    list    of 
American  standards  of  interest  to  the  auto- 
motive industry. 

TABLES  OF  THE  MOMENT  OF  INERTIA 
AND  SECTION  MODULUS  OF  OR- 
DINARY ANGLES,  CHANNELS  AND 
BULB    ANGLES     WITH     CERTAIN 
PLATE  COMBINATIONS 
Prepared  by  the  Federal  Works  Agency, 
Work  Projects  Administration  for  the  City 
of  Nev>  York,  as  a  report  of  Official  Pro- 
ject No.  165-2-97-22,  Mathematical  Tables 
Project;  conducted  under  the  sponsorship 
and  for  sale  by  the  National  Bureau  of 
Standards,  Washington,  D.C,  1941.  197 
pp.,   tables,    10]/2   x   8  in.,    cloth,   $1.25 
(payable  in  advance). 
This  new  volume  in  the  series  of  mathe- 
matical tables  sponsored  by  the  U.S.  Bureau 
of  Standards  presents  tables  of  the  moment 
of   inertia  and   section  modulus  of  ordinary 
angles,  channels  and  bulb  angles  with  certain 
plate  combinations.  Tables  of  various  dimen- 
sional properties  of  these  structural  shapes 
are  appended. 

TECHNIDATA  HAND  BOOK,  Engineer- 
ing, Chemistry,  Physics,  Mechanics, 
Mathematics,  etc. 

By  E.  L.  Page.  Norman  W.  Henley  Pub. 

Co.,   New    York,    1942.   64   pp.,   diagrs., 

charts,   tables,  8Yi  x  5%  in.,    looseleaf, 

paper,  $1.00;  cloth,  $1.50. 
Essential  data  taken  from  the  fields  of 
mathematics,  physics,  chemistry,  and  engi- 
neering mechanics,  are  presented  in  condensed 
form.  Facts,  figures,  theory,  definitions,  laws, 
formulas,  simple  calculations,  diagrams  and 
numerical  tables  are  all  utilized.  The  use  of 
the  slide  rule  is  also  briefly  exemplified. 

UNIFORMITY  IN  HIGHWAY  TRAFFIC 
CONTROL 

By  W.  P.  Eno.  The  Eno  Foundation  for 

Highway     Trafic     Control,     Saugatuck, 

Conn.,  1941.  83  pp.,  diagrs.,  Mus.,  7x6 

in,  paper,  $1.00. 

The  basic  principles  of  traffic  control  as 

developed  by  the  author  during  the  last  forty 

years  are  summarized  for  general  use.  Topics 

covered  include  police  enforcement,  licensing, 

traffic  aids,  pedestrian  rules,  parking,  one-way 

traffic  and  noise  reduction.  The  necessity  for 

uniformity  is  stressed. 


396 


June,  1942    THE  ENGINEERING  JOURNAL 


PRELIMINARY   NOTICE 


of  Applications  for  Admission  and  for  Transfer 


May  27th,  1942. 

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  July  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  -  .  tain  members  as  reference  does 
not  necessarily  mean  that  their  applicat'  ..us  are  endorsed  by  such  members. 


FOR  ADMISSION 

FINLAYSON— HAROLD  MUSGRAVE,  of  Montreal,  Que.  Born  at  Toronto, 
Ont.,  Aug.  8th,  1897;  Educ:  B.Sc.  (Civil),  McGill  Univ.,  1923;  1922  (summer), 
instr'man..  City  of  Montreal;  1923-28,  junior  engr.,  Dept.  Rlys.  and  Canals;  1928 
(summer),  res.  engr.,  John  S.  Metcalf  Co.;  1928-30,  field  engr.,  Shawinigan  Engi- 
neering Co.;  1930  to  date,  hydraulic  engr.,  Shawinigan  Water  &  Power  Company, 
Montreal,  Que. 

References — J.  B.  Challies,  J.  Morse,  H.  Massue,  D.  W.  McLachlan,  C.  R. 
Lindsey,  O.  O.  Lefebvre,  E.  Brown,  J.  A.  McCrory. 

GASOI — WILLIAM,  of  Montreal,  Que.  Born  at  Montreal,  July  3rd,  1918;  Educ: 
Completed  2nd  year  junior  engrg.  and  applied  science;  1936-38,  Standard  Electric 
Co.;  1939-40,  Fairchild  Aircraft  Ltd.;  1940,  Noorduyn  Aviation  Co.  Ltd.;  1941, 
Dominion  Engrg.  Co.  Ltd.;  1941  to  date,  designer,  Harrington  Tool  &  Die  Co.  Ltd., 
Montreal.  (Applying  for  admission  as  Affiliate.) 

References— W.  A.  Wood,  B.  R.  Perry,  C.  E.  Herd,  H.  M.  Black. 

HINTON— RALPH,  of  5  Birch  Ave.,  Kingston,  Ont.  Born  at  West  Hartepool, 
England,  July  6th,  1901;  Educ:  Armstrong  College,  Newcastle-on-Tyne;  1915-16, 
1918-22,  ap'tice,  Wm.  Gray  &  Co.,  West  Hartlepool;  1922-28,  millwright,  hydro 
operator,  steam  plant  engr.,  Spruce  Falls  Power  &  Paper  Co.,  Kapuskasing,  Ont.; 
1928-29,  erecting,  Dominion  Bridge  Co.,  Toronto;  1929-31,  steam  plant  engr.,  1931-33, 
plant  engr.,  Dominion  Motors  of  Canada,  Leaside,  Ont.;  1933  to  date,  mtce.  engr., 
supt.  of  bldgs.  and  grounds,  Queen's  University  and  Kingston  General  Hospital. 
(Applying  for  admission  as  Affiliate.) 

References:  J.  B.  Baty,  D.  S.  Ellis,  L.  M.  Arkley,  T.  A.  McGinnis,  J.  M.  Campbell, 

C.  Folger,  A.  Jackson. 

LOOMIS— DAN  McKAY,  of  927  Graham  Blvd.,  Town  of  Mount  Royal,  Que. 
Born  at  Sherbrooke,  Que.,  Jan.  8th,  1901  ;  Educ.  :  Grad.,  R.M.C.,  1922.  B.Sc.  (Mech.), 
McGill  Univ.,  1924;  1916-17  (summers),  C.N.R.,  New  Brunswick  and  Nova  Scotia; 
1918  (summer),  level  and  transitman,  W.  I.  Bishop;  1925-27,  design,  erection  and 
operation  of  contractors'  plant  in  constrn.  of  bldgs.  (industrial)  in  Montreal  area; 
1927-28,  design,  constrn.  and  operation  of  mfg.  plant  for  emulsifying  bitumen  in 
water;  1928-33,  research  work  in  developing  road  pavements  (asphaltic),  mining 
machy.  and  machy.  for  emulsifying  bituminous  materials  in  water;  1933-39,  manag- 
ing director,  Bitumen  Products  Corporation;  1941,  technical  asst.,  Dept.  of  Munitions 
and  Supply,  and  at  present,  sources  officer,  tank  production  branch,  Dept.  of  Muni- 
tion and  Supply,  Ottawa,  Ont. 

References:  H.  B.  Bowen,  W.  F.  Drysdale,  J.  M.  R.  Fairbairn,  R.  DeL.  French, 
R.  E.  Jamieson,  C.  M.  McKergow,  G.  L.  Wiggs. 

MAGNANT— DANIEL  ARMAND,  of  Boucherville,  Que.  Born  at  New  York, 
N.Y.,  March  28th,  1907;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1931;  R.P.E. 
of  Que.;  1931,  surveying,  1931-33,  res.  engr.,  1933-36,  divn.  engr.,  Quebec  Roads 
Dept.;  1937-40,  dist.  engr.,  Colonization  Dept.,  Prov.  of  Quebec;  1941  to  date,  tool 
engr.  and  tool  designer,  Fairchild  Aircraft  Ltd.,  Boucherville,  Que. 

References:  J.  A.  Lalonde,  A.  Gratton,  S.  A.  Baulne,  A.  Circe. 

MATTE— RAYMOND  E.,  of  4369  Coolbrook  Ave.,  Montreal,  Que.  Born  at 
Montreal,  Aug.  13th,  1903;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1927;  R.P.E. 
of  Que.;  1923-27  (summers  and  part  time  during  lectures),  surveying;  1927-28,  office 
engr.,  Bahia  Corporation,  New  York;  1929,  inspr.  on  constrn.,  Moran  &  Proctor, 
New  York;  1929-34,  engr.,  estimator  and  constrn.  supt.,  Alphonse  Gratton  Ltd., 
contractors;  1934  to  date,  engr.  and  salesman,  Canadian  Tube  &  Steel  Products 
Ltd.,  Montreal. 

References:  J.  A.  Lalonde,  L.  A.  Duchastel,  L.  Trudel,  O.  O.  Lefebvre,  A.  Frigon. 

MILLMAN— JOSEPH  MALCOLM,  of  33  Claxton  Blvd.,  Toronto,  Ont.  Born  at 
Arima,  Japan,  July  29th,  1912;  Educ:  B.Eng.  (Mech.),  1934,  B.Eng.  (Civil),  Univ.  of 
Sask.,  1935;  R.P.E.  of  Ont.;  1929-31,  misc.  summer  work,  Univ.  of  Sask.  mtce.  engrs.; 
1935-36,  struct'l.  design  and  plant  mtce.,  1936-41,  test  engr.,  Canadian  Kodak  Co. 
Ltd.;  1941-42,  struct'l.  design  for  C.  F.  Morrison,  M.E.I.C,  consltg.  engr.,  and 
1941  to  date,  mech.  engr.,  Canadian  &  General  Finance  Co.  Ltd.,  Toronto,  Ont. 

References:  C.  F.  Morrison,  V.  H.  Mclntyre,  W.  H.  Laughlin,  C  J.  Mackenzie, 
E.  K.  Phillips. 

McQUARRIE— ALEXANDER  MACRAE,  of  422  Park  Street,  Peterborough, 
Ont.  Born  at  Edson,  Alta.,  Aug.  16th,  1914;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta., 
1941;  1940-41,  test  dept.,  and  1941  to  date,  aircraft  instrument  engrg.,  Can.  Gen. 
Elec.  Co.  Ltd.,  Peterborough,  Ont. 

References:  G.  R.  Langley,  H.  R.  Sills,  J.  Cameron,  B.  I.  Burgess,  W.  T.  Fanjoy, 

D.  J.  Emery. 

RICHARDSON— JOHN  MAXWELL,  of  299  He  Bigras,  Laval  Islands,  Que. 
Born  at  Toronto,  Ont.,  Nov.  7th,  1906;  Educ:  B.Sc,  McGill  Univ.,  1928;  1925 
(summer),  asst.  on  sampling  and  assay  work;  with  the  Southern  Canada  Power  Co. 
Ltd.,  Montreal,  as  follows:  1926-27  (summers)  and  1928-29,  ap'ticeship,  1929-35, 
junior  engr.,  1935-36,  acting  operating  supt.,  1936-41,  asst.  to  asst.  plant  mgr.,  and 
at  present,  elec.  engr. 

References:  J.  S.  H.  Wurtele,  T.  C.  Connell,  J.  H.  Trimingham,  H.  L.  Mahaffy, 
C.  V.  Christie. 

SMITH— JAMES  MORRISON,  of  Toronto,  Ont.  Born  at  Dornoch,  Ont.,  Dec 
29th,  1894;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1923;  R.P.E.  of  Ont.;  1916-19,  over- 
seas. Pilot,  R.F.C,  Lieut.,  Special  Reserve;  1925,  paving  and  sewers,  Town  of 
Riverside;  1926-30,  ditches,  sewers  and  tunnels,  Macomb  County  Drain  Comm.; 
Summer  1922,  1923-24,  and  1930  to  date,  with  Dept.  of  Highways  of  Ontario,  rod- 
man,  instr'man.,  inspr.,  surveys  and  location,  and  at  present,  dftsman. 

References:  W.  S.  Wilson,  J.  M.  Gibson,  T.  F.  Francis,  H.  E.  Wingfield,  V.  H. 
Mclntyre. 

SWANSTON— MURRAY  MAXWELL,  of  1142  Spadina  Crescent  East,  Saska- 
toon, Sask.  Born  at  Holstein,  Ont.,  Oct.  23rd,  1904;  Educ:  private  study  in  highway 
engrg.;  1925-26  and  1928-29,  electrician's  helper;  1929-30,  electrical  contracting, 
Shaunavon,  Sask.;  with  Dept.  of  Highways  of  Sask.,  as  follows:  1930-31,  rodman, 
1931-32,  instr'man.,  1932-38,  operation  of  equipment  and  mtce.  of  a  section  of  high- 
way at  Swift  Current;  1938-40,  misc.  mtce.  work;  1940,  instr'man.  and  inspr.,  Dept. 
of  Transport;  1940-41,  asst.  engr..  No.  4  Training  Command,  R.C.A.F.;  Nov.,  1941, 
to  date,  Commissioned  as  Flying  Officer,  Works  and  Bldg.  Engineer  Branch,  R.C  A  .F., 
and  posted  to  Newfoundland  i/c  snow  removal  and  aerodrome  mtce.,  also  Works 
Officer  i/c  aerodrome  lighting,  certain  power  houses,  etc. 

References:  W.  W.  Perrie,  H.  R.  MacKenzie,  F.  H.  Smail,  H.  A.  Gray,  R.  A. 
McLellan,  C  A.  Davidson. 

UNDERWOOD— WILLIAM  MARK,  of  Halifax,  N.S.  Born  at  Winnipeg,  Man., 
April  29th,  1913;  1933-38,  chainman,  rodman,  instr'man.,  highway  constrn.,  Dept. 
of  Mines  and  Resources  (Federal);  1938-39,  instr'man.,  1939-40,  res.  engr.,  Dept. 
of  Public  Works,  at  Cranbrook  &  Rossland,  B.C.;  1940-41,  junior  asst.  engr.,  on 
constrn.  of  No.  34  S.F.T.S.,  Dept.  of  National  Defence  for  Air;  at  present,  Lieut., 
R.C.E.  Works  Officer  i/c  of  all  mtce.  and  constrn.  of  military  bldgs.  in  the  City  of 
Halifax. 

References:  J.  M.  Wardle,  E.  S.  Jones,  W.  S.  Lawrence,  J.  F.  C  Wightman. 

(Continued  on  page  398) 


THE  ENGINEERING  JOURNAL     June,  1942 


397 


Employment  Service  Bureau 


SITUATIONS  VACANT 

MECHANICAL  DESIGNING  DRAUGHTSMAN, 
Graduate  preferred,  required  for  work  in  Arvida  on 
specification  drawings  for  plate  work,  elevators,  con- 
veyors, etc.,  equipment  layouts,  pipe  layouts  and 
details.  Apply  to  Box  No.  2375-V. 

MECHANICAL  ENGINEER,  with  machine  shop  ex- 
perience required  for  position  in  South  America  on 
important  war  work.  Apply  to  Box  No.  2441-V. 

MECHANICAL  ENGINEER,  Mechanical  construc- 
tion and  maintenance,  some  experience  on  diesels  and 
tractors  preferred,  for  work  in  Mackenzie,  B.G. 
Apply  to  Box  No.  2482-V. 

MECHANICAL  ENGINEER  with  experience  in  pulp 
and  paper  industry  for  supervision  and  maintenance 
work  in  large  paper  mill.  Must  be  experienced  in 
machine  shop  work  and  the  handling  of  men.  Apply 
to  Box  No.  2522-V. 

ELECTRICAL  ENGINEER,  construction  and  main- 
tenance of  diesel  electric  locomotives  for  work  at 
Mackenzie,  B.G.  Apply  to  Box  No.  2536-V. 


AN  APPEAL  ! 

One  of  our  members  who  has  just  returned  from 
overseas  reports  that  there  ia  an  urgent  need  of 
surveying  instruments  in  the  Canadian  Corps  in 
England.  Some  organizations  have  already  sup- 
plied a  few  instruments  on  loan  but  many  more  are 
needed. 

Any  members  who  would  be  willing  to  loan  such 
instruments  to  our  fighting  forces  should  address 
them  to: 

THE  CHIEF  ENGINEER 

Headquarters  1st  Canadian  Corps 

Canadian  Army  Overseas 

The  need  is  mostly  for  transits  and  measuring 
tapes. 


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. 


MECHANICAL  DESIGNING  DRAUGHTSMAN, 
on  permanent  moulds  and  die  casting  dies.  Apply 
to  Box  No.  2537-V. 

CIVIL  ENGINEER,  with  actual  pile  driving  and 
heavy  construction  experience  required  for  work  in 
British  Guiana.  Apply  to  Box  No.  2538-V. 

YOUNG  GRADUATE  ENGINEER  required  by 
machinery  supply  firm  located  in  Montreal.  Some 
Belling  experience  preferred.  State  military  status. 
Apply  to  Box  No.  2539-V. 

CIVIL  ENGINEER,  supervising  construction  opera- 
tions in  Mackenzie,  B.G.  Apply  to  Box  No.  2549-V. 

MECHANICAL  DRAUGHTSMAN,  for  important 
war  work  in  Montreal.  Apply  to  Box  No.  2550-V. 

SITUATIONS  WANTED 

GRADUATE  ENGINEER  in  Electrical  and  Mechani- 
cal Engineering,  m.e.i.c,  and  r.p.e.,  electric  utility 
experience.  Age  30.  Married.  Transmission  line,  and 
distribution,  estimating,  design,  survey  and  con- 
struction threeyears,(oneyearactingsuperintendent), 
interior  light  and  power  wiring  design,  estimating 
and  supervision  one  year.  Electric  meters  (AC)  six 
months,  electric  utility  drafting  six  months,  founda- 
tion layouts  and  concrete  inspection  six  months. 
Steam  power  plant  operation  two  years.  Presently 
employed  but  desire  advancement.  Apply  to  Box 
No.  2430-W. 

DESIGNING  DRAUGHTSMAN,  M.E.I.C.  Age  47. 
Married.     Location     immaterial.     Experienced     in 


estimates,  design,  layouts  and  details  of  industrial 
buildings.  Presently  employed  but  desirous  of  change 
with  prospects  of  advancement.  Apply  to  Box  No. 
2439-W. 

GRADUATE  CIVIL,  STRUCTURAL  ENGINEER, 
m.e.i.c,  middle  age.  Twenty  years'  experience 
estimator,  designer,  and  sales  engineer.  Excellent 
references.  Open  for  engagement.  Apply  to  Box 
No.  2440-W. 


WANTED 


Someone  to  back  up  my  chemical  engineering 
education.  Have  saved  eight  hundred  dollars  to 
start  on,  need  someone  to  help  from  there  on.  Age 
21,  army  (reserve)  discharge.  Good  references  for 
repayment  plus  interest,  plus  promise  to  loan  to 
another  student  as  you  have  to  me.  S.E.I.C.  Apply 
to  Box  No.  40. 


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. 


PRELIMINARY  NOTICE 

(Continued) 

WALTERS— PAUL  W.,  of  39  Hickory  St.,  Ottawa,  Ont.  Born  at  Toronto, 
Feb.  7th,  1912;  Educ:  B.A.Sc.  (Civil),  Univ.  of  Toronto,  1934;  R.P.E.  of  Ont.; 
1930-31  (summers),  Turnbull  Elevator  Co.;  1934,  Raynor  Constrn.  Co.;  1935,  asst. 
engr.  and  checker,  Dufferin  Constrn.  Co.;  1935,  engr.  i/c  of  constrn.  of  landing  field, 
Trans  Canada  Airlines;  1936-41,  with  the  Dept.  of  Highways  of  Ontario,  1936, 
dftsman.,  1937,  on  survey  and  constrn.,  Queen  Elizabeth  Highway,  1938,  res.  engr., 
Grimsby,  1938-41,  res.  engr.,  Niagara  Falls  and  district;  at  present,  investigator, 
organization  branch,  Civil  Service  Commission,  handling  organization  and  personnel 
work  for  Dept.  of  Munitions  and  Supply. 

References:  R.  M.  Smith,  C.  R.  Young,  H.  L.  Bucke,  M.  F.  Ker,  E.  Viens. 

WILSON— JOHN  SHAW,  of  Vancouver,  B.C.  Born  at  Glasgow,  Scotland,  Aug. 
15th,  1882;  Educ:  Royal  Technical  College,  1898-1904;  R.P.E.  of  B.C.;  1902-04, 
ap'ticed  to  John  Dalglish  &  Sons,  engr.  and  ironfounders,  Glasgow;  1904-06,  plant 
engr.,  Heenan  &  Froude,  Worcester;  1907-16,  varied  experience  in  U.S.A.;  1916-19, 
chief  engr.,  Willamette  Iron  &  Steel  Works,  Portland,  Oregon;  1921  to  date,  presi- 
dent and  general  manager,  Tyee  Machinery  Company,  Limited,  Vancouver,  B.C. 

References:  W.  N.  Kelly,  J.  Robertson,  J.  N.  Finlayson,  H.  N.  Macpherson, 
W.  O.  Scott. 

FOR  TRANSFER  FROM  THE  CLASS  OF  JUNIOR 

EAGLES— NORMAN  B.,  of  Moncton,  N.B.  Born  at  Moncton,  Oct.  4th,  1912.; 
Educ:  B.Sc  (Elec),  Univ.  of  N.B.,  1935;  1935  (summer),  R.C.A.F.  Flying  Training 
Course;  1936-41,  asst.  city  electrical  engr.,  City  of  Moncton;  Sept.,  1941,  to  date, 
Engineering  Instructor,  No.  21,  Elementary  Flying  Training  School,  Chatham,  N.B. 
(St.  1935,  Jr.  1940.) 

References:  V.  C.  Blackett,  T.  H.  Dickson,  G.  L.  Dickson,  J.  Stephens,  A.  F. 
Baird,  E.  B.  Martin,  W.  E.  Seeley. 

GAUDEFROY— HENRI,  of  3269  Van  Home  Ave.,  Montreal,  Que.  Born  at 
Montreal,  June  18th,  1909;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1933,  B.S. 
(Elec),  Mass.  Inst.  Tech.,  1934;  R.P.E.  of  Que.;  1934-35,  technical  operator,  Radio 
Station  CHLP;  1935-39,  with  the  Bell  Telephone  Company  of  Canada— 1935, 
training  experience,  engrg.  plant,  traffic  and  commercial  depts.,  constrn.  and  mtce., 


installn  work,  etc.,  1936,  appointed  to  staff  of  central  office  equipment  engr.  (engrg. 
dept.),  design  and  hook-up  of  dual  central  office  equipment,  etc.;  1939  to  date, 
asst.  professor  of  mathematics,  administration  work  under  the  supervn.  of  the  director 
of  studies,  Ecole  Polytechnique  (Faculty  of  Engrg.,  Univ.  of  Montreal),  Montreal, 
Que.  (Jr.  1934). 

References:  J.  A.  Lalonde,  A.  Circe,  O.  O.  Lefebvre,  J.  A.  Beauchemin,  H.  Massue. 

ROY— JOSEPH  EUGENE  LEO,  of  Quebec,  Que.  Born  at  Montreal,  Dec  23rd, 
1907;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1930:  B.Eng.  (Elec),  McGill 
Univ.,  1932;  1928-29  (summers),  surveying.  Bureau  of  Mines;  1930-32,  ap'ticeship 
course,  1932-34,  elec.  testing,  1934-37,  power  sales,  Shawinigan  Water  <fe  Power  Co.; 
1937  to  date,  power  sales,  Quebec  Power  Company,  Quebec,  Que.  (St.  1931,  Jr.  1936.) 

References — C.  V.  Christie,  A.  Frigon,  A.  B.  Normandin,  A.  Lariviere,  R.  B. 
McDunnough,  P.  S.  Gregory,  E.  D.  Gray-Donald. 

FOR  TRANSFER  FROM  THE  CLASS  OF  STUDENT 

CHAPMAN— STUART  M.,  of  Montreal,  Que.  Born  at  Montreal,  March  6th, 
1911;  Educ:  B.  Eng.  (Chem.),  McGill  Univ.,  1936;  1934-35  (summers),  research 
asst.,  Forests  Products  Labs,  of  Canada,  Montreal;  1937-41,  research  worker, 
Canadian  Pulp  &  Paper  Ass.,  Montreal;  at  present,  research  associate  i/c  of  investi- 
gations on  the  printing  properties  of  paper,  Dept.  of  Mines  &  Resources,  Pulp  & 
Paper  Research  Institute  of  Canada,  Montreal  (St.  1936). 

References:  C.  M.  McKergow,  R.  DeL.  French,  E.  Brown,  G.  J.  Dodd,  L.  R. 
McCurdy,  J.  B.  Phillips. 

PETERSON— ROBERT,  of  610  4th  Ave.,  Saskatoon,  Sask.  Born  at  Eston, 
Sask.,  April  12th,  1918;  Educ:  B.Sc.  (Civil),  Univ.  of  Sask.,  1939.  S.M.,  Harvard 
Univ.,  1941;  1939-40,  instr'man.,  1941  to  date,  asst.  engr.,  P.F.R.A.,  also  instructor 
at  Univ.  of  Sask.,  Saskatoon,  Sask.  (St.  1939). 

References:  C.  J.  Mackenzie,  R.  A.  Spencer,  J.  I.  Mutchler,  W.  L.  Foss,  E.  K. 
Phillips,  H.  I.  Nicholl. 

WATSON— JOHN  CRITTENDEN,  of  Montreal  West,  Que.  Born  at  Yarmouth, 
N.S.,  July  28th,  1918;  Educ:  B.Eng.  (Mech.),  McGill  Univ.,  1940;  1939  (summer), 
student  engr.,  Canada  Cement  Co.,  Belleville,  Ont.;  1940  to  date,  service  engr.. 
Combustion  Engineering  Corp.  Ltd.,  Montreal,  Que.  (St.  1939). 

References:  L.  H.  Birkett,  C  M.  McKergow,  M.  G.  Saunders,  I.  P.  Macnab, 
J.  G.  Hall. 


398 


June,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL,  JULY  1942 


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 


HYDRO    ELECTRIC    POWER    COMMISSION    OF   ONTARIO- 
ADMINISTRATION  BUILDING,  TORONTO,  ONT.    . 
(Photo  J.  H.  Mackay) 


Cover 


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


LOUIS  TRUDEL,  m.e.i.c. 
Assistant  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. 
14.50  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. 


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


BARRETT  CHUTE  DEVELOPMENT 402 

A.  L.  Malcolm,  M.E.I.C. 

WAGES  STABILIZATION 406 

Dr.  W.  J.  Couper 

SIZE  AND  THE  AEROPLANE 412 

Major  Oliver  Stewart 

THE  LIONS'  GATE  BRIDGE— IV 414 

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

ABSTRACTS  OF  CURRENT  LITERATURE 428 

FROM  MONTH  TO  MONTH 432 

PERSONALS 437 

Visitors  to  Headquarters    .........  439 

Obituaries  ...........  440 

NEWS  OF  THE  BRANCHES 440 

LIBRARY  NOTES 444 

PRELIMINARY  NOTICE 448 

EMPLOYMENT  SERVICE 449 

INDUSTRIAL  NEWS 450 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 


•dbGASPE  BEAUBIEN,  Montreal,  Que. 
•K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
•J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
•J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
•S.  W.  GRAY.  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal.  Que. 


FINANCE 

dbG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 

VICE-PRESIDENTS 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD.  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

•J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

|W.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

•E.  M.  KREBSER,  WalkerviUe,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

•H.  N.  MACPHERSON,  Vancouver.  B.C. 

*H.  F.  MORRISEY.  Saint  John,  N.B. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


STANDING  COMMITTEES 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


JC.  J.  MACKENZIE,  Ottawa,  Ont. 


*W.  H.  MUNRO,  Ottawa,  Ont. 

tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

*J.  A.  VANCE,  Woodstock,  Ont. 

•For  1942         tFor  1942-43         JFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


PUBLICATION 


C.  K.  McLEOD,  Chairman 

R.  DsL.  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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 
A.  C.  D.  BLANCHARD 
T.  H.  JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE.  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 

T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 


SPECIAL  COMMITTEES 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 

E.  W.  IZARD 

H.  N.  MACPHERSON 

Zone  B   (Province  of  Ontario) 
John  Galbraith   Prize 

J.  L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prise  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest  Marceau  Prize  (French) 

H.  CIMON,  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime  Provinces) 
Martin  Murphy   Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 


THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 

J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 

R.  DeL.  FRENCH 

R.  F.  LEGGET 

A.  E.  MACDONALD 

H.  W.  McKIEL 


MEMBERSHIP 

J.  G.  HALL,  Chairman 
S.  R.  FROST 


INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 


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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 
F.  H.  PETERS 
S.  G.  PORTER 
P.  M.  SAUDER 
J.  M.  WARDLE 


400 


July,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  3.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 
CALGARY 

Chairman,     H.  J.  McEWEN 
Vice-Chair.,  3.  G.  MacGREGOR 
Executive,      J.  N.  FORD 

A.  GRIFFIN 

H.  B.  SHERMAN 
(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
Sec.-Treas.,  K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive,      3.  A.  RUSSELL  M.  F.  COSSITT 

(Ex-Officio),  F.  W.  GRAY 

Se*.-Trea»..    S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

EDMONTON 

Chairman,     D.  A.  HANSEN 
Vice-Chair.,  D.  HUTCHISON 
Executive,      C.  W.  CARRY 

B.  W.  PITFIELD 
E.  R.  T.  SKARIN 
J.  A.  ALLAN 

E.  ROBERTSON 
J.  W.  JUDGE 
(Ex-Officio),  J.  GARRETT 

R.  M.  HARDY 
Sec.-Treas.,  F.  R.  BURFIELD. 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 
HALIFAX 

Chairman,     P.  A.  LOVETT 
Executive,      A.  E.  CAMERON 

G.  T.  CLARKE  G.  J.  CURRIE 

A.  E.  FLYNN  J.  D.  FRASER 

D.  G.  DUNBAR  J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 
G.  T.  MEDFORTH 
(Ex-Officio),  S.  L.  FULTZ  J.  R.  KAYE 

Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 
HAMILTON 

Chairman,      STANLEY  SHUPE 
Vice-Chair.,  T.  S.  GLOVER 
Executive,      H.  A.  COOCH 

NORMAN  EAGER 
A.  C.  MACNAB 
A.  H.  WINGFIELD 
(Ex-Officio),  W.  J.  W.  REID 

W.  A.  T.  GILMOUR 
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,    B.  A.  CULPEPER 
F»c«-CAatV.,MISS  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), H.  G.  O'LEARY 
J.  M.  FLEMING 
Sec.-Treas.,  W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur.  Ont. 
LETHBRIDGE 

Chairman,    C.  S.  DONALDSON 
Vice-Chair.,^.  MELDRUM 

Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio),  3.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 

MONCTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


F.  T.  JULIAN 

T.  L.  McMANAMNA 

F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 

R.  W.  GARRETT 

J.  A.  VANCE 

H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 


MONTREAL 

Chairman, 

Vice-Chair., 

Executive, 


F.  O.  CONDON 
H.  J.  CRUDGE 
B.  E.  BAYNE 

G.  L.  DICKSON 
T.  H.  DICKSON 
H.  W.  McKIEL 

V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R. 
Moncton,  N.B. 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


J.  A.  LALONDE 
R.  S.  EADIE 
R.  E.  HEARTZ 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
H.  F.  FINNEMORE 
R.  C.  FLITTON 
G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 
J.  G.  HALL 
W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA  PENINSULA 

Chairman,      C.  G.  CLINE 
Vice-Chair.,  G.  E.  GRIFFITHS 
Executive,       A.  G.  HERR 

R.  T.  SAWLE 

G.  F.  VOLLMER 

W.  D.  BRACKEN 

J.  W.  BROOKS 

J.  H.TUCK 

D.  S.  SCRYMGEOUR 
(Ex-Officio),  A.  L.  McPHAIL 

A.  W.  F.  McQUEEN 
Sec.-Treas.,    J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 
OTTAWA 

Chairman,      N.  B.  MacROSTIE 
Executive,      W.  G.  C.  GLIDDON 

R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY 
R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     D.  J.  EMERY 

Executive,      C.  R.  WHITTEMORE     F.  R.  POPE 
I.  F.  McRAE  R.  L.  DOBBIN 

A.  J.  GIRDWOOD 
(Ex-Officio),  J.  CAMERON 

H.  R.  SILLS 
Sec.-Treas.,  A.  R.  JONES, 

5,  Anne  Street, 

Peterborough,  Ont. 
QUEBEC 
Life  Hon.- 

Chair.,  A.  R.  DECARY 
Chairman      L.  C.  DUPUIS 
Vice-Chair.,  RENÉ  DUPUIS 
Executive       O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRA Y-DONALD 

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

Colonization  Department, 
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),  M.  G.  SAUNDERS 

J.  W.  WARD 
Set.-Trtas.,  D    S.  ESTABROOKS, 

Price  Bros.  &  Co.  Ltd. 
Riverbend,  Que. 


SAINT  JOHN 

Chairman,  D.  R.  SMITH 
Vice-Chair.,  A.  O.  WOLFF 
Executive,       H.  P.  LINGLEY 

c.  d.  McAllister 

C.  C.  KIRBY 
(Ex-Officio),  F.  A.  PATRIQUEN 
V.  S.  CHESNUT 
G.  G.  MURDOCH 
H.  F.  MORRISEY 
Sec.-Treas.,    G.  W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  J.  B.  SWEENEY 

Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 
SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 
C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 
A.  E.  PICKERING 

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

159  Upton  Road, 
Sault  Ste.  Marie,  Ont. 
TORONTO 

Chairman,     W.  S.  WILSON 
Vice-Chair.,  W.  H.  M.  LAUGHLIN 
Executive,      D.  FORGAN 

R.  F.  LEGGET 
S.  R.  FROST 

F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 
(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 
H.  E.  BRANDON  J.  J.  SPENCE 

Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 
VICTORIA 

Chairman,     A.  S.  G.  MUSGRAVE 
Vice-Chair.,  KENNETH  REID 
Executive,      A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Ex-Officio),  A.  L.  CARRUTHERS 

G.  M.  IRWIN 
E.  W.  IZARD 

Sec.-Treas.,  J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     D.  M.  STEPHENS 
Vice-Chair.,  J.  T.  DYMENT 
Executive,      C.  V.  ANTENBRING 
N.  M.  HALL 
T.  H.  KIRBY 
E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
(Ex-Officio),  3.  W.  SANGER 
V.  MICHIE 

C.  P.  HALTALIN 
Sec.-Treas.,  THOMAS.  E.  STOREY, 

55  Princess  Street, 

Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL    July,  1942 


401 


BARRETT  CHUTE  DEVELOPMENT 

A.  L.  MALCOLM,  m.e.i.c. 
Resident  Engineer,  The  Hydro-Electric  Power  Commission  of  Ontario,  Calabogie,  Ont. 

Paper  presented  before  the   Ottawa  Branch  of  The  Engineering  Institute  on  December  18th,  1941. 


NOTE — No  attempt  is  made  herein  to  give  in  detail  a  descrip- 
tion of  the  construction  of  headworks,  penstocks  and  power 
house.  Procedure  in  this  part  of  the  work  followed,  in  general, 
the  methods  pursued  on  many  similar  projects. 

At  the  present  time  (June  23rd,  1942),  the  penstock  for  the 
first  unit  is  completed  and  the  concrete  envelope  is  being 
poured.  Erection  of  the  first  unit  in  the  power  house  is  prac- 
tically completed.  It  is  anticipated  that  the  remaining  diver- 
sion sluice  in  the  main  dam  will  be  closed  shortly  after  the  first 
of  July  and  the  headpond  raised  sufficiently  to  operate  No.  1 
unit  for  the  generator  dry-out  run.  Following  this  and  the 
conducting  of  necessary  tests,  the  unit  will  be  placed  in  com- 
mercial service  early  in  August.  It  is  expected  the  second  unit 
"ill  be  ready  for  operation  about  one  month  later. 

The  Hydro-Electric  Power  Commission  of  Ontario  has 
under  construction  at  the  present  time  a  54,000  hp.  hydro- 
electric development  at  Barrett  Chute  on  the  Madawaska 
river,  twenty-five  miles  south-east  of  the  town  of  Renfrew. 
This  is  one  of  a  series  of  eight  projected  developments 
which,  along  with  appropriate  storage  works  and  the  exist- 
ing plant  at  Calabogie,  will  eventually  effect  a  complete 
and  carefully  correlated  development  of  the  major  part  of 
the  main  stream  for  the  production  of  power. 

The  Madawaska  river,  one  of  the  main  tributaries  of  the 
Ottawa,  rises  in  Algonquin  Park  and  flows  south-easterly 
for  a  distance  of  about  190  mi.  to  its  confluence  with  the 
Ottawa  at  Arnprior  (Fig.  1).  It  drains  an  area  of  3,300  sq. 
mi.,  falling  over  1,000  ft.  from  its  headwaters  to  the  mouth. 
Of  this  total  fall,  665  ft.  occurs  in  the  last  eighty  miles  of 
its  course,  and  it  is  in  this  part  of  the  river  that  the  eight 
development  sites  referred  to  above  are  located.  There  are 
many  lakes  in  the  upper  half  of  the  drainage  basin,  some  of 
which  are  susceptible  of  economical  development  as  storage 
basins.  Barrett  Chute  Development  is  located  about  thirty 
miles  from  the  mouth  of  the  liver. 

At  the  site  of  the  development  the  river,  following  a 
wide  semi-circular  course,  drops  through  a  series  of  rapids 
immediately  before  it  enters  the  south  end  of  Lake  Cala- 
bogie, at  elevation  505  G.S.  datum.  Proceeding  downstream, 
the  series  comprises  Chain  Rapids,  Ragged  Rapids,  High 
Falls  and,  lastly,  Barrett  Chute.  The  highest  and  most 
beautiful  of  these  is  High  Falls,  where  the  river  pitches 
through  narrow  gorges  between  pine-covered  rock  islands 


(Fig.  2).  The  locality  for  many  years  has  been  a  centre  of 
tourist  attraction  both  for  fishing  and  hunting.  The  entire 
watershed  of  the  river  is  rugged  and  beautiful  and,  being 
less  frequented,  has  the  advantage  of  being  in  a  more 
natural  state  than  many  better  known  resorts.  There  are 
no  settlements  of  any  size  from  the  village  of  Calabogie  up 
to  Bark  lake,  a  distance  of  ninety  miles  by  the  river. 

From  the  seventies  on,  when  lumbering  operations  were 
at  their  height,  extensive  cribbing  and  flume  construction 
were  necessary  to  drive  logs  over  the  rapids  close  to  the 
site  of  the  present  development.  Through  one  of  the  islands 
at  High  Falls,  solid  rock  cut,  well  over  250  ft.  long,  had  to 
be  excavated  by  hand  labour,  to  carry  the  log-slide  in  a 
direct  line  to  the  pool  above  Barrett  Chute.  Facilities  of 
this  nature  were  carried  out  by  the  Upper  Ottawa  River 
Improvement  Company.  With  the  depletion  of  the  original 
pine  in  the  lower  part  of  the  watershed,  cutting  of  cedar 
proceeded  and,  thereafter,  log-driving  gradually  dwindled. 
No  log-drive  of  any  size  has  been  taken  down  the  Mada- 
waska for  over  twenty-five  years,  so  that  now  only  broken 
and  decayed  remnants  of  the  original  flumes  and  mooring 
cribs  remain  as  evidence  of  the  activity  of  that  day.  The 
bulk  of  the  original  pine  went  down  in  the  eighties  and 
nineties.  Clearings  along  the  shores  of  the  river  above  the 
development  and  private  cemetery  plots  alone  bear  mute 
evidence  of  occupation  by  early  settlers,  who  for  a  time 
attempted  to  farm  on  the  timber  clearings  but  have  long 
since  abandoned  their  holdings.  The  development  now 
under  construction  perpetuates  the  name  of  one  of  those 
early  settlers. 

Description  of  the  Development 

The  Barrett  Chute  generating  station,  when  completed, 
will  operate  with  two  vertical  units  of  28,000  turbine  hp. 
each,  under  a  gross  head  of  155  ft.  The  main  dam  will 
raise  the  waters  of  the  Madawaska  to  elevation  660  for  a 
distance  of  eight  miles  upstream  to  the  foot  of  Mountain 
Chute.  In  the  forebay  so  formed,  including  Mud  lake, 
which  is  tributary  to  it,  a  pondage  3,700  acres  in  area  will 
be  available.  The  low  water  flow  of  the  Madawaska  river 
has  for  some  years  been  augmented  from  storage  on  Bark 


Fig.  1- 


-Barrett  Chute  Development  on'the  Madawaska  River. 


402 


July,  1942     THE  ENGINEERING  JOURNAL 


lake.  An  old  rock-filled  timber  dam,  originally  built  by 
Booth,  has  been  improved  from  time  to  time  and  impounded 
approximately  30,000  aere-ft.  on  that  lake. 

Coincident  with  the  development  at  Barrett  Chute  the 
Commission  has  under  construction,  by  contract  with  the 
Dominion  Construction  Corporation,  a  new  storage  dam  at 
Bark  lake.  The  Bark  lake  dam  is,  in  the  main,  an  earth-fill 
structure  with  concrete  control  section  comprising  five 
sluiceways  of  the  conventional  type  and,  at  a  lower  level, 


Fig.  2— Foot  of  the  High  Falls. 


Fig.  3 — Power  Canal  excavation  looking  upstream. 

four  conduits  53^  ft.  in  diameter  controlled  by  butterfly 
valves.  This  dam  will  enable  water  to  be  stored  to  a  maxi- 
mum depth  of  30  ft.  on  a  greatly  increased  lake  area,  the 
total  storage  amounting  to  300,000  acre-ft.  This  project  is 
to  be  completed  in  time  to  impound  the  spring  run-off  of  1942. 

Like  many  similar  water  power  projects,  the  scheme  of 
the  Barrett  Chute  Development  is  quite  simple.  A  short 
distance  downstream  from  the  foot  of  Ragged  Rapids  a 
power  canal,  2,400  ft.  in  length  and  38  ft.  in  width,  is  now 
being  excavated  through  solid  rock  to  the  headworks 
structure  (Fig.  3).  This  will  involve  the  excavation  of 
approximately  140,000  cu.  yd.  of  rock  and  32,000  cu.  yd. 
of  earth.  Two  shovels,  one  Diesel  and  one  steam-engine 
operated,  a  battery  of  trucks,  and  two  Athey  steel  waggons 
of  14  cu.  yd.  capacity  and  tractor  drawn,  comprise  the 
excavating  and  disposal  equipment.  If  the  haul  is  not  too 
great,  the  Athey  waggons  are  far  superior  to  the  ordinary 
dump  truck  on  which  the  upkeep  is  very  heavy  on  this 
class  of  work.  With  this  set-up,  from  12,000  to  15,000  cu. 
yd.  of  solid  rock  can  readily  be  handled  per  month.  For  the 
regular  channel  excavation,  waggon  drills  are  used  with  1^ 
in.  hollow  round  steel,  and  for  trimming  the  sides  of  the 
cut,  plugger  drills  are  used. 

At  the  lower  end  of  the  canal,  a  reinforced  concrete 
headworks  structure,  80  ft.  in  length  by  40  ft.  m  height, 
will  control  the  flow  into  the  two  penstocks  by  means  of 
electrically  operated  steel  gates  (Figs  4  and  5).  From  the 
headworks,  two  14-ft.  diameter  steel  penstocks  will  conduct 
the  water  to  the  units  in  the  power  house.  They  will  be 
spaced  at  40-ft.  centres  and,  instead  of  the  usual  concrete 
saddles,    each    pipe,  will   be   half   embedded   in    concrete 


throughout  its  entire  length.  Additional  angles  riveted  on 
the  underside  will  supply  anchorage  and  render  the  building 
of  cumbersome  and  unsightly  anchor  blocks  unnecessary. 
The  narrow  rock  cuts  in  which  the  pipes  will  be  built  will 
limit  the  sides  of  the  concrete  envelope.  The  penstocks  will 
be  approximately  535  ft.  in  length,  and  will  be  laid  on  a 
uniform  grade  to  the  power  station. 

For  its  capacity  of  56,000  hp.  the  power  house  is  of  very 
moderate  size,  being  only  104  ft.  long  by  80  ft.  wide.  Two 
vertical  Allis-Chalmers  turbines  at  40-ft.  centres  are  now 
being  installed  in  the  substructure,  which  is  approximately 
40  per  cent  completed  at  this  date.  The  station  is  well 
located  in  a  deep  bay  near  the  foot  of  Barrett  Chute,  the 
rough  water  of  which  is  deflected  from  the  tailrace  by  a 
natural  rock  ridge  extending  more  than  200  ft.  downstream 
from  the  foot  of  the  rapids. 

Transportation  Facilities  and  Camps 

In  the  early  stages  of  construction,  access  to  the  site  was 
obtained  by  water  transportation  from  the  Canadian 
Pacific  Railway  siding  in  Calabogie  to  the  head  of  the  lake, 
a  distance  of  four  miles  by  water.  The  work  began  in  Sep- 
tember 1940,  and  the  original  camp  was  in  tents.  Before 
heavy  equipment  could  be  brought  in,  a  new  road,  2J^  mi. 
long,  was  built  around  the  head  of  the  lake  from  the  Cala- 
bogie-Black  Donald  Mines  highway,  which  is  maintained 
by  the  Department  of  Highways.  The  road  was  largely  a 
sidehill  cut,  with  a  small  yardage  of  solid  rock  excavation. 
With  the  use  of  two  one-yard  steam  shovels,  three  bull- 
dozers, two  portable  compressors  and  about  ten  dump 
trucks,  the  road  to  the  power  site  was  completed  in  a  little 
over  two  months. 

Following  the  completion  of  the  road,  the  permanent 
camps  and  staff  houses  were  built  quickly  for  occupancy 
by  the  end  of  January  1941,  after  which  the  tent  camp  was 
dismantled.  All  the  camps  are  of  frame  construction  with 
Donnaconna  board  for  exterior  sheathing.  Each  camp  has 
its  own  hot  and  cold  water  service  from  the  colony  water 
mains.  Water  service  for  both  camp  and  construction 
requirements  is  supplied  from  an  electrically  operated  pump 
house  located  upstream  from  the  dam.  The  water  main  is 
laid  in  a  trench  3  ft.  deep  with  a  steam  line  wrapped  in  tar 
paper  beside  it.  Although  installed  in  mid-winter  no 
appreciable  trouble  was  experienced.  A  complete  sewerage 
system,  with  three  septic  tanks,  was  built  to  serve  the 
camp  of  600  men.  A  recreation  hall,  equipped  with  radio 
and  a  camp  commissary  handling  soft  drinks,  candy  and 
tobacco,  affords  the  workmen  facilities  for  social  gatherings 
in  the  evenings. 

Diversion  Sluices 

Following  closely  on  the  completion  of  the  permanent 
camps,  preparations  for  construction  of  the  main  dam  and 
mixing  plant  were  made  in  the  early  spring.  By  the  middle 
of  April  1941,  excavation  for  the  foundation  of  the  dam 
on  the  north  bank  of  the  river,  next  to  the  mixing  plant, 


Fig.  4 — Madavtaska  river  drainage  area. 


THE  ENGINEERING  JOURNAL     July,  1942 


403 


was  very  nearly  completed  and  the  steam  shovel  was  moved 
over  the  construction  bridge  to  the  south  bank.  Coincident 
with  this  work  a  cofferdam  was  built  to  unwater  the  south 
shore  and  about  one-third  of  the  river  channel.  By  May 
24th  the  piers  and  floors  of  the  diversion  sluices  were  com- 
pleted. These  temporary  sluices  were  designed  to  pass  the 
flow  of  the  river  during  the  construction  of  the  major  part 
of  the  dam  and  are  to  be  filled  with  concrete  when  the 
headwater  is  raised  to  operating  level.  (Fig.  8). 

Concrete  Placing  by  Pumpcrete  Machine 
Two  systems  of  concrete  placing  were  used,  the  first  of 
which  was  by  means  of  the  Rex  pumpcrete  machine.  For 
several  years  the  Commission  has  placed  most  of  the  con- 
crete on  its  projects  using  the  pumpcrete  system  of  dis- 


Fig.  5 — Headworks  gatehouse  substructure  and  penstocks. 

tribution,  except  where  the  volume  exceeded  50,000  cu.  yd. 
This  system  has  many  advantages,  chief  of  which  is  that  it 
eliminates  towers  and  high  chutes  entirely  and  discharges 
the  concrete  through  a  7-in.  steel  pipe  at  the  exact  spot 
desired.  The  machine  is  located  in  the  mixing  plant  directly 
below  the  mixers  and  its  hopper  is  of  the  same  capacity  as 
the  mixer  itself.  The  action  of  pumping  is  a  pulsating  flow, 
the  entire  mass  of  concrete  in  the  pipe  coming  to  rest  at 
the  end  of  each  pulsation,  during  which  approximately  0.4 
cu.  ft.  of  concrete  has  been  spouted  from  the  discharge  pipe 
into  the  forms.  One  disadvantage  of  the  system  is  that  the 
momentum  of  the  moving  mass  causes  the  pipe  to  surge 
about  one-half  an  inch  with  each  pulsation,  and  great  care 
must  be  taken  to  see  that  the  supports  for  distributing  pipe 
are  free  of  the  forms.  Generally,  6-in.  by  6-in.  posts  are  used 
for  this  purpose. 

The  system  works  well  on  the  level  for  a  distance  of  six 
or  seven  hundred  feet,  and  quite  satisfactorily  uphill  for  a 
shorter  distance.  When  used  for  pumping  downhill  our 
experience  with  it  was  not  as  satisfactory.  When  so  used, 
segregation  of  the  aggregate  sometimes  takes  place,  the 
stone  lagging  behind  the  mortar,  causing  the  pipe  to  plug. 
The  pipe,  which  comes  in  lengths  of  10  ft.  approximately 
with  an  internal  diameter  of  7  in.  has  then  to  be  dismantled. 
Each  length  of  pipe  has  a  smooth  end  and  an  enlarged  hub 
end,  in  the  face  of  which  is  mounted  a  fixed  round  rubber 
gasket.  By  means  of  two  clamps,  180  deg.  apart,  operating 
on  a  cam  rotation,  the  ends  of  adjacent  pipes  are  quickly 
drawn  together.  The  arm  of  the  clamps  is  about  10  in.  long, 
and  a  special  T  pipe  handle  is  used  for  additional  leverage. 
The  pipes  can  be  disconnected  in  less  than  ten  seconds 
and  reconnected  in  a  slightly  longer  time.  In  service,  when 
running  along  the  horizontal,  they  should  be  blocked  up 
about  a  foot  from  the  ground.  Although  they  are  self- 
aligning,  the  speed  of  connecting  depends  largely  on  a 
reasonably  even  blocking.  Standard  bends  of  90  deg.  and 
less  are  also  used;  such  bends  are  indispensable  when  alter- 
ing the  discharge  end  of  the  pipe  above  a  form,  so  that  all 
concrete  will  not  drop  in  one  place.  One  desirable  feature 
of  the  system  is  that  it  does  not  place  the  concrete  too  fast 
for  proper  puddling,  as  so  often  occurs  with  the  use  of 


chutes  and  towers.  A  one-yard  pumpcrete  machine  will 
handle  the  batch  from  a  one-yard  mixer  and  place  it  in  the 
forms  at  the  rate  of  20  cu.  yd.  per  hour,  which  is  quite  fast 
enough  for  the  size  of  the  forms  and  the  heavy  reinforcing 
in  ordinary  power  house  construction. 

On  the  Barrett  Chute  dam,  which  is  a  large  mass  concrete 
gravity  type  structure,  the  pumpcrete  machines  owned  by 
the  Commission  were  too  small  to  distribute  the  concrete 
for  the  major  part  of  the  dam.  For  this  reason,  the  pump- 
crete was  used  to  pour  the  diversion  sluices  only,  a  total  of 
4,800  cu.  yd.  As  the  sluices  were  located  on  the  opposite 
side  of  the  river  from  the  mixing  plant,  a  four-cable  sus- 
pension bridge  was  built  from  shore  to  shore.  Plank  slats 
4  ft.  long,  spaced  about  4  in.  apart,  were  cleated  to  the 
cables,  and  the  pumpcrete  pipe  connected  on  this  catenary 
platform  for  a  distance  of  650  ft.  A  crib  near  the  south 
shore  carried  the  cables  high  enough  above  the  ground  to 
clear  the  tops  of  the  diversion  sluice  piers. 

A  word  regarding  the  filling  of  these  temporary  sluices 
may  be  of  interest  at  this  point.  In  front  of  each  of  the  two 
sluices,  short  piers  were  built  to  hold  sectional  steel  gates. 
When  the  time  comes  to  raise  the  headwater,  these  gates 
will  be  dropped  in  place  and  the  river  will  rise  to  the  level 
of  the  lowest  of  the  sills  in  the  regulating  sluices  at  the 
southern  end  of  the  dam.  After  chinking  the  diversion  sluice 
gates  and  providing  for  seepage,  concrete  will  be  poured 
down  a  series  of  10-in.  filling  pipes  extending  from  the 
ceiling  of  the  diversion  sluice  openings  to  the  top  of  the 
dam.  This  will  be  done  in  four  sections.  The  procedure  for 
each  section  will  be  to  pour  the  concrete  to  within  2  or  3 
in.  of  the  ceiling.  When  this  has  set  for  sufficient  time  to 
assure  no  further  shrinkage,  the  gap  will  be  plugged  with 
dry-pack  concrete  rammed  into  place.  This  procedure  will 
be  repeated  for  each  of  the  four  sections  in  each  sluice,  work- 
ing from  the  front  of  the  dam  to  the  downstream  side. 


Fig.  6 — Scroll  case  erection  at  power  house  site 

Concrete  Placing  by  Conveyor 
Upon  completion  of  the  diversion  sluice  piers  the  coffer- 
dam was  reversed  to  unwater  the  north  shore  and  the 
remaining  two-thirds  of  the  river  channel.  The  reversal  of 
the  upstream  wing  of  the  cofferdam  diverted  the  river 
through  the  diversion  sluices.  A  timber  trestle,  1,260  ft.  in 
length  by  110  ft.  high  in  the  centre  of  the  river,  was  bui  t 
across  the  site  about  5  ft.  upstream  from  the  front  line  of 
the  dam  (Fig.  9).  On  an  18-ft.  plank  deck,  with  planks 
spaced  \x/i  in.  apart,  a  36-in.  track  on  raised  sills  was  in- 
stalled to  carry  the  tripper  and  the  carriers  for  a  24-in. 
concrete  belt  conveyor.  In  the  mixing  plant  at  the  north 
end  of  the  dam,  a  pair  of  two-cubic-yard  mixers  was  set 
up  over  a  4-yd.  air-operated  steel  hopper.  These  mixers  dis- 
charged alternately  into  the  hopper,  and  an  operator  at 
this  point  fed  the  concrete  to  the  belt.  With  this  set-up, 
1,200  cu.  yards  of  concrete  could  be  placed  per  day.  For 
much  of  the  time  only  one  mixer  could  be  used,  especially 
near  the  top  of  the  dam,  as  at  this  rate  the  concrete  rose 
too  rapidly  for  the  safety  of  the  forms.  With  a  system  of 
signal  lights  on  the  trestle  and  at  the  mixer,  and  a  telephone 
on  the  tripper,  pouring  could  be  stopped  at  a  moment's  notice. 


404 


July,  1942     THE  ENGINEERING  JOURNAL 


Fig.  7 — Tail  race  and  lower  end  of  pipeline  excavation. 

In  building  the  forms  for  the  gravity  section  of  the  dam, 
the  front  and  back  forms  were  continuous  with  transverse 
bulkheads  every  30  ft.  The  order  of  pouring  consisted  in 
filling  every  other  section.  When  a  number  of  such  sections 
were  poured,  the  bulkhead  forms  were  stripped  and  the 
exposed  end  faces  of  each  section  covered  with  a  %s-in. 
layer  of  emulsified  asphalt  to  provide  for  expansion  and 
contraction.  The  intermediate  sections  were  then  poured. 
In  the  deep  part  of  the  dam  the  yardage  per  section  varied 
from  2,800  to  3,500.  A  few  of  the  sections  were  poured  con- 
tinuously from  bottom  to  top,  slightly  more  than  two  days 
being  required  for  this.  Later,  this  practice  was  changed  to 
two  lifts  per  section  to  avoid  the  possibility  of  excessive 
shrinkage  stresses  when  cooling.  Throughout  the  con- 
struction of  the  dam,  pouring  was  continous,  day  and 
night  shifts  being  used. 

Drainage  System 

In  the  design  of  the  Barrett  Chute  dam,  provision  was 
made  for  the  collection  of  all  leakage  through  the  con- 
struction joints  from  the  front  of  the  structure.  At  the  end 
of  each  30-ft.  section  a  6  by  6-in.  vertical  box  was  formed 
on  the  bulkhead  from  top  to  bottom  at  a  distance  of  7  ft. 
from  the  upstream  face.  A  similar  box  drain  was  formed 
along  the  rock  foundation  at  the  same  distance  from  the 
face.  The  vertical  drains  led  into  the  top  of  this  horizontal 
box,  thus  interconnecting  the  whole  drainage  system.  At  a 
distance  of  8  ft.  from  the  upstream  face  and  adjacent  to 
the  vertical  drains,  an  arched  tunnel,  4  ft.  wide  by  8  ft. 
high,  was  formed  through  the  deep  sections  of  the  dam, 
approximately  10  ft.  above  the  rock.  The  presence  of  this 
tunnel  makes  possible  the  inspection  for  leakage  at  the 
construction  joints  and  observation  of  shrinkage  cracks  and 
temperature  changes.  During  midsummer,  temperatures  of 
135  deg.  F.  were  recorded  as  the  structure  cooled.  Connecting 
with  the  vertical  drains,  a  9  by  9-in.  gutter  was  formed 
along  the  upstream  side  of  the  tunnel  floor.  Thus  all  leakage 
will  have  to  flow  along  the  gutter  before  draining  out 
through  two  10-in.  wrought  iron  pipes  which  have  their  out- 
lets well  below  tailwater  level  at  the  rear  of  the  dam. 


Grouting 
An  interesting  phase  of  the  work  on  the  dam  is  now  in 
progress.  A  contract  has  been  awarded  the  Dur-ite  Com- 
pany of  Chicago  to  pressure-grout  all  the  cracks  and  faults 
in  the  rock  immediately  below,  and  for  a  short  distance  in 
front  of,  the  dam.  The  grouting  will  be  carried  to  a  depth 
of  30  ft.  if  found  necessary.  The  Dur-ite  grout  is  made  up 
of  equal  parts  of  Portland  cement  and  Dur-ite  powder,  to 
which  is  added  a  lubricating  agent  to  facilitate  flow  in  the 
fine  cracks.  The  grout  mixture  is  made  up  in  a  mechanical 
mixer  and  water  is  added  until  it  has  the  consistency  of 
thin  gruel.  This  is  at  once  pumped  into  the  grout  holes, 
drilled  in  a  row  at  5-ft.  centres,  about  two  feet  in  front  of 
the  dam.  The  grout  pump  has  special  valves,  and  extra 
strong  rubber  hose  is  used  to  carry  the  grout  to  the  holes. 
The  procedure  used  in  carrying  out  this  work  is  as  follows  : 
By  the  use  of  special  drill  steel,  holes  of  2^  in.  in  diameter 
are  first  put  down  at  5-ft.  centres  to  an  even  depth  of  5  ft. 
When  fifty  or  more  such  holes  are  completed,  inserts  are 
introduced  into  the  first  four  or  five  holes,  to  the  first  of 
which  the  hose  is  attached.  To  prevent  breaking  out,  the 
insert,  which  is  a  patented  device,  is  then  adjusted  so  that 
it  closes  the  hole  about  one  foot  from  the  top,  compressing 
a  special  gasket  to  do  so.  The  insert  is  hollow  and,  when 
the  operator  opens  a  valve  at  the  top  of  the  insert,  grout 


Fig.  8 — Dam,  looking   south  from   mixing  plant,  showing 
conveyor  trestle  and  diversion  sluices. 


Fig.  9 — Upstream  face  of  dam  showing  conveyor  trestle  (partly 
dismantled)  and  coffer  dam. 

from  the  pump  flows  into  the  hole.  As  the  pressure  rises 
the  grout  is  forced  into  the  cracks  in  the  rock.  A  rapid 
rise  in  pressure  observed  by  the  operator  at  the  pump  shows 
that  the  hole  is  nearing  the  "saturated"  stage.  The  pump 
is  then  stopped  and  the  gauge  is  watched  to  note  any 
pressure  drop.  To  effect  saturation,  the  pressure  in  the  first 
5-ft.  lift  is  raised  to  250  lb.  per  sq.  in.  If  the  pressure  drops 
within  a  minute,  the  pump  is  started. up  slowly  until  the 
gauge  reading  is  static  at  the  250-lb.  reading;  the  hose  is 
then  detached  and  moved  to  the  next  insert  where  the 
process  is  repeated. 

When  the  pressure  grouting  is  completed  in  the  series, 
the  inserts  are  removed  and  an  air  jet  is  applied  into  each 
hole  to  blow  out  the  grout  remaining  in  the  hole  itself. 
Next  day,  drilling  is  resumed  to  a  depth  of  10  ft.  and  the 
process  of  pressure-grouting  repeated.  If  not  much  grout 
is  taken  up  in  the  5-ft.  grout  zone,  it  is  then  considered 
fairly  well  saturated.  The  drilling  to  10-ft.  depth  is  then 
carried  out  in  every  other  hole,  that  is,  at  10-ft,  spacing. 
The  applied  pressure  in  the  second  zone  is  raised  to  350 
lb.  per  sq.  in.  and,  if  only  0.5  cu.  ft.  of  grout  is  taken  in 
each  hole  on  the  average,  the  rock  is  considered  tight 
enough  to  stop  leakage  and  grouting  is  discontinued.  In  this 
way,  so  long  as  the  holes  take  grout,  they  are  deepened  5 
ft.  at  a  time  until  at  25-ft.  depth  most  of  them  take  very 
little.  If  there  are  faults  or  micaceous  areas  within  the 
limits  of  the  drilling,  the  grout  most  certainly  detects  their 
presence  and  fills  them.  On  the  north  bank  of  the  river, 
where  excavation  for  the  dam  foundation  uncovered  crystal- 
line limestone  and  pegmatite  intrusions,  some  decomposi- 
tion was  found  along  the  lines  of  contact  with  the  com- 


THE  ENGINEERING  JOURNAL     July,  1942 


405 


petent  grey  gneiss.  Some  micaceous  layers  were  also  found 
along  the  lines  of  contact,  and  the  occasional  vug  was 
opened  up.  Whenever  a  hole  cut  one  of  these  lines  of  con- 
tact there  was  generally  an  increase  in  the  volume  of  grout 
taken;  as  much  as  40  cu.  ft.  and  more  was  pumped  into  a 
few  of  the  grout  holes.  If  the  line  of  contract  was  not  cut 


Fig.  10 — Power  house  steel  superstructure,  looking  north,  on 
April  9th,  1942. 

by  the  drill  hole  until  the  third  zone,  at  15-ft.  depth,  the 
upper  zone  grouting  might  not  give  any  evidence  of  the 
underlying  fault.  It  should  be  emphasized  here  that  the 
presence  of  such  faults  in  the  rock  at  this  depth  below  the 
base  of  the  dam  did  not  cause  it  to  be  considered  unsuitable 
in  terms  of  its  competency  as  a  foundation  for  the  dam. 
The  grouting  was  done  solely  to  stop  flow  through  some  of 
the  uncovered  contacts  which  might,  in  the  course  of  time, 
become  water-bearing.  The  entire  foundation  of  the  dam 
was  core  drilled  before  construction  was  started.  The  cores 
were  boxed,  suitably  labelled  and  sent  to  head  office  for 
examination.  Most  of  the  core  drill  holes  were  put  down  to 


50  ft.,  and  in  the  river  channel  some  of  them  to  100  ft.  A 
full  knowledge  of  the  foundation  rock  was  thus  obtained 
before  the  site  was  accepted. 

The  pressure-grouting  contract  is  still  in  progress  and 
at  the  end  of  November  was  about  60  per  cent  completed. 
Grouting  operations  may  yet  be  considered  from  the  tunnel 
floor,  which  will  give  a  new  line  of  holes  8  ft.  from  the  face 
of  the  dam.  They  would  be  at  greater  spacing  than  out  in 
front  where  undoubtedly  some  of  the  grout,  and  possibly 
most  of  it,  works  its  way  upstream  from  the  dam,  where 
sealing  of  the  cracks  is  equally  effective  and  just  as  necessary. 

Time  of  Completion 

The  early  completion  of  the  Barrett  Chute  Development 
is  desired  as  a  war  measure  to  ensure  adequate  power  for 
the  Eastern  System  of  the  Commission.  It  is  estimated  to 
cost  $5,250,000,  and  the  Bark  Lake  storage  dam  $1,750,000. 

Conditions  favourable  for  construction  have  prevailed 
since  the  beginning  of  the  project.  Except  for  possible  delays 
in  the  manufacture  and  delivery  of  structural  steel  and 
equipment,  which  are  subject  to  priority  regulations,  it  is 
expected  that  the  development  will  be  completed  on  time, 
that  is  to  say,  by  early  midsummer,  1942,  and  the  Bark 
Lake  storage  dam  in  time  to  impound  the  spring  run-off 
oi  ly-iZ.  Acknowledgment 

Mr.  Otto  Holden,  m.e.i.c,  chief  hydraulic  engineer  of 
the  Hydro-Electric  Power  Commission,  is  responsible  for 
the  design  and  supervision  of  construction  of  the  develop- 
ment. The  electrical  features  are  being  designed  and  super- 
vised by  the  Electrical  Engineering  Department,  of  which 
Mr.  A.  H.  Hull,  m.e.i.c,  electrical  engineer,  is  the  head. 
Construction  is  being  carried  on  by  the  Commission's  Con- 
struction Department,  of  which  Mr.  D.  Forgan,  m.e.i.c,  is 
construction  engineer  and  is  represented  in  the  field  by  Mr. 
Angus  Richardson,  superintendent.  The  writer  is  resident 
engineer. 


WAGES  STABILIZATION 

Dr.  W.  J.  COUPER 

Executive  Assistant  to  the  Deputy  Minister,  Interdepartmental  Committee  on  Labour  Co-ordination,  Department  of  Labour,  Ottawa. 


NOTE — This  address  deals  with  price  fixing  and  wage  ceiling 
in  relation  to  inflation.  It  is  an  unusually  clear  explanation 
of  a  subject  which  vitally  affects  every  citizen,  but  which  is 
not  fully  understood  by  all.  It  was  given  at  Ottawa  at  the 
annual  meeting  of  the  Canadian  Association  of  Administrators 
of  Labour  Legislation,  as  part  of  a  symposium  on  wage  stabili- 
zation policy. — Editor. 

It  is  my  purpose  to  start  to-day's  discussion  by  indicating 
in  a  very  few  minutes  the  underlying  theory  of  the  wages 
stabilization  policy.  I  think  it  can  be  stated  very  simply, 
and  it  is  in  essence  very  simple. 

In  time  of  war  we  have  to  stop  producing  automobiles 
for  civilian  use  and  produce  military  equipment;  we  have 
to  stop  producing  washing  machines  and  produce  shells; 
we  have  to  make  far-reaching  adjustments  in  our  whole 
productive  system.  That  is  to  say,  we  have  to  divert  pro- 
ductive resources  from  the  production  of  things  which 
civilians  consume  into  the  things  which  the  military  forces 
will  destroy.  We  have  to  reduce  consumption.  It  is  on  that 
principle  that  the  wages  stabilization  policy  is  based. 

The  importance  of  that  is  obscured,  because  we  entered 
the  war  at  a  time  when  we  were  not  using  our  productive 
resources  fully,  and  it  was  therefore  possible  during  a  con- 
siderable period  of  time,  both  to  expand  the  production 
of  civilian  goods  and  to  expand  the  production  of  military 
equipment;  but  as  we  came  nearer  and  nearer  the  point  of 
relatively  full  employment  we  had  to  face  the  fact,  as  I 
stated  at  the  outset,  that  we  have  to  reduce  consumption. 

Now,  there  are  only  two  main  ways  to  reduce  consump- 
tion of  civilian  goods.  The  first  is  by  a  combination  of 
definite  government  policies  such  as  rationing,  taxation  and 
saving.  The  other  is  by  a  process  of  inflation.  Let  us  pause 


there  for  a  just  a  moment  to  examine  the  choice  before  us, 
because  it  is  a  choice  which  we  cannot  escape.  Inflation  is 
nothing  very  mysterious.  Inflation  is  any  sustained  rise  in 
prices,  and  the  function  of  inflation  is  to  cut  consumption. 
I  am  putting  it  very  simply  and  in  a  very  elementary 
fashion,  because  I  think  it  is  in  those  terms  that  we  should 
always  think. 

We  started  out,  as  I  said,  without  full  utilization  of  our 
resources.  By  the  government's  policy  of  spending  money 
to  buy  munitions  and  other  military  supplies  more  and 
more  money  got  into  the  hands  of  the  public  in  the  form 
of  spendable  money  income.  While  large  numbers  of  men 
were  unemployed,  the  spending  of  that  money  income  on 
civilian  goods  could  produce  opportunities  for  their  employ- 
ment, could  stimulate  the  production  of  goods  to  balance 
the  increased  money  income;  but  that  process  can  continue 
only  for  a  relatively  limited  period  of  time,  and  we  finally 
reach  the  situation  where  through  the  government's  spend- 
ing policy  more  and  more  money  is  pumped  into  the  pockets 
of  the  consumer  without  at  the  same  time  more  goods 
being  produced  on  which  he  can  spend  that  money.  Then, 
as  I  say,  one  of  two  major  things  must  happen:  either  the 
government  must  take  that  money  from  him  in  taxation  so 
that  he  cannot  spend  it,  or  the  consumer  deliberately  must 
fail  to  spend  it  and  save  it;  or  by  spending  an  increasing 
amount  of  money  on  a  not  increasing,  or  at  a  later  stage, 
an  actually  decreasing  supply  of  goods,  he  will  force  up 
the  prices  of  those  civilian  goods. 

Putting  it  in  very  crude,  arithmetical  terms,  you  start 
off,  let  us  say,  with  net  spendable  income  after  taxation 
and  saving,  of  two  billion  dollars,  and  you  spend  it  on 


406 


July,  1942     THE  ENGINEERING  JOURNAL 


goods,  which  for  simplicity's  sake  we  will  say  average  a 
dollar  apiece.  If  you  increase  your  spending  income  to 
three  billion  dollars,  that  is  by  50  per  cent,  and  at  the  same 
time  increase  the  supply  of  civilian  goods  by  50  per  cent, 
there  is  no  necessary  change  in  prices.  If,  however,  you 
increase  your  spendable  income  from  two  billion  dollars  to 
three  billion  dollars  or  by  50  per  cent  and  do  not  increase 
your  supply  of  civilian  goods  by  the  same  proportion,  prices 
must  begin  to  rise  :  they  begin  to  rise  because  there  must  be 
some  arrangement  to  decide  which  of  those  consumers  with 
the  three  billion  dollars,  together  shall  share  the  relatively 
limited  supply  of  consumption  goods.  And  that  process 
becomes  tremendously  accelerated  when  we  reach  the  stage 
of  increasing  money  income  because  of  increasing  employ- 
ment, overtime  rates  and  higher  money  wages;  and  at  the 
same  time  face  an  absolutely  decreasing  supply  of  civilian 
goods. 

I  want  to  emphasize  that  despite  all  the  discussions  and 
fear  of  inflation,  in  time  of  war  it  is  a  necessary  develop- 
ment unless  something  can  be  substituted  for  it,  and  it 
has  many  advantages:  it  operates  without  any  Order  in 
Council;  it  operates  without  any  conscious  decision  by  any 
governmental  authority;  it  operates  without  any  army  of 
bureaucrats  to  enforce  it.  It  is  a  simple  process  by  which, 
as  prices  rise,  you  and  I  and  everybody  else  in  the  com- 
munity because  of  that  price  rise  are  forced  to  cut  our 
consumption. 

It  has,  however,  some  appallingly  serious  defects:  it  is  a 
process  which,  once  really  started,  can  continue  on  indefi- 
nitely to  levels  that  for  those  of  us  who  have  never  seen 
it,  are  utterly  inconceivable.  The  prices  do  not  rise  at  the 
rate  of  1  per  cent  per  month,  but  at  the  rate  of  10,  30,  50 
or  100  per  cent  per  day;  it  "snow-balls"  up,  and  it  has  the 
defect  of  being  exceedingly  unjust  since  different  groups  in 
the  community  are  in  various  positions  with  respect  to 
their  power  to  adjust  their  incomes  more  or  less  to  the 
rising  price  level.  Because  of  that  injustice  it  creates  unrest, 
and  because  of  that  unrest  after  a  certain  point  is  reached 
it  seriously  interferes  with  the  efficiency  of  production.  So 
that  although  it  works  quietly  and  smoothly  in  its  earlier 
stages  it  disrupts  all  social  relations  in  its  later  stages,  and 
if  allowed  to  continue  in  Canada,  even  to  the  point  that  it 
reached  during  the  last  war  when  our  wholesale  price  level 
increased  by  about  150  per  cent  and  our  cost  of  living  index 
rose  approximately  100  per  cent,  would  leave  in  its  train  a 
very  serious  problem  of  post  war  readjustment.  It  allocates 
sacrifice  in  an  arbitrary  fashion. 

Because  of  the  fact  that  this  war  is  so  much  more  highly 
mechanised,  it  is  going  to  take  a  very  much  larger  propor- 
tion of  the  total  national  income  in  all  belligerent  countries 
than  did  the  last  war,  and  the  degree  of  inflation  necessary 
to  restrain  consumption  during  this  war  would  be  very 
much  greater  than  the  extent  necessary  during  the  last  war. 
So  for  those  general  reasons,  and  because  of  the  particular 
reason  that  the  extent  of  inflation  this  time  would  need  to 
be  very  much  more  severe,  the  government  set  its  face  in 
the  very  beginning  of  the  war  in  the  direction  of  any  kind 
of  policy  that  would  check  inflation.  So  that,  broadly 
speaking,  the  whole  wage  policy  can  be  summed  up  in  one 
very  simple  sentence:  Generally  speaking,  the  government 
has  undertaken  to  say  that,  apart  from  some  minor  adjust- 
ments, there  shall  be  no  increase  in  basic  wage  rates  because 
of  the  fundamental  fact  that  there  cannot  be  any  general 
increase  in  real  wages;  it  is  physically  impossible  in  time  of 
total  war  to  increase  real  wage  rates,  namely,  the  things  that 
consumers  can  in  fact  buy  with  their  wages.  That  is  the  story. 

Any  criticism  of  the  wage  policy  in  its  broad  meaning  is 
a  criticism  which  must  contend  that  it  is  physically  possible 
to  give  all  consumers  in  Canada  more  and  more  civilian  con- 
sumption goods  at  a  time  when  we  are  withdrawing  men  and 
women  from  the  production  of  civilian  consumption  goods. 

Let  me  jump  very  quickly  to  the  other  half  of  the  picture, 
namely,  the  price  control  policy:  If  money  incomes  are 
increasing  more  rapidly  than  the  supply  of  the  goods  on 


which  those  incomes  may  be  spent,  unless  something  is 
done  about  it  prices  will  inevitably  rise,  and  I  repeat  again 
for  emphasis  that  the  only  things  that  can  be  done  about  it 
are  taking  the  money  away  by  taxation,  encouraging  the 
people  to  put  their  money  away  by  saving,  or  prohibiting 
them  from  spending  it  through  rationing,  (and  that  of  itself 
has  a  tendency  to  raise  prices  of  unrationed  goods).  The 
government  then  in  its  price  policy  has  done  as  it  has  in 
connection  with  the  wage  policy,  and  has  said  that  as  of  a 
given  date  there  may  be  no  more  rise  in  prices;  but  a 
government  declaration  of  that  sort  cannot  be  made 
effective  as  long  as  money  incomes  increase  more  rapidly 
than  the  goods  on  which  they  are  spent,  and  I  want  to 
emphasize  the  fact  that  the  War  Time  Prices  and  Trade 
Board  is  acutely  conscious  of  that  fact.  You  cannot  just  by 
fiat  stop  prices  from  rising  when  the  forces  of  increased 
income  and  the  short  supply  of  goods  are  pushing  prices  up. 

So  the  wage  ceiling  and  price  ceiling  policies  which  are 
the  most  obvious  features  of  our  present  Canadian  policy 
are  not  in  themselves  the  basic  instruments.  The  basic 
instruments  are  the  taking  of  money  away  by  taxation, 
and  the  saving  of  money  by  the  population,  and  the  main- 
tenance of  supply  of  goods.  The  major  effort  of  the  War 
Time  Prices  and  Trade  Board  is  not  the  prosecution  of 
offenders  against  the  price  ceiling.  Its  major  effort  is  con- 
tinually to  review  the  supply  of  goods  to  make  sure  that 
they  are  maintained  in  sufficient  quantity  to  permit  their 
distribution  without  a  rise  in  prices.  And  I  think  that  we 
should  link  up  the  wage  policy  under  which  we  have  lived 
for  several  months  with  the  new  policy  which  is  implied  in 
what  I  have  just  said.  Just  as  the  War  Time  Prices  and 
Trade  Board  cannot  possibly,  and  knows  it  cannot  possibly 
maintain  the  price  ceiling  without  maintaining  the  supply 
of  goods,  so  I  think  the  authorities  concerned  in  all  phases 
of  labour  relations  and  related  problems  are  aware  of  the 
fact  that  we  cannot  maintain  the  wage  ceiling  without  at 
the  same  time  maintaining  and  directing  the  supply  of 
labour.  It  is  for  that  reason  that  we  are  just  beginning  a 
policy  of  National  Selective  Service.  And  just  as  through 
the  War  Time  Prices  and  Trade  Board  the  price  control 
policy  is  defended  by  a  series  of  rationing  arrangements 
which  thus  far  chiefly  take  the  form  of  saying  that  the 
rations  shall  be  zero,  and  you  are  not  allowed  to  buy  this 
and  that,  so  I  think  the  wage  ceiling  policy  will  necessarily 
have  to  be  supported  by  a  similar  arrangement  in  the 
rationing  of  labour.  One  could  continue  on  at  very  con- 
siderable length  to  analyze  details  of  the  wage  policy,  but 
I  think  in  very  broad  terms  I  have  stated  the  basic  problem. 

Let  me  just  repeat  it  again:  The  problem  is  to  divert 
resources  and  reduce  consumption;  and  in  the  reduction  of 
that  consumption  to  allocate  the  sacrifice  with  a  reasonable 
degree  of  equity  over  the  different  classes  in  the  community. 
The  wage  ceiling  policy  is  only  one  small  phase  of  that 
problem  which  says  in  effect  :  In  this  general  situation  where 
money  incomes  are  necessarily  rising  because  of  increased 
employment,  because  of  increased  spending  by  the  govern- 
ment, we  will  take  one  of  the  factors  that  would  increase 
money  incomes,  we  will  take  the  rise  in  wage  rates.  That 
is  only  a  small  part  of  the  problem,  but  we  do  it  on  the 
ground  that  if  we  do  not  do  it  in  this  way  impersonal  forces 
of  inflation  will  do  it  in  another  way  which  will  impose 
sacrifices  in  a  very  much  more  arbitrary  and  capricious 
fashion.  But  we  do  not  exaggerate  the  importance  of  it.  It 
is  only  one  small  phase  of  the  problem.  The  basic  problem 
is  to  increase  taxation,  to  encourage  people  not  to  spend 
their  money,  and  by  every  device  to  maintain  the  supply 
of  goods  to  the  maximum  possible  extent  compatible  with 
the  war  effort  and,  when  necessary,  when  they  are  definitely 
short,  to  allocate  them  under  a  rationing  system.  And  to 
do  that  we  have  to  do  the  same  thing  with  labour;  and  I 
think  in  the  Wartime  Bureau  of  Technical  Personnel 
Regulations  (P.C.  638)  you  get  a  little  indication  of  the 
probable  trend  of  development  with  respect  to  every  other 
class  of  labour. 


THE  ENGINEERING  JOURNAL     July,  1942 


407 


A  PEACE  WORTH  FIGHTING  FOR 


WILLIAM  E.  WICKENDEN 

President  of  the  Case  School  of  Applied  Science,  Cleveland,  Ohio,  U.S.A. 

Substance  of  an  address  delivered  at  the  Edison  Medal  presentation,  January  28th,  1942,  during  the  American 
Institute  of  Electrical  Engineers  1942  Convention,  New  York,  N.Y.* 


The  name  of  Edison  reminds  us  that  imagination  is  no 
less  a  tool  of  the  engineering  profession  than  fact-bound 
analysis.  The  medal  which  honors  the  revered  memory  of 
Benjamin  Lamme  bears  these  words  from  his  pen,  "The 
engineer  views  hopefully  the  hitherto  unattainable." 
Kettering  is  quoted  as  saying  that  the  difference  between  a 
research  man  and  an  inventor  is  that  the  latter  does  not 
know  all  the  reasons  why  a  thing  cannot  be  done,  therefore 
he  goes  ahead  and  does  it.  We  engineers  who  have  not  only 
a  war  to  win  but  also  a  peace  to  make  secure  should  pray 
for  a  double  portion  of  their  spirit. 

The  30th  of  September  in  1938  may  be  marked  in  future 
histories  as  the  most  tragic  date  in  a  thousand  years.  The 
Munich  pact  which  sealed  the  fate  of  Czechoslovakia  not 
only  shattered  the  tottering  structure  of  world  peace,  but 
blasted  the  last  vestige  of  international  good  faith  on  which 
a  new  and  better  peace  could  be  built.  Where  law  had  once 
reigned,  only  a  shadow  of  law  remained,  and  gangsters  were 
free  to  take  over  with  impunity.  We  in  the  United  States,  a 
nation  without  border  complexes  to  breed  an  instinct  of 
distrust,  were  slow  to  perceive  the  truth.  For  three  years 
we  moved  in  a  fog  of  indecision,  allowing  the  shifting  pres- 
sure of  events  to  shape  our  course.  We  had  neither  enlight- 
ened policy  nor  consistent  leadership  as  our  guide.  With 
our  political  left  hand  we  sought  to  extend  a  social  revolu- 
tion, while  our  industrial  right  hand  was  called  upon  to 
prepare  for  a  total  war.  Neither  hand  trusted  or  understood 
the  other.  Authority  was  confused  and  co-ordination  lack- 
ing. The  normal  processes  of  democracy  worked  badly  and 
the  defense  results  were  disappointingly  meager  and  unduly 
costly.  Then  came  Pearl  Harbor. 

As  if  by  a  flash  of  lightning,  the  fog  dissipated.  The 
character  and  the  caliber  of  the  foes  to  be  faced  stood 
revealed  in  starkest  outlines.  Our  own  weaknesses  were 
pitilessly  laid  bare.  The  path  ahead  grew  clear,  brutally 
clear.  Grim  resolution  seized  the  nation.  Yet  there  was  an 
unmistakable  wave  of  relief,  for  even  brutal  certainty  is 
often  easier  to  bear  than  confusion  of  mind  and  conflict  of 
will.  Thus  like  Britain  and  France  before  us  we  were  plunged 
into  a  war  which  none  but  fanatics  desired,  sadly,  reluctant- 
ly, without  hate,  in  a  spirit  of  fatalism.  Never  in  modern 
times  had  a  whole  generation  of  mankind  so  completely  lost 
its  way. 

When  future  historians  come  to  fix  a  label  upon  our  times 
it  should  surprise  no  one  to  find  this  called  "the  age  of 
Hollywood" — an  era  that  preferred  diverting  illusions  to 
solid  realities;  a  generation  of  jazz  and  jitterbugs,  that 
thought  it  more  important  to  be  smart  than  to  be  wise, 
that  preferred  glamor  out  of  a  make-up  kit  to  charm 
acquired  through  painstaking  cultivation  ;  an  age  of  Utopias, 
that  fought  a  war  to  end  wars,  that  created  a  League  of 
Nations  without  police  powers,  that  built  peace  on  political 
disintegration  in  a  Europe  desparately  in  need  of  economic 
integration,  that  signed  the  Kellogg-Briand  Pact  and  trusted 
its  security  to  the  deep  caverns  of  a  Maginot  line;  an  age — 
in  America,  at  least — of  economic  fantasies,  that  spent  the 
1920's  abolishing  poverty  by  the  magic  of  stock-market 
inflation  and  the  '30's  restoring  social  security  by  spending 
more  than  was  produced,  that  dreamed  of  an  America  made 
immune  from  the  ills  of  mankind  by  broad  seas  and  a  tariff 
wall,  an  island  of  peace  and  of  plenty  in  the  midst  of  a 
world  of  want  and  of  woe. 

In  all  soberness,  I  do  not  believe  that  thoughtful  men 
are  willing  to  go  through  an  inferno  of  blood  and  sweat  and 


*Reproduced  through  the  courtesy  of  the  American  Institute  of 
Electrical  Engineers. 


tears  merely  to  get  our  old  world  back.  With  all  our  souls 
we  do  not  want  Hitler's  new  order  of  international  gangster- 
ism, nor  Tokyo's  co-prosperity  sphere,  nor  Lenin's  prole- 
tarian Utopia.  To  lick  Hitler  and  avenge  ourselves  of 
Japanese  treachery  is  necessary,  but  it  is  not  enough. 
Remembering  Pearl  Harbor  will  put  a  useful  shot  of  adrena- 
lin into  our  blood  stream  to  spur  our  immediate  efforts,  but 
it  will  not  give  us  the  staying  power  for  a  long  and  exhaust- 
ing conflict.  Faith,  not  anger  or  fear,  is  the  greatest  source 
of  staying  power  that  human  experience  has  revealed.  Faith 
in  what  ?  We  are  therefore  justified  in  looking  beyond  the 
actual  conflict  to  a  peace  worth  fighting  for.  Experience  has 
shown  too  often  and  too  clearly  that  if  you  do  not  prepare 
for  defense  until  your  country  is  invaded,  it  is  then  too  late; 
but  it  is  equally  true  that  if  you  do  not  prepare  for  peace 
until  an  armistice  is  declared,  it  is  then  too  late.  A  peace 
conceived  in  an  atmosphere  of  economic  prostration  and 
emotional  exhaustion  carries  within  it  the  germs  of  its  own 
destruction. 

This  is  a  good  time  to  examine  the  fruits  of  our  experi- 
ence. Wise  men,  it  is  said,  make  mistakes  but  fools  repeat 
them.  The  United  States  helped  once  to  win  a  world  war 
as  a  minor  military  partner  and  found  itself  outvoted  at 
the  peace  table.  As  a  compromise,  its  chief  negotiator 
imposed  on  Europe  a  new  scheme  of  collective  security 
designed  to  replace  the  long-familiar  system  of  a  balance 
of  power.  The  only  chance  of  the  novel  scheme's  success 
lay  in  United  States  participation  as  a  balancing  and 
moderating  influence,  but  our  Senate  had  not  been  con- 
sulted in  the  planning  stages — a  fatal  error  politically — and 
repudiated  it.  Unfortunately,  the  architect  of  the  plan  was 
better  versed  in  political  ideals  than  in  economic  realities. 
The  ideal  of  self-determination  was  allowed  to  overshadow 
completely  the  economic  integration  which  Europe  desper- 
ately needed.  In  place  of  the  collective  security  of  Wilson's 
dreams,  a  flood  of  destructive  nationalism  was  let  loose  on 
the  world. 

Having  insured  the  political  collapse  of  the  peace  struc- 
ture, we  proceeded  to  its  economic  sabotage,  not  by  deliber- 
ate calculation  but  by  refusing  to  assume  the  role  into  which 
the  war  had  thrust  us.  We  were  innocents  abroad,  in  a 
world  beyond  our  experience.  We  had  entered  the  war  a 
debtor  nation.  For  three  centuries  we  had  drawn  on 
European  capital  to  develop  our  land  and  mineral  resources, 
build  our  railroads,  and  equip  our  industries.  We  were 
accustomed  to  settle  the  interest  account  by  sending  abroad 
an  export  surplus  each  year  of  600  millions  of  dollars.  Our 
market  for  manufactures  was  elastic  ;  as  costs  fell  its  volume 
rose  behind  a  tariff  dyke.  Our  market  for  food,  cotton,  and 
other  agricultural  staples  was  relatively  inelastic,  and  we 
found  it  convenient  to  let  the  surplus  flow  out  over  the 
spillway  at  the  ruling  prices  of  the  world.  In  short,  the 
protectionist  policy  of  our  prewar  years  was  one  well  fitted 
to  our  economy. 

We  came  out  of  the  war  in  the  unfamiliar  role  of  a  creditor 
nation.  On  paper,  Europe  owed  us  25  billions  of  dollars. 
To  collect  our  interest  and  spread  the  amortization  over  50 
years  would  mean  our  taking  in  an  import  surplus  of  a 
billion  a  year.  The  whole  idea  seemed  repugnant  to  our 
instincts.  Here  we  were,  geared  to  an  immense  surplus  of 
production,  with  Europe  hungry,  its  stocks  depleted,  its 
equipment  deteriorated,  needing  everything  we  could 
supply.  They  wanted  our  goods.  We  wanted  the  business. 
We  wanted  to  sell  without  buying  and  expected  a  settlement 
in  cash.  Very  well,  we  would  lend  them  the  means  to  keep 
the  game  going,  and  did  so  until  it  blew  up  in  our  faces.  As 


408 


July,  1942     THE  ENGINEERING  JOURNAL 


to  terms,  was  it  not  Calvin  Coolidge  who  expressed  in  his 
sparse  Vermont  idiom  the  verdict  of  the  nation,  "They 
hired  the  money,  didn't  they  ?"  In  the  cold  light  of  experi- 
ence, we  can  whistle  for  the  money,  forever. 

If  it  is  hard  to  forgive  the  Harding-Coolidge  regime  on 
the  League  of  Nations  and  the  World  Court,  or  Hoover — 
who  of  all  men  ought  to  have  known  the  rudiments  of 
international  economy — on  the  tariff  and  the  debts,  it  is 
also  hard  to  forgive  the  Roosevelt  regime  for  scuttling  the 
London  Economic  Conference  after  sending  delegates 
pledged  to  co-operation  in  world  rehabilitation,  and  for 
embarking  on  a  policy  of  dollars  wild  in  the  poker  game  of 
currency  devaluation.  Alas  for  our  peace  of  mind,  too  many 
of  Europe's  tragedies  have  been  in  no  small  measure  of  our 
making. 

But  we  were  not  alone  in  our  bungling.  Our  former  allies 
were  not  to  be  outdone.  In  repeated  visits  to  Germany  over 
a  six-j^ear  period,  beginning  shortly  after  the  restabilization 
of  the  money  and  ending  only  a  year  before  Hitler  came  to 
power,  I  was  able  to  see  at  first  hand  the  tide  turn  from 
hope  to  despair  and  from  faith  in  free  institutions  to  the 
fanatical  introversions  of  blood  and  race.  We  had  a  good 
chance  to  save  the  peace  down  to  the  days  of  Briand  and 
Stresemann.  The  Germans,  I  believe,  sincerely  meant  to 
accept  the  reparations  settlement  under  the  Dawes  and  the 
Young  plans. 

Germany  could  bear  this  burden  only  as  a  surplus  of 
production  over  her  own  elemental  needs;  lacking  raw 
materials,  this  surplus  could  come  only  from  their  own, 
intelligence  and  labor.  It  meant  extra  hours  of  hard  work, 
for  the  seeming  benefit  of  their  recent  enemies,  but  the 
Germans  said  they  liked  to  work — they  would  work  50 
hours  a  week,  50  weeks  a  year,  and  50  years  a  lifetime.  To 
avoid  deranging  the  economic  life  of  Western  Europe,  the 
Germans  felt  they  must  be  given  a  free  hand  to  exploit  the 
raw  materials  and  the  hungry  markets  of  Russia.  In  1926 
negotiations  to  this  end  were  actively  under  way  and 
Germany  was  engaged  in  a  most  intensive  effort  to  perfect 
her  working  tools  and  operations  and  to  master  thoroughly 
the  arts  of  mass  production  on  American  lines.  Then  the 
secret  began  to  leak  out — the  very  scale  of  industrial 
development  and  operation  necessary  to  settle  the  repara- 
tion account  would  inevitably  give  German  industry  an 
overwhelming  dominance  in  all  Europe.  When  the  British 
and  the  French  fully  perceived  this  fact,  they  refused  to  go 
along,  setting  in  motion  the  policy  of  progressive  frustration 
which  finally  drove  a  not-too-willing  Germany  into  Hitler's 
arms.  It  is  reported  that  when  one  highly  respected  German 
consular  official  in  America  learned  that  the  Nazis  had  come 
to  power,  he  remarked  to  a  friend  with  a  gesture  of  despair, 
"The  hoodlums  have  taken  over!" 

Paradoxical  as  it  may  seem,  it  is  not  war  but  its  after- 
math that  destroys  nations  and  threatens  civilization. 
Doctor  Harry  Emerson  Fosdick,  New  York's  famous 
preacher,  illustrates  that  point  with  the  story  of  a  man  who 
fell  from  the  roof  of  his  house;  when  a  friend  asked  if  the 
fall  hurt  him,  he  answered  "No,  the  fall  did  not  hurt  me, 
it  was  the  stopping  that  nearly  killed  me."  Human  nature, 
it  seems,  can  withstand  the  disciplined  rigors  of  war  better 
than  the  disintegration  of  peace,  as  the  Hapsburgs,  the 
Romanoffs,  and  the  Hohenzollerns  would  quite  agree.  To 
make  a  successful  peace,  it  is  not  enough  to  have  blueprints 
ready  in  an  official  file,  it  is  also  important  to  condition  the 
people  for  their  acceptance.  Woodrow  Wilson  learned  this 
to  his  sorrow.  Returning  soldiers,  sick  of  fighting  and  fed  up 
with  their  recent  allies,  and  emotionally  exhausted  civilians 
homesick  for  normalcy,  cannot  be  counted  upon  to  build  a 
brave  new  world. 

As  a  prelude  to  the  problems  of  peace,  we  shall  have  to 
take  some  of  the  risks  of  prophecy.  Some  outcomes  seem 
inevitable,  no  matter  who  wins  the  war.  There  will  be 
world-wide  depletion  of  men,  materials,  equipment,  and 
liquid  wealth.  Whole  continents  will  be  enfeebled  by 
inadequate  nutrition.  World-trade,  shipping,  and  banking 


structures  which  it  has  taken  two  centuries  to  build  will  be 
largely  destroyed.  Staples  like  silk  and  rubber  on  which 
trade  empires  have  been  built  may  yield  place  to  synthetic 
substitutes.  The  bonds  of  world  empires  will  be  loosened. 
Primitive  peoples  who  in  the  past  have  asked  little  of  life 
except  that  their  rice  bowls  be  filled  will  have  felt  the  impact 
of  technological  war  and  technological  economy,  awakening 
their  craving  to  share  in  the  means  of  defense  and  in  the 
abundance  of  goods  which  only  an  industrial  civilization 
can  supply. 

Whatever  the  military  outcome,  it  seems  that  the  world 
is  being  welded  by  blood  and  sweat  into  a  group  of  larger 
economic  units  in  which  the  economy  of  mass  production 
and  mass  distribution  can  operate  effectively.  Men  every- 
where will  want  to  share  the  American  secret  of  high  wages 
and  of  more,  better,  and  cheaper  goods.  Little  nations 
lacking  assured  access  to  a  great  variety  of  raw  materials 
and  to  vast  and  diversified  markets  are  excluded  effectually 
from  this  system.  How  to  assure  to  Finns,  Danes,  Belgians, 
Swiss,  and  other  small  peoples  whose  contributions  to 
civilization  have  been  unique  and  precious,  freedom  of 
language  and  culture,  together  with  autonomy  of  regional 
and  local  government,  in  the  larger  economic  aggregations 
which  seem  sure  to  come,  is  a  problem  to  give  us  pause. 

In  to-morrow's  world  it  may  no  longer  be  possible  to 
fence  off  privileged  areas  and  to  possess  them  in  security 
by  virtue  of  technological  pre-eminence  or  monopoly  of 
basic  materials.  It  may  be  no  longer  possible  to  preserve  a 
$14-a-day  standard  of  living  for  the  American  workman  in 
the  presence  of  a  14-cent-a-day  standard  for  the  equally 
intelligent  and  incomparably  more  industrious  Chinese 
coolie.  It  may  not  be  in  our  interest  to  try  do  to  so.  No 
one  expects,  and  few  desire,  an  immediate  equalization  of 
income  standards  over  the  world,  even  though  the  present 
conflict  should  turn  out  to  be  a  prelude  to  Utopia,  but  there 
are  inherent  leveling  forces  in  an  economy  of  science  and 
technology  which  soon  must  be  reckoned  with  on  a  world- 
wide basis.  A  nation  far  advanced  may  hold  its  favored 
position  for  a  time  by  exporting  its  products  while  retaining 
a  semi-monopoly  of  technological  equipment  and  skill.  This 
was  the  classic  economic  strategy  of  Great  Britain,  against 
which  we  rebelled  in  1776,  but  which  continued  to  operate 
in  a  diminishing  degree  down  to  World  War  I.  Sooner  or 
later  the  advanced  nation  reaches  the  point  where  it  begins 
to  export  not  only  goods  but  tools  for  producing  them,  to 
equip  steel  mills  in  Brazil  or  machine  shops  in  Russia  or 
arsenals  in  China,  and  the  slow  but  inevitable  leveling  pro- 
cess picks  up  acceleration  as  one  nation  after  another  indus- 
trializes. 

No  matter  who  wins  the  war,  unless  all  civilization  is 
converted  into  a  permanent  arsenal,  much  of  the  world 
must  grapple  with  the  problem  of  converting  an  armament 
economy  back  into  an  economy  of  social  welfare.  With  it 
we  must  tackle  the  problem  of  restoring  a  dictated  economy 
to  a  free  economy.  The  dislocation  of  a  return  to  peace  is 
beyond  our  imagining.  At  the  lowest  possible  estimate,  the 
war's  end  will  find  250  millions  of  people  in  Europe,  Ameri- 
ca, and  the  British  dominions  entirely  dependent  for  their 
living  on  the  production  of  the  material  of  war.  The 
incidence  of  war  on  the  world  of  production  is  usually 
gradual.  Hitler  spread  the  transition  over  seven  years  in 
Germany  and  spent  over  90  billions  of  reichsmarks  on  war 
production  before  the  first  blow  was  struck.  But  the  inci- 
dence of  peace  is  almost  instantaneous;  production  stops 
overnight.  The  Nazis  have  an  answer:  war  is  the  normal 
state  of  human  existence,  while  peace  is  a  mere  interlude 
in  which  to  replenish  population  and  restock  the  arsenals. 
We  need  a  better  answer,  and  finding  it  is  likely  to  take 
the  full  measure  of  our  wisdom  and  of  our  planning  capacity. 

Let  us  not  delude  ourselves  into  thinking  of  a  mere  return 
to  the  soil  as  the  way  back  to  a  peace  economy.  That  door 
was  closed  for  most  of  mankind  over  a  century  ago.  The 
world's  population  has  considerably  more  than  doubled 
since  1800;  some  areas  have  grown  acutely  overcrowded. 


THE  ENGINEERING  JOURNAL     July,  1942 


409 


"Lebensraum"  is  a  real  enough  problem  when  we  recall 
that  some  12  Germans  or  18  Italians  or  perhaps  30  Japanese 
have  to  contrive  to  get  a  living  with  the  aid  of  natural 
resources  roughly  equivalent  to  those  available  to  the  aver- 
age American.  Only  mechanized  industry  and  open  channels 
of  trade  can  give  lebensraum  to  crowded  peoples  without 
pillage.  Hjalmar  Schacht,  the  German  economic  genius, 
knew  that  when  he  said  "If  goods  do  not  cross  frontiers, 
armies  will." 

The  people  of  the  United  States  will  have  problems  at 
home  from  which  no  victory  can  shield  us.  Debt,  for  one 
thing.  Last  year  our  public  debt — Federal,  state,  and  local 
— reached  a  total  of  85  billion  dollars,  exceeding  for  the 
first  time  in  our  history  the  corporate  debts  of  our  business 
system  and  equaling  approximately  our  annual  national 
income.  The  program  of  war  effort  already  announced  is 
fairly  certain  to  raise  the  Federal  debt  to  150  billion,  and 
no  one  knows  where  the  ceiling  will  be.  A  debt  of  200 
billions  is  bearable,  and  need  not  invite  repudiation,  as  it 
represents  less  than  half  our  national  wealth  and  is  roughly 
twice  our  annual  income.  A  Federal  debt  of  this  magnitude 
would  be  roughly  equivalent  to  a  public  mortgage  of  75 
cents  on  every  dollar  of  the  nation's  productive  assets, 
including  farm  land  and  urban  real  estate.  Some  measure 
of  inflation  is  inevitable  and  the  wisest  controls  will  be 
needed,  but  debt  alone  is  not  likely  to  cause  a  runaway. 
Most  of  us  will  recognize  inflation  when  it  comes  simply  as 
our  old  acquaintance,  Mr.  High  Cost  O'Living.  The  mere 
carrying  of  this  debt  will  impose  a  severe  strain  on  govern- 
ment finance;  it  will  eat  up  three  or  four  billions  a  year  in 
taxes,  and  the  first  $25  or  $30  of  income  for  each  member 
of  the  average  family  will  be  earmarked  in  advance  for 
interest  charges.  Government  will  find  it  necessary  for  its 
own  relief  to  use  every  known  expedient  to  hold  interest 
rates  and  the  return  on  invested  funds  in  general  down  to 
the  lowest  possible  level.  This  will  bring  no  joy  either  to 
college*;  dependent  on  endowment  earnings  or  to  holders  of 
insurance  policies.  Competition  for  tax  money  among  the 
various  units  of  government — national,  state,  city,  and  local 
— and  among  publicly  supported  institutions  and  social 
services  will  grow  severe.  There  will  be  no  will-o'the-wisp 
of  reparations  to  buoy  up  false  hopes  and  no  money  return 
from  lend-lease  operations. 

In  dealing  with  the  debt,  we  shall  have  three  possibilities 
to  choose  among.  Either  we  shall  repudiate  the  debt  by 
inflation,  or  grin  and  bear  it,  or  ease  its  burden  by  creating 
new  wealth  and  a  greater  national  income.  Freedom  is  better 
than  slavery  at  any  price,  but  only  the  third  of  these  courses 
of  action  can  stir  our  hope  of  a  better  age  to  come. 

We  shall  have  not  only  increased  debt,  but  increased 
assets  as  well.  On  paper,  the  national  balance  sheet  may 
not  look  quite  so  bad.  Not  all  our  war  outlay  is  going  to 
be  used  up  in  action.  A  rough  calculation  indicates  that  our 
capital  investment  in  defense  plant  may  run  up  to  40  or  50 
billion  dollars.  It  will  be  represented  by  our  enormously 
increased  capacity  for  producing  metals,  chemicals,  power, 
aircraft,  machine  tools,  and  machine  products.  If  we  succeed 
in  making  this  greatly  augmented  plant  investment  earn 
its  way,  we  shall  be  well  on  the  road  to  a  solution  of  the 
problem  of  finding  employment  for  our  greatly  increased 
working  population.  If  the  plans  recently  announced  by  the 
President  for  1942  and  1943  are  carried  out — and  they 
must  be — war  production  and  the  armed  forces  together 
will  require  the  services  of  about  24  million  people,  in 
comparison  with  the  16  million  ordinarily  employed  in 
production  industries.  Past  experience  indicates  that 
relatively  few  of  the  millions  thus  added  to  our  employ- 
ment rolls  will  voluntarily  accept  demobilization  at  the  end 
of  hostilities. 

Another  problem  to  be  faced  is  the  gold  hoard  now  in 
our  possession,  five  sixths  of  the  entire  world  supply,  valued 
at  some  23  billion  dollars.  We  do  well  to  consider  that  what 
gives  our  gold  this  value  is  not  its  utility  in  industry  and 
in  art,  but  rather  its  potential  usefulness  as  a  monetary 


base  and  especially  its  unique  value  as  a  convenient  medium 
for  the  settlement  of  international  trade  balances.  Apart 
from  a  free  economy  such  values  have  little  meaning.  In 
Nazi  internal  economy,  currency  is  merely  a  government- 
backed  claim  against  whatever  goods  are  available  for 
civilian  consumption;  in  Nazi  external  economy,  money  is 
merely  a  reckoning  unit  in  hard-driven  barter  deals  or  forced 
requisitions.  Unless  we  can  restore  a  gold-backed  monetary 
system  in  the  postwar  world  of  international  trade,  our 
gold  hoard  is  merely  so  much  lustrous  metal,  good  for  filling 
teeth  and  making  jewelry,  with  a  value  fixed  by  the  law  of 
supply  and  demand. 

With  these  premises,  let  us  confront  the  issue:  is  there  a 
peace  beyond  mere  military  security  worth  fighting  for  ? 
To  struggle  for  self-preservation  alone  is  after  all  little  more 
than  an  instinctive  fatalism.  We  crave  a  higher  faith  to 
transform  sacrifice  into  privilege,  to  face  tragedy  with 
fortitude,  and  to  nerve  our  spirits  when  the  flesh  wearies 
and  the  will  grows  faint.  Win  or  lose,  the  outlook  for  much 
of  the  world  is  dark.  The  vanquished  must  face  the  peace 
hungry  and  exhausted,  their  goods  gone,  their  productive 
equipment  worn  out,  the  scant  remnant  of  their  capital 
frozen  in  armament  industries,  and  their  social  structure 
together  with  the  ideology  that  sustained  it  in  utter  ruin. 
Their  intellectual  and  spiritual  bankruptcy  may  threaten  a 
return  to  the  dark  ages.  Where  in  all  the  Nazi  world  may 
one  look  for  even  a  remnant  of  uncorrupted  youth  to  be  the 
nucleus  of  a  reborn  culture  ?  Is  there  not  a  Biblical  parable 
of  a  man  who  had  been  cleansed  of  a  devil  only  to  have 
seven  devils  move  into  the  empty  place  ?  Our  allies  in  vic- 
tory will  at  least  be  the  captains  of  their  souls,  however 
stricken  in  material  resources. 

It  is  not  too  much  to  say  that  if  civilization  is  not  to 
pass  into  a  lasting  decline  we  in  America  shall  have  to 
underwrite  its  rehabilitation.  Whatever  the  cost  and  wast- 
age of  the  war  may  be,  I  have  faith  to  believe  that  we 
shall  finish  the  job  with  our  man  power  and  vigor  but 
little  impaired  with  our  productive  capacity  vastly 
increased,  and  with  our  trust  in  human  worth  and  in  a 
free  and  just  society  unshattered.  True,  we  shall  be  burdened 
with  debt  and  vexed  with  dislocations,  but  I  believe  we  can 
rise  above  them.  Indeed,  the  surest  way  to  rise  above  our 
troubles  may  be  to  forget  them  and  dedicate  ourselves 
without  reserve  to  the  salvage  and  spread  of  civilization 
which  we  alone  can  undertake. 

When  we  come  actually  to  face  this  issue,  no  doubt  the 
isolationists  will  still  be  with  us,  counseling  us  not  to  waste 
our  shrunken  wealth  on  the  down-and-outs,  but  to  wash 
our  hands  of  the  sick  world  and  retire  into  an  economic 
quarantine.  Perhaps  they  might  consent  to  some  sort  of 
swap  for  coffee  and  bananas,  or  for  tin  and  manganese, 
or  for  tea  and  rubber,  but  as  for  the  rest — let  the  world 
go  hang.  Leaving  all  humanitarian  sentiment  aside  for  the 
moment,  there  are  certain  costs  to  be  counted  before  com- 
mitting ourselves  to  any  such  self-serving  program.  We 
shall  have  to  pay  for  the  war,  no  matter  who  fights  it. 
Win  or  lose  the  peace,  we  shall  have  to  pay  for  it  anyway. 
We  can  pay  for  it  by  withdrawing  into  a  closed  economy, 
which  may  mean  the  writing  off  of  a  hundred  billion  dollars 
of  capital  more  or  less,  without  chance  of  recovery;  or  we 
may  pay  for  it  by  underwriting  the  world's  recovery  and 
the  extension  of  civilization,  in  which  case  we  may  not  only 
do  some  good,  but  have  at  least  a  sporting  chance  of  getting 
our  money  back  with  some  profit. 

Suppose  the  United  States  does  withdraw  into  a  closed 
economy,  what  are  the  chances  of  gain  or  loss  ?  As  a  start, 
we  should  have  to  write  off  forever  all  we  are  putting  into 
the  lend-lease  program.  Next,  we  might  have  to  write 
off  some  fifteen  billion  dollars  or  more  of  the  supposed  value 
of  our  gold  hoard.  If  gold  is  just  metal,  priced  by  supply 
and  demand,  our  overstock  might  be  little  more  than  a 
monument  to  our  folly.  Then  we  might  experience  difficulty 
in  finding  much  use  for  the  greater  part  of  the  new  war- 
goods  plant  we  are  now  building.  Who  will  be  buying  air- 


410 


July,  1942     THE  ENGINEERING  JOURNAL 


craft,  or  machine  tools,  or  armor  plate — or  using  power, 
for  that  matter — in  the  amounts  we  will  be  geared  to  pro- 
duce ?  Not  the  home  market  surely.  That  might  mean 
writing  off  another  30  or  40  or  perhaps  50  billions  of  capital. 
A.nd  who  would  buy  the  extra  acreage  we  are  putting  into 
production,  beyond  our  normal  requirements,  to  make  good 
an  the  food  end  of  the  lend-lease  program  ?  Who  would 
provide  employment  in  a  closed  economy  for  the  greatly 
swollen  ranks  of  our  working  population  ?  If  there  are  no 
imtlets  abroad  for  what  these  men  and  women  can  produce, 
may  we  not  expect  a  new  generation  of  false  prophets,  to 
irise,  preaching  salvation  by  division  instead  of  multipli- 
cation, while  relief  rolls  and  made-work  projects  and  pump- 
Driming  expenditures  suck  us  down  even  faster  into  the 
cortex  of  national  insolvency  ? 

If  we  do  accept  the  great  adventure  and  decide  to  risk 
)ur  wealth  on  world  recovery  rather  than  to  hoard  it,  we 
night  logically  begin  by  digging  our  gold  out  of  the  vaults 
)f  Kentucky  for  use  in  re-establishing  the  world's  money 
iystem  and  as  a  base  for  international  credit.  That  would 
nean  lending  it  to  recent  friend  and  recent  foe  alike.  If 
xe  lend  it,  we  ought  to  expect  some  reasonable  guarantees, 
[t  might  do  more  good  and  we  might  have  better  prospects 
)f  a  return  on  it  if  we  placed  it  in  the  hands  of  strong 
>orrowers,  with  diversified  resources  that  might  be  organ- 
zed  into  a  well-balanced  economy,  than  into  too  many 
;mall  and  weak  hands  paralyzed  by  mutual  hates.  Choosing 
he  borrowers  would  give  us  a  powerful  voice  in  any  eco- 
îomic  and  political  regrouping  of  the  world. 

The  tragic  failure  of  World  War  I  and  its  aftermath 
estifies  to  the  futility  of  building  a  new  order  on  political 
lisintegration  rather  than  economic  integration.  Sov- 
:reignty  without  a  decent  economic  sufficiency  is  an  empty 
hell.  Under  the  guise  of  self-determination,  the  concept  of 
extreme  nationalism  reached  its  all-time  peak  in  the  last 
)ostwar  interlude.  Sovereignty  was  understood  to  secure 
o  each  nation  its  right  to  manage  its  fiscal  affairs,  to 
levalue  its  money,  to  protect  its  industries  by  tariffs  and 
references,  to  force  its  goods  on  others  by  intimidation  at 
to  matter  what  cost  to  its  neighbors.  And  of  course,  sacred 
lonor  gave  it  the  right  to  make  war  on  anybody  at  any 
ime.  The  obsessions  of  ultranationalism  rise  but  little  above 
he  economics  of  the  robber  barons.  It  is  only  a  meager  and 
ransient  wealth  that  a  man  gains  by  pillaging  his  neighbors, 
:eeping  them  poor,  and  refusing  to  do  business  with  them, 
rhe  modern  key  to  wealth  is  more,  better,  and  cheaper 
;oods,  produced  in  volume  through  advanced  technology 
>y  high-paid  workmen  where  supplies  of  materials  are 
avorable,  and  sold  in  the  widest  markets  at  the  lowest 
osts.  This  principle  is  no  respecter  of  political  sovereignty, 
t  cannot  operate  in  close  confinement. 

If  the  United  States  is  to  be  the  world's  banker  and 
ise  its  gold  to  reanimate  the  world's  atrophied  economy, 
t  will  be  well  to  remind  ourselves  that  the  surest  way 
o  guarantee  our  own  prosperity  is  to  create  prosperity 
lsewhere,  that  the  surest  way  to  protect  our  standard  of 
iving  is  not  to  quarantine  it  against  the  plague  of  world 
>overty  but  to  encourage  a  healthy  standard  in  other 
ands.  We  cannot  sustain  the  banker's  role  by  lending  our 
Qoney  and  immediately  taking  it  back  in  cash  payment 
or  the  food,  cotton,  oil,  metal,  and  industrial  equipment 
he  world  will  be  needing  so  desperately  when  peace  comes. 
Ye  must  insist  on  the  borrower's  keeping  our  money  in  his 
>usiness  as  working  capital  and  using  our  gold  to  re-estab- 
ish  his  credit.  Give  or  sell  we  must,  or  millions  will  starve 
nd  our  own  economy  will  languish;  but  we  must  sell  on 
ong-term  credits  and  be  prepared  to  take  other  peoples' 
pecialized  goods  and  raw  materials  in  excess  of  our  exports. 
)ur  role  will  be  to  lead  in  destroying  trade  barriers  rather 
han  in  erecting  them. 

Any  peace  worth  fighting  for  must  not  only  keep  our 
iwn  industrial  plant  working,  but  insure  its  gradual  renewal 
,nd  expansion  as  well.  Economists  assure  us  that  we  cannot 
>rosper  by  merely  producing  goods  to  consume;  we  must 


gain  added  buying  power  by  adding  to  our  capacity  to 
produce.  We  do  this  partly  by  saving,  but  mostly  by 
borrowing  from  the  future  through  the  mechanism  of  credit. 
We  then  sluice  this  borrowed  capital  into  added  consuming 
power  by  spending  it  for  labor,  materials,  and  equipment 
to  build  new  tools  and  larger  plants.  Without  this  expansive 
force,  it  is  doubtful  if  a  free  economy  can  survive,  much  less 
prosper. 

War  expansion  is  now  discounting  this  normal  expansive 
force  many  years  in  advance.  When  peace  comes  there  will 
be  the  United  States'  own  war  deficits  in  consumption  and 
the  world's  tragic  depletion  to  be  made  up.  After  a  transient 
postwar  boom,  then  what  ?  Can  the  expansive  force  be 
preserved  ?  The  development  of  new  products  and  new 
industries,  which  D.  C.  Prince  has  advocated  so  effectively, 
will  go  far,  but  will  that  be  far  enough  ?  Depressions  are  like 
epidemics  with  a  world-wide  sweep.  The  forces  of  economic 
health  must  have  as  wide  a  scope.  Frankly,  I  see  but  one 
chance  to  preserve  the  expansive  forces  of  economic  free- 
dom and  vigor.  There  are  still  immense  areas  of  the  world 
which  sustain  overcrowded  populations  of  hundreds  of 
millions  at  a  bare  subsistence  level.  Primitive  agriculture 
and  handcraft  hold  out  no  promise  of  betterment.  Human 
experience  offers  only  one  hope,  and  that  is  industrialization. 
The  United  States  alone  will  have  the  capital  and  the 
productive  capacity  to  tackle  the  huge  job  of  industrializing 
such  areas  as  India  and  China.  In  doing  so  we  might  find 
our  one  chance  to  keep  our  own  wealth  working  and  our 
own  plant  going  at  a  real  prosperity  level. 

The  postwar  role  I  have  suggested  for  the  United  States 
is  one  that  would  make  unprecedented  demands  on  our 
faith,  our  foresight,  our  restraint,  and  our  organizing 
capacity.  It  is  a  role  which  no  other  nation  could  assume. 
It  calls  for  the  faith  to  try  the  key  to  our  own  prosperity 
on  the  closed  doors  of  the  world.  It  calls  for  faith  to  free 
science  and  technology  from  the  barriers  of  an  outmoded 
nationalism.  It  calls  for  faith  to  abandon  the  idea  that 
America  is  to  be  kept  as  a  free  and  prosperous  island  in  an 
economically  submerged  world.  It  calls  for  the  restraint  of 
refusing  to  impose  either  the  political  or  economic  over- 
lordship  of  America  and  the  white  race  on  the  retarded 
areas  of  the  world. 

It  would  also  demand  an  organizing  capacity  in  world 
affairs  which  far  outruns  our  experience.  In  many  respects 
our  present  partnership  with  Great  Britain  may  turn  out 
to  be  almost  providential.  The  circumstances  of  our  entry 
into  the  war  left  us  with  the  greatest  freedom  of  action. 
We  have  no  obligation  to  become  mere  financial  under- 
writers and  copolicemen  for  the  historic  type  of  British 
imperialism.  The  British,  however,  have  a  world  experience 
which  we  lack,  and  British  experience  and  talent  may  well 
serve  in  an  expert  capacity  in  the  execution  of  a  recon- 
struction plan  of  our  own  conceiving. 

The  titanic  conflict  in  which  we  are  now  engulfed  has 
come  upon  us  as  a  revolt  against  the  misdirected  con- 
sequences of  human  freedom,  particularly  in  the  handling 
of  new  and  vast  economic  forces  generated  by  the  advance 
of  science  and  technology,  in  these  past  150  years.  However 
much  we  and  our  fathers  have  blundered  in  the  handling 
of  these  forces,  I  have  faith  that  they  hold  the  germs  of  a 
new  and  better  world  order.  Unthinking  men  who  have 
observed  engineers  working  with  equal  zeal  in  both  free 
and  totalitarian  systems,  under  capitalism  and  communism 
alike — or  even  embracing  the  New  Deal  with  enthusiasm — 
have  assumed  that  we  are  but  abject  tools  of  whatever 
powers  may  be  in  control.  That  is  not  the  truth.  Beneath 
the  surface  of  our  conformity,  often  silent  and  inarticulate, 
a  social  creed  is  taking  form  that  transcends  the  prevailing 
order.  We  have  faith  that  science  and  technology,  which 
know  no  frontiers  of  geography  or  political  system,  hold 
potentialities  of  human  betterment  as  yet  dimly  recognized. 
We  have  a  faith — and  at  times,  it  can  burn  with  religious 
conviction — that  the  well-being  of  mankind  comes  through 


[HE  ENGINEERING  JOURNAL     July,  1942 


411 


the  multiplication  of  wealth,  not  through  fencing  it  off,  or 
looting  it  from  the  other  fellow,  or  unloading  a  lot  of  debt 
claims  on  Wall  Street,  or  by  distributing  a  lot  of  purchasing 
power  through  political  channels. 

We  insist  that  the  problems  of  national  security,  of 
social  welfare,  and  of  international  order  must  be  solved 
by  multiplication  and  not  by  division.  We  insist  that  our 
greatest  source  of  multiplied  wealth  is  in  new  knowledge 
of  nature  won  through  research,  in  new  tools  of  production, 
in  improved  instruments  of  human  living,  in  more  efficient 
ways  of  doing  work,  in  more  harmonious  co-ordination  of 
human  effort.  We  can  accept  for  the  moment  any  political 
or  economic  system  so  far  as  it  works  toward  those  ends, 


but  we  cannot  accept  as  final  any  theory  of  society  or 
organization  of  civilization  that  does  not  aim  at  the  spread 
of  enlightenment,  abundance,  and  freedom  among  all  men. 
We  are  peculiarly  the  executors  of  these  potentialities  in 
the  realm  of  material  well-being.  Ours  is  a  profession  of 
imagination,  visualization,  experimentation,  and  construct- 
ive boldness.  Why  suggest  revolutionary  ideas  to  such  hard- 
headed  men  as  engineers  ?  To  whom  can  we  better  suggest 
them,  pray  tell  ?  We  who  "view  hopefully  the  hitherto 
unattainable"  have  the  call  to  visualize  for  mankind  an 
economic  order  that  will  restore  its  now  shaken  faith  in 
human  decency  and  progress,  and  to  sketch  the  blueprint 
of  a  peace  worth  fighting  for. 


SIZE   AND   THE   AEROPLANE 

MAJOR  OLIVER  STEWART  ,  m.c,  a.f.c, 
Editor  of  Aeronautics,  London,  England 


SUMMARY — In  this  article,  written  specially  for  the  Journal, 
the  author  expresses  his  views,  influenced  by  operational  events, 
on  the  optimum  size  of  aircraft.  Two  outstanding  planes,  the 
Short  Stirling  bomber  and  the  Spitfire  are  taken  as  examples 
and  discussed. 

Optimum  aircraft  size  has  for  many  years  been  a  sub- 
ject to  which  senior  Royal  Air  Force  officers,  technical 
advisers  to  the  Air  Staff  and  aircraft  manufacturers  have 
devoted  special  attention.  Obviously  optimum  size  is  re- 
lated directly  to  the  duties  which  an  aircraft  has  to  perform 
and  the  size  best  suited  to  the  bomber  will  be  totally  dif- 
ferent from  that  best  suited  to  the  fighter.  There  is  perhaps 
no  subject  on  which  there  is  greater  diversity  of  opinion 
than  this  of  aircraft  size  and  we  see  in  the  aeroplanes  of  the 
belligerent  nations  to-day  a  reflection  of  the  numerous  dif- 
ferent opinions  which  are  held  upon  the  subject.  Let  us  see 
whether  any  more  precise  definition  can  be  obtained  by 
scrutinizing  the  machines  that  are  actually  in  use  in  the 
Royal  Air  Force. 

If  we  start  with  the  fighter  we  find  that  the  position  is 
comparatively  simple.  For  a  given  power  the  smaller  the 
fighter  the  better.  The  reason  is  plain;  it  is  concerned  with 
the  tactical  advantage  of  speed.  In  aerial  combat  speed  is 
the  trump  card  and  the  fighter  must  be  given  all  the  speed 
that  can  be  built  into  it.  Aerodynamically  speaking,  the 
smaller  the  aircraft  for  a  given  power  and  a  given  design 
merit,  the  faster  it  will  fly.  There  are,  of  course,  many  com- 
plications, among  them  that  of  wing  loading.  If  one  may 
speak  again  in  the  wildest  generalization  one  may  say  that 
as  the  smaller  the  faster,  so  the  higher  the  wing  loading  the 
faster.  In  brief,  the  very  small  aircraft  with  very  small 
wings  and  a  very  powerful  engine  is  the  fastest  aircraft. 
Speed  being  the  pre-eminent  requisite  for  the  fighter,  this 
very  small  aircraft  with  very  small  wings  and  very  high 
power  automatically  becomes  the  ideal  type  of  fighter. 

The  limitations,  however,  are  severe.  If  the  wing  loading 
goes  up  beyond  a  certain  point  the  aircraft  is  unable  to  re- 
main in  the  air  below  a  certain  speed.  In  other  words,  the 
higher  the  wing  loading  not  only  the  higher  the  maximum 
speed  but  also  the  higher  the  minimum  speed  at  which  the 
aircraft  can  remain  in  the  air.  In  consequence  the  aircraft 
with  a  high  wing  loading  must  necessarily  land  and  take  off 
at  high  speed.  This  means  larger  aerodromes  and  already 
aerodromes  have  been  extended  up  to  something  approach- 
ing practical  limits,  at  any  rate  in  a  small  island,  like 
Great  Britain. 

The  Two  Outstanding  Planes  of  the  War 

Now  let  us,  before  coming  to  actual  examples  which  illus- 
trate optimum  aircraft  size,  look  at  the  other  end  of  the 
picture,  the  load  carrying  machine  or  heavy  bomber.  The 


heavy  bomber  must  be  contrived  to  take  the  biggest  weight 
for  a  given  horse-power  if  its  hitting  power  is  to  be  as  great 
as  possible.  But  the  complications  in  the  bomber  are  far 
more  difficult  to  resolve  than  in  the  fighter.  For  the  bomber 
must  still  have  a  sufficient  speed  to  enable  it  to  pierce 
enemy  defences  without  undue  loss.  Consequently  there  is 


bomber. 


in  a  bomber  a  balance  which  has  to  be  held  between  weight 
and  bombs  carried  and  the  speed  of  flight.  The  greater  the 
weight  of  bombs  for  a  given  power  the  lower  will  be  the 
speed  of  flight.  In  aviation  there  is  always  a  balance  of  this 
kind  to  be  struck.  It  is  always  impossible  to  get  something 
for  nothing,  and  those  people  who  speak  of  high  speed 
bombers  which  carry  a  heavy  load  or  of  high  speed  fighters 
that  have  great  range  are  speaking  in  paradoxes,  for  the 
bigger  the  load  the  lower  the  speed.  I  am  deliberately  sim- 
plifying a  great  many  matters  in  this  discussion  but  by 
this  means  it  is  possible  to  see  clearly  into  the  thoughts  of 
the  great  engineers  who  have  been  responsible  for  the  pro- 
duction of  the  two  outstanding  types  of  aircraft  of  the 
present  war.  I  name  these  two  types  as  the  Short  Stirling 
and  the  Vickers-Armstrongs  Spitfire.  The  Short  Stirling 
carries  a  greater  bomb  load  than  any  other  aircraft  in  regular 
use  in  the  operational  units  of  any  air  force  in  the  world. 
The  Spitfire  flies  faster  than  any  fighter  in  regular  opera- 
tional use  in  any  other  air  force  in  the  world. 

My  own  views  on  bomber  design  have  been  influenced  by 
operational  events,  as  is  natural,  and  I  am  of  the  opinion 
that  improvements  in  anti-aircraft  fire  and  other  defence 
methods,  especially  night  fighters,  demand  that  bomber 
speeds  be  increased.  The  Short  Stirling,  however,  is  not  a 
slow  aircraft  for  its  size.  The  speed  has  not  been  officially 
disclosed  but  German  reports  give  it  as  267  miles  an  hour. 
This  is  a  high  speed  for  a  four-engined  machine  with  a 
wing  span  of  99  ft.  and  a  length  of  87  ft. 

There  can  be  no  doubt  whatever  that,  provided  a  target 
is  selected  where  the  defences  are  not  prohibitively  strong, 


412 


July,  1942     THE  ENGINEERING  JOURNAL 


the  Short  Stirling  is  able  to  deliver  a  more  useful  attack 
than  any  other  machine.  In  fact  Royal  Air  Force  pilots  who 
have  been  flying  the  Stirling  expressed  the  view  that  after 
using  these  aircraft  against  the  enemy  the  use  of  smaller 
types  with  their  greatly  restricted  hitting  power  appears  to 
be  comparatively  useless.  The  technical  features  of  the 
Short  Stirling  are  many  for  this  machine  is  not  only  of 
large  size  but  it  embodies  a  great  many  advanced  design 
characteristics.  The  range  with  full  bomb  load  is  over  2,000 
miles  and  the  bomb  load  can  be  increased  in  special  cir- 
cumstances. The  aircraft  has  a  number  of  power-operated 
turrets  which  are  equipped  with  Browning  machine  guns, 
and  there  is  a  very  complete  armoured  protection  for  the 
crew.  The  equipment  is  also  elaborate  and  includes  every 
conceivable  device  for  aiding  the  operational  efficiency  of 
the  aircraft  and  for  increasing  the  safety  of  the  crew  in 
emergencies. 

The  engines  are  four  Bristol  Hercules  sleeve-valve  units 
each  with  a  take  off  power  of  about  1,600  hp.  Wright 
Cyclone  engines  are  alternative  power  units.  The  bomb  bay 
is  over  42  ft.  long. 

This  aircraft  is  the  direct  outcome  of  a  long  period  of 
careful  research  and  development  work  undertaken  by 
Short  Brothers  of  Rochester,  Kent.  This  work  may  be  said 
to  have  included  that  done  on  the  famous  Short  flying 
boats  which  were  used  by  Imperial  Airways  Limited  before 
war  broke  out  and  which  are  to-day  still  in  use  with  British 
Overseas  Airways  Corporation. 

Before  the  war  Short  Brothers  had  prepared  a  design  for 
long  range  passenger  carrying  and  this  design  has  in  some 
respects  been  of  assistance  in  the  evolution  of  the  Stirling. 

Malta's  Spitfires 

I  turn  now  to  the  other  extremity  of  air  force  equipment, 
the  fast  fighter.  The  Spitfire  still  retains  the  position  it  has 
held  throughout  of  being  supreme  in  this  class  and  conse- 
quently it  may  be  claimed  for  the  Royal  Air  Force  with 
justice  that,  at  the  two  extremes  of  the  scale,  weight  carry- 
ing and  speed,  it  has  aircraft  of  greater  technical  merit 
than  any  other  country.  It  is  necessary  to  qualify  this 
statement  by  remarking  that  the  more  specialized  an  air- 
craft becomes  the  fewer  the  operations  on  which  it  can  be 
used  with  full  effect.  Thus  the  very  big  bomber  of  the 
Stirling  type  cannot  be  employed  where  the  defences  are 
extremely  strong  in  the  daylight.  Similarly,  the  Spitfire 
pays  for  its  very  great  speed  by  reduced  power  of  operating 
from  improvised  aerodromes.  Nevertheless,  dispatches  com- 
ing from  Malta  in  the  middle  of  March  related  that  for  the 
first  time  the  Spitfire  was  operating  from  the  island.  This  is 
the  first  occasion  on  which  this  machine  has  been  used  in 
battle  outside  Britain. 

The  Spitfire  has  been  successively  improved  in  perform- 
ance since  the  early  days  of  the  war  and  one  of  the  latest 


changes  has  been  in  relation  to  the  engine,  the  type  of 
engine  now  employed  being  the  Rolls-Royce  Merlin  XX, 
an  engine  with  two  speed  superchargers  capable  of  main- 
taining power  at  great  heights.  There  is  also  the  Rolls-Royce 
Merlin  XLV,  which  is  not  a  specially  high  altitude  engine 
but  which  gives  extremely  good  performance  at  the  lower 
levels.  Precise  figures  of  Spitfire  performance  have  not  been 


Cannon-armed  Spitfire. 

given  recently  but  it  may  safely  be  assumed  that  the  max- 
imum speed  is  now  in  the  region  of  400  miles  an  hour.  The 
armament  of  the  Spitfire  has  also  been  progressively  im- 
proved and  now  includes  cannon. 

Between  these  two  extremes,  the  fastest  aircraft  and  the 
greatest  weight  carrier,  there  are  innumerable  different 
types,  and  the  merits  of  these  intermediate  Royal  Air  Force 
aircraft  vary.  In  some  cases  they  are  fully  as  high  relative 
to  the  aircraft  of  other  countries  as  in  the  two  extremes.  In 
other  cases  there  is  room  for  considerable  improvement  and 
work  is  proceeding  to  try  and  build  up  the  technical  quality 
of  these  intermediate  classes  of  aircraft  so  that  there  is  a 
uniformly  high  grade  in  this  respect  throughout  service. 


THE  ENGINEERING  JOURNAL     July,  1942 


413 


THE  LIONS'  GATE  BRIDGE -IV* 

S.  R.  BANKS,  m.e.i.c. 
General  Engineering  Department,  Aluminum  Company  of  Canada,  Limited,  Montreal,  Que.  Formerly  with  Messrs.  Monsarrat 

and  Pratley,  Consulting  Engineers,  Montreal,  Que. 

This  paper  was  awarded  the  Gzowski  Medal  of  the  Institute  for  1941 


SUPERSTRUCTURE:  ERECTION 

Erection-Progress 

The  erection  of  the  superstructure  was  carried  out,  on 
behalf  of  the  contracting  partnership,  by  the  Dominion 
Bridge  Company's  Vancouver  organization,  under  direction 
from  the  main  office  at  Lachine.  Operations  at  the  site  were 
begun  on  November  8th,  1937,  and,  in  spite  of  certain  delays 
in  substructure-work  (on  account  of  which  the  contract-date 
for  completion  was  moved  forward  105  days,  from  Nov.  1st, 
1938,  to  February  15th,  1939)  the  bridge  was  adjudged  to 
be  sufficiently  complete  to  enable  commercial  traffic  to  use 
it  on  September  30th,  1938.  On  that  date  the  greater  part 
of  the  cable-wrapping  was  yet  to  be  done,  the  catwalks 
were  still  in  position,  and  the  tower-tops  were  necessarily 
not  completely  erected;  and  it  was  anticipated  that  those 
parts  of  the  work  would  be  carried  on  while  the  bridge  was 
open  to  traffic.  The  contractor,  however,  took  full  advantage 
of  the  few  weeks  remaining  before  the  completion  of  the 
toll-collection  plaza,  and  succeeded  in  finishing  the  steel- 
work erection  a  few  days  prior  to  the  opening  of  the  bridge 
on  Monday,  November  14th,  1938.  Part  of  the  painting  was 
left  over  until  the  following  year,  and  was  finished  in 
readiness  for  the  Royal  visit  toVancouver  on  May  29th,  1939. 

The  remarkable  speed  with  which  the  erection  was  per- 
formed, while  primarily  due  to  the  high  quality  of  the 
shop-work  and  to  the  meticulous  care  with  which  the 
erection-programme  had  been  worked  out  by  the  con- 
tractor, was  attributable  in  part  to  the  excellence  of  the 
weather  throughout  the  summer  and  in  part  to  the  con- 
venient proximity  of  the  contractor's  offices  and  plants.  A 
tribute  to  the  organization  is  implied  in  the  fact  that  no 
fatalities,  and  only  one  serious  injury,  occurred  throughout 
the  erection  of  some  10,000  tons  of  steel,  most  of  it  at 
elevations  of  more  than  200  ft. 

The  actual  dates  of  erection-progress  are  given  in  the 
accompanying  tabulation  (Table  I),  in  which  is  included 
also  an  analysis  of  the  weight  of  the  bridge. 

Cable-Anchorages 
The  first  steel  to  be  erected  was  that  of  the  cable-anchor- 
ages. In  each  case  the  heavy  forgings  and  "buttons"  were 
pre-aligned  by  assembly  onto  a  light  structural  framework, 
and  accurate  final  positioning  inside  the  pier-cavity  was 
readily  performed  by  means  of  the  adjustable  holding-down 
bolts  provided  (Fig.  47). 

Cable-Bent  and  Approach- Viaduct 
For  construction  of  the  viaduct,  a  standard-gauge 
service-track  was  established  on  piles  alongside  the  site, 
extending  from  a  wharf  near  the  north  main  pier.  The  steel 
was  shipped  on  scows  from  Western  Bridge  Company's 
wharf  at  False  Creek,  and  was  then  transferred  onto  flat- 
cars.  Erection  of  the  entire  viaduct  (excepting  the  tower- 
girders  immediately  above  the  anchor-pier)  was  accom- 
plished by  a  steel  derrick-tower  40  ft.  by  30  ft.  in  plan, 
carried  on  four  4-wheel  bogies,  two  running  on  the  service 
track  and  two  on  a  second  track  laid  in  short  sections  as 
required.  The  traveller  supported  a  stiff  leg-derrick  (75-ft. 
boom  and  30-ft.  mast)  on  a  working-platform  120  ft.  above 
rail-level.  The  weight  of  the  traveller  was  about  190  tons, 
and  it  was  capable  of  lifting  the  heaviest  viaduct-piece,  ** 
and  a  secondary  5-ton  hook  could  be  used  at  a  radius  of 
as  much  as  80  ft. 


The  cable-bent  was  erected  first,  the  base-slabs  being  set 
on  canvas  soaked  with  red  lead  on  the  dressed  central  areas 
of  the  pedestals,  and  fully  grouted  as  soon  as  the  columns 
had  been  made  plumb.  The  cable-saddles,  offset  15-in. 
northward,  were  assembled,  together  with  jacking-brackets 
and  catwalk-supports;  and  the  completed  bent  was  tied 
back  to  the  anchor-pier  by  two  lj^-in.  pre-stressed  bridge- 
wire  strands  which  resisted  the  southward  push  of  the  main 
cables  pending  their  final  clamping  to  the  cable-bent  saddle. 
Erection  of  the  next  two  bents  followed,  and  then  the  four 
longest  girders  were  placed.   A  5-ton   stiff  leg-derrick  was 


»  ^£ï2a 

j^ ~J  j 

\"           '1* 

m 

i    S 

I 

a     Ic 

^             "     '    '-•-•* 

um    iBHHHKiHH 

*This  is  the  final  part  of  the  paper.  Parts  I,  II  and  III  respectively 
appeared  in  the  April,  May  and  June  issues  of  the  Journal. 

**The  123-foot  girders  weighed  27  tons  each,  and  the  heaviest  sec- 
tion of  the  cable-bent  weighed  22  tons. 


Fig.  55 — Erection  of  north  viaduct. 

mounted  on  the  floorbeams  at  the  south  end  in  readiness 
for  placing  the  cable-strands  in  the  saddles.  This  much  of 
the  viaduct  (Fig.  55)  was  fully  riveted,  and  then  erection 
ceased  owing  to  delay  in  delivery  of  steel  from  British  mills. 
Work  was  resumed  a  month  later  and  proceeded  con- 
tinuously until  the  viaduct  was  complete  except  for  tower 
3-4  and  for  the  fences.  An  8-ton  stiffleg-derrick  was 
assembled  on  the  deck  near  bent  4  for  lifting  the  strand 
reels  onto  the  anchor-pier  for  unreeling.  The  traveller  was 
dismantled,  and  the  missing  parts  of  the  viaduct  were 
erected  later  by  the  above-mentioned  derrick.  The  com- 
pleted steelwork  of  tower  3-4  is  seen  in  Fig.  56. 

Throughout  the  viaduct,  the  bents  were  plumbed  by 
guys  and  then  secured  by  the  adjustable  anchor-bolts,  after 
which  the  pedestals  were  grouted  up  to  the  base-plates. 
Some  25  cu.  yd.  of  grout  (a  7-sack  mix  with  aggregate 
graded  up  to  J^-in.,  and  an  admixture  of  175  lb.  of  "Em- 
beco"  per  cu.  yd.)  was  used  in  this  connection. 

Viaduct-Paving 

The  concrete  deck  of  the  viaduct  (Fig.  49)  was  poured 
in  eleven  sections,  each  of  which,  with  an  average  length 
of  about  200  ft.,  was  bounded  at  either  end  by  the  trans- 
verse steel  of  a  break  in  the  pavement.  Timber  forming  was 
used,  and  the  reinforcement  was  bent  at  the  site. 

To  make  the  process  as  continuous  as  possible,  the  con- 
tractor built  a  stout  timber  framework  across  the  width  of 
the  viaduct.  Mounted  on  skids,  this  could  be  moved  along 
on  greased  timbers  that  were  laid  just  within  the  fences. 
It  carried  a  stiffleg-derrick  and  a  narrow-gauge  track,  the 


414 


July,  1942    THE  ENGINEERING  JOURNAL 


TABLE  I 

Progress  of  Erection  of  Superstructure  (with  Summary  of  Quantities) 


ITEM 


Erection-dates 


Start 


Finish 


Steelwork:  weight  in  pounds 
(other  items  as  noted) 


Anchorage  steel — north  end 

— south  end 

Cable-bent  (Bent  0) 

Viaduct— Bent  0  to  Bent  2 

— Bent  2  to  Bent  15  (omitting  span  3-4) 

— Bent  15  to  end 

— Span  3-4  (over  anchorage) 

— Concrete  paving 

South  Tower — creeper-assembly 

— steelwork 

South  cable-posts 

North  Tower — steelwork  (by  derrick) 

— creeper-assembly 

— steelwork  (by  creeper) 

Catwalks 

*Cable-strands 

Cable-bands  and  splay-castings 

Suspender-ropes 

Stiff  ening-trusses 

Floorbeams 

Lateral-bracing  ] 

Stringers  f  (Erected  together) 

Teegrid-sections         J 

Rivetting  lower  chords  and  floor-system 

*Welding  grid-sections  and  fence-posts 

Sidewalk-supports,  kerbs,  fence-posts,  and 

Inspection-traveller  rails  (erected  together) 

Anglgrid-sections  (sidewalks) 

Inspection-travellers 

Observation-platforms 

Concrete  filling  for  Teegrid-slab 

Ladder-rungs  (on  suspenders) 

Rivetting  upper  chords 

*Cable-wrapping — wire \ 

— wood-fillers  and  caulking-lead/ 

Roadway  expansion- joint  sections 

Signal-bridge  (at  mid-span) 

Fences  (including  fence-posts  and  welding) 

Fence  on  south  anchorage — cable-flashings 

Finials,  and  completion  of  tower-tops 

Painting  (two  field-coats) 

.Summary: 

Steelwork  in  suspension-bridge 

Steelwork  in  north  viaduct 

Total  steelwork 


Nov.  8  (1937) 
Nov.  17 
Nov.  25 


Nov.  30 
Jan.  17  (1938) 
Mar.  15 
June  2 
June  1 


Jan.  18 
Feb.  2 
Mar.  8 
Mar.  7 
Mar.  23 
Mar.  30 
May  2 
May  12 
June  1 
June  2 
June  9 
June  9 

June  29 

July  12 
July  18 

July  25 

Aug.  4 
Aug.  5 
Aug.  10 
Aug.  16 
Aug.  18 
Sept.  12 

Sept.  12 

Sept.  10 
Sept.  22 
Sept.  22 

Nov.  1 
May  16 
Apr.  12  (1939) 


Nov.  29 
Nov.  30 
Nov.  30 


Dec.  16 
Mar.  4 
Apr.  7 
June  3 
Oct.   5 


133,614 
132,691 
416,120 


Viaduct — 

Bents:  1,872,424 

Girders  and  floor:   3,336,934 
Fences:  312,549 

1,733  cu.  yds.  concrete 

366,800  lbs.  reinforcing  steel 


Feb.  1 
Mar.  10 
Mar.  8 
Mar.  18 
Mar.  29 
Apr.  29 
May  13 
June  1 
June  2 
June  23 
June  29 
July     4 

July    12 

Aug.  12 
Aug.  15 

Aug.     9 

Aug.  10 
Aug.  11 
Aug.  11 
Sept.  23 
Aug.  31 
Sept.  22 

Oct.  27 

Sept.  22 
Sept.  27 
Sept.  29 

Nov.    7 

Nov.  30  (1938) 

May  26  (1939) 


706  cu.  yds.  concrete 


2,058,814 
15,773 

2,055,667 


1,848,215 
101,290 
140,609 

2,839,463 

1,244,857 
225,457 
870,213 

1,641,722 


218,197 
99,716 

274.944 
27,235 
41,220 

23,808 

101,454 
27,046 
84,455 
24,001 
94,951 
6,370 


14,747,897 

5,521,907 

20,269,804 


*Most  of  this  work  was  done  by  3  shifts  of  men,  working  continuously  day  and  night  except  on  Sundays. 


latter  extending  from  side  to  side  of  the  road.  Concrete  was 
supplied  from  the  mixing-plant  at  the  main  pier  and  was 
delivered  alongside  the  viaduct  in  trucks. 

The  batches  were  lifted  over  the  viaduct-fence  by  the 
derrick,  and  placed  in  a  small  dumping-buggy  running  on 
the  narrow-gauge  track.  The  concrete  was  thus  deposited 
with  precision,  the  amount  of  spading  being  reduced  to  a 
minimum,  and  was  flowed  into  place  by  electrically-driven 
spud-vibrators.  Rough  surfacing  was  done  with  a  heavy 
screed  pulled  by  the  structure  as  the  latter  was  moved  up 
the  grade.  Further  screeding  was  performed  by  heavy 
canvas  belting,  and  the  final  wood-float  finish  was  roughened 
with  corn-brooms  drawn  athwart  the  roadway.  The  surface 
was  sprinkled  with  a  metallic  hardener  (20  lb.  of  "Metali- 
cron"  per  100  sq.  ft.)  and  was  sprayed  with  the  Hunt  pro- 
cess of  liquid  waterproofing  to  retard  evaporation  during 
curing.  It  was  found  that,  owing  to  the  vibration  of  the 
viaduct  caused  by  operation  of  the  derrick,  the  deck-con- 
crete of  each  span  tended  to  slump  downgrade,  causing  a 
slight  depression  at  the  upper  end  of  the  slab,  and  a  cor- 
responding hump  at  the  lower  end.  The  retention  of  such 


waves  in  the  surface  was  prevented  by  careful  workmanship 
during  the  finishing  process. 

The  roadway-slab,  poured  in  the  manner  described,  was 
finished  to  a  width  of  some  31  ft.,  including  the  lower  parts 
of  the  kerbs.  Dowels  for  the  latter  were  placed  near  the 
edges  of  the  slab  before  the  concrete  was  set. 

The  sidewalk-slabs  (together  with  kerbs  and  stringers) 
for  each  section  were  poured  on  the  day  following  com- 
pletion of  the  roadway-slab,  the  concrete  being  distributed 
in  wheelbarrows  running  on  the  roadway.  It  was  vibrated 
and  the  top  surfaces  were  treated  with  the  Hunt  process. 
No  metallic  hardener  was  used. 

Work  on  the  viaduct-deck  went  forward  smoothly  and 
without  haste,  the  substructure-contractor  arranging  his 
programme  so  as  to  be  ready  to  place  the  concrete  of  the 
suspended-span  decks  as  soon  as  the  grid-sections  were 
ready  to  receive  it.  The  work  went  forward  smoothly, 
the  only  trouble  encountered  being  that  of  leakage  of  wet 
concrete  through  the  joints  of  the  wooden  form  work  onto 
the  steel  work  below.  Some  of  this  deposit  (during  the 
first  few  pours)  had  time  to  harden,  and  the  contractor 


THE  ENGINEERING  JOURNAL     July,  1942 


415 


had  considerable  difficulty  in  cleaning  the  steelwork 
to  the  satisfaction  of  the  painters  and  the  engineers. 
On  later  occasions,  however,  a  gang  of  men  with  hosepipes 
and  brooms  were  set  to  cleaning  the  steel  both  during  the 
pour  and  afterwards  until  leakage  had  stopped. 

With  a  specified  strength  of  3,000  lb.  per  sq.  in.  at  28 
days,  a  water-cement  ratio  of  approximately  4^2  gallons 
per  sack  was  selected  for  the  viaduct-slab.  A  typical  batch 
consisted  of  63^2  sacks  of  cement,  1,365  lb.  of  sand  (con- 
taining four  per  cent  of  surface-water),  2,080  lb.  of  stone 
(H  to  lH-in.  in  size:  water-content  one  per  cent)  and  213^ 
gallons  of  added  water.   This  proportioning  produced  a 


Fig.  56 — Viaduct-tower. 

workable  mixture  with  a  slump  ranging  from  1  to  1%  in- 
As  a  general  rule,  three  test-cylinders  were  made  for  each 
day's  work.  The  28-day  strengths  varied  from  3,500  to 
4,800,  with  an  average  of  4,430  lb.  per  sq.  in. 

South  Tower 

The  first  erection-operation  was  the  assembly  of  a  plat- 
form on  the  tops  of  the  pier-shafts:  this  was  supported  on 
steel  posts  that  had  been  set  in  the  concrete  of  the  pier 
and  which  were  later  burned  off  below  the  surface,  the 
recesses  then  being  grouted  flush.  On  this  platform  was 
built  the  creeper-traveller  by  means  of  which  the  tower  was 
erected.  The  creeper  (Fig.  57)  consisted  of  a  structural 
framework  built  to  embrace  the  two  tower-columns,  and 
on  which  was  mounted  a  steel  stiff  leg-derrick.  The  derrick 
(with  30-ft.  mast  and  69-ft.  boom)  had  a  capacity  of  21 
tons  at  a  radius  of  50  ft.,  enabling  loads  to  be  picked  up 
from  scows  moored  alongside  the  pier.  An  auxiliary  5-ton  hook 
at  the  head  of  the  boom,  operative  at  a  slightly  greater 
radius,  was  also  provided.  The  entire  creeper-assembly  was 
capable  of  being  jumped  up  the  tower  by  lifting-tackle 
attached  to  the  tops  of  the  columns  at  each  stage  of  their 
erection,  and  was  guided  by  sliding-devices  attached  to 
those  columns.  All  the  operating  machinery  (with  the 
exception  of  the  boom-swinging  engine,  set  on  the  working 
platform)  was  located  either  on  the  pier  or  on  shore,  and 
communication  with  the  engine-men  was  made  by  tele- 
phone. 

The  creeper-derrick  was  arranged  with  its  mast  on  the 
shoreward  side  of  the  tower  in  order  to  minimize  eccen- 
tricity of  loading  when  handling  steelwork,  and  the  mast- 
offset  (variable  on  account  of  the  diminishing  section  of  the 
columns)  was  kept  as  small  as  possible.  The  smallest  offset, 
with  the  creeper  at  the  top  of  the  tower,  was  8  ft.  The 
framework  of  the  creeper,  fitted  with  ladders  and  hand- 


railings,  served  to  support  working-platforms  for  operation, 
assembly,  and  riveting.  The  total  weight  of  the  creeper, 
when  unloaded  and  ready  for  jumping,  was  approximately 
82  tons.  The  lifting-effort  required  to  overcome  friction 
amounted  to  some  90  tons. 

The  tower-splices  (nine  in  each  column)  were  so  arranged 
that  the  sections  to  be  lifted  ranged  in  length  around  40  ft., 
with  the  single  exception  of  the  sixth  section.  This  member, 
extending  through  the  portal,  was  52  ft.  long,  and,  in  order 
to  avoid  undue  weight,  its  core-section  was  divided  into  two 
parts  (see  Fig.  32).  The  heaviest  piece,  which  determined 
the  derrick-capacity,  was  the  21-ton  main  cross-strut  at 
roadway  level,  other  pieces  being  generally  about  19  tons 
in  weight. 

The  main  shoes  (18  tons  each:  see  Fig.  35)  and  the  three 
lower  sections  of  each  column,  together  with  the  bottom 
cross-strut  and  the  lowest  diagonal  members,  were  placed 
while  the  creeper  was  resting  on  its  assembly-platform.  The 
shoes  were  scribed  with  centre-lines  which  were  accurately 
aligned  with  corresponding  scribings  on  the  dressed  areas 
of  the  pier-tops,  and  each  shoe  was  laid  on  sheets  of  oiled 
canvas. 

The  creeper  was  subsequently  jumped  to  six  successive 
new  locations,  being  suspended  each  time  by  hanger-bars 
from  the  top  of  the  previously-erected  columns;  and  its 
width  was  adjusted  at  each  move  in  accordance  with  the 
decreasing  size  of  the  tower.  In  its  highest  position,  hung 
from  the  splice-point  at  elevation  435,  the  creeper  erected 
the  top  sections  of  the  columns  and  bracing,  and  the  top 
strut:  the  cable-saddles  were  also  placed,  in  the  offset- 
positions  noted  on  p.  421.  Final  operations  in  the  tower- 
erection  consisted  in  the  assembly  of  temporary  saddles  for 
the  catwalk-strands,  jacking-brackets  for  the  later  adjust- 
ment of  the  main  saddles,  a  commodious  timber  working- 
platform  over  the  top  cross-strut,  and  a  5-ton  guy-derrick 
(with  20-ft.  mast  and  40-ft.  boom,  capable  of  lifting  5  tons 
plus  impact  at  a  radius  of  27  ft.)  for  handling  catwalk- 
material  and  cable-strands. 

Meticulous  care  was  taken  to  achieve  perfect  contact  at 
the  column-splices.  Because  of  the  method  of  erection,  with 
eccentric  loadings  of  constantly-varying  amounts,  it  was 
useless  to  take  interim  observations  on  the  plumbness  of 
the  columns,  and  full  reliance  for  the  verticality  of  the 
structure  was  perforce  placed  upon  the  accuracy  of  the 
shop-work  and  of  the  field-connections.  Before  riveting  was 
commenced  at  any  joint,  a  careful  survey  of  the  abutting 
surfaces  was  made,  and  the  match-marked  splice-material 
was  securely  pinned  and  bolted  into  place,  the  acceptable 
tolerance  in  the  splices  being  established  at  .004  in.  In 
drawing-down  the  splices,  advantage  was  taken  of  the 
effects  of  sunshine  in  its  expanding  and  distorting  effects 
upon  the  steelwork.  As  a  further  safeguard,  the  engineers 
insisted  upon  the  full  riveting  of  the  principal  parts  of  each 
splice  before  the  creeper  was  moved  into  its  next  position. 
The  number  of  field-rivets  in  each  tower  was  approximately 
48,000.  Up  to  seven  rivet-gangs  were  employed  simul- 
taneously, each  driving  300  to  400  rivets  a  day.  As  a  pro- 
tection to  the  steelworkers  (who  were  also  supplied  with 
metal  helmets),  trapdoors  of  3^-in.  plate  were  set  in  the 
towers  at  various  levels:  they  were  eventually  retained  as  a 
permanent  part  of  the  structure. 

On  completion  of  the  tower,  and  after  the  creeper  had 
been  removed,  a  series  of  transit-observations  was  made  on 
several  mornings  before  sunrise,  by  different  observers,  and 
it  was  found  that  both  the  columns  stood  within  j^-in.  of 
verticality.  It  was  also  recorded  that  the  daily  northward 
movement  of  the  free-standing  tower  amounted  at  least  to 
six  inches. 

North  Tower 

Erection  of  the  two  towers  was  prerequisite  for  work  on 
the  cables,  and  every  effort  was  therefore  made  to  expedite 
their  construction.  For  this  reason  the  north  tower-shoes 
and  the  bottom  sections  of  the  columns  were  erected  by  the 
substructure-contractors  stiffleg-derrick,  the  creeper  mean- 


416 


July,  1942     THE  ENGINEERING  JOURNAL 


vhile  being  dismantled  and  re-assembled  at  the  north  pier. 
?rom  then  on,  erection  followed  the  same  lines  as  for  the 
louth  tower.  Observations  on  the  vertically  of  the  north 
,ower  indicated  that  the  east  and  west  columns  leaned 
ihorewards  3%  and  2^g  in.  respectively.  These  deviations 
rom  plumb,  although  very  small  in  comparison  with  the 
!60-ft.  height  of  the  tower,  were  large  in  view  of  the 
sxcellent  results  obtained  for  the  other  tower,  and  were 
tttributed  to  the  combined  effects  of  sun  on  the  offshore 
aces  of  the  columns  and  of  the  shoreward  eccentricity  of 
he  erection-loads. 

South  Cable-Posts 
The  two  rocker-posts  at  the  south  end  of  the  bridge, 
ogether  with  cable-saddles  and  temporary  catwalk- 
upports,  were  erected  by  the  derrick  on  the  anchor-pier, 
remporary  lateral  support  was  provided  by  cross-timbers, 
,nd  the  posts  were  shored  up  so  that  the  saddles  were 
.pproximately  2  in.  shoreward  of  their  final  positions,  thus 
.flowing  for  the  lengthening  of  the  backstays  due  to  the 
ffect  of  dead  load. 


Fig.  57^Creeper-traveller  erecting  north  tower. 

Catwalks 

The  decision  of  the  contractor  to  use  catwalks  for  erection 
ras  made  without  hesitation,  particularly  in  view  of  his 
atisfactory  experience  with  similar  equipment  in  building 
be  Island  of  Orleans  Bridge.  The  advantages  that  they 
lossess  over  other  methods  of  erection  (which  can  only 
ive  access  to  one  or  two  places  at  a  time)  are,  for  the 
ngineers,  those  of  providing  continuous  access  to  all  points 
f  the  cable  and  ancillary  parts,  and  of  permitting  detailed 
nspection  of  construction,  (including  cable-wrapping  and 
tainting),  with  the  result  that  more  careful  workmanship 
3  assured.  From  the  contractor's  point  of  view,  the  work 
3  considerably  expedited  by  the  aforesaid  freedom  of  access, 
fhile  the  greater  safety  afforded  is  reflected  in  the  increased 
[uality  and  quantity  of  the  work  done.  It  is  worthy  of  note, 
acidentally,  that,  although  the  Workmen's  Compensation 
ioard  of  British  Columbia  were  at  first  inclined  to  require 
he  use  of  safety-nets,  the  contractor  was  able  to  persuade 
hat  body  that  the  hazards  of  assembly  and  dismantling 
if  nets  would  outweigh  their  advantages.  The  contractor's 
ubsequent  enviable  safety-record,  to  which  attention  has 
Jready  been  drawn,  provided  vindication  of  his  argument. 

The  two  catwalks  extended  for  the  full  3,400-ft.  length 
i  the  cables,  being  slung  at  elevations  some  three  feet 


below  those  of  the  first  cable-strands  to  be  erected.  Each 
was  supported  by  four  pre-stressed  strands  (fabricated, 
specially  for  the  purpose,  from  unspliced  wire  of  the  same 
quality  as  that  for  the  cable-strands),  two  under  each  side 
of  the  deck,  the  strands  being  hung  from  temporary 
brackets  riveted  to  the  steelwork  at  a  convenient  distance 
below  the  cable-saddles  proper. 

The  four  strands  for  each  catwalk  were  mounted  on 
individual  reels  on  a  scow  that  was  towed  northwards 
across  the  Narrows,  the  strands  (the  outer  ends  of  which 
had  been  secured  to  the  south  anchorage)  meanwhile  being 
unreeled  and  laid  on  the  bottom.  Upon  arrival  of  the  scow 
at  the  north  shore,  the  strands  were  connected  with  shorter 
lengths  that  had  previously  been  connected  at  the  north  an- 
chorage and  laid  out  on  the  shore.  Then  each  strand  in  turn 
was  hoisted  into  place  onto  the  temporary  saddles,  being- 
raised  at  the  two  towers  simultaneously  by  the  5-ton 
derricks  on  the  tower-tops.  These  operations,  which  were 
carried  out  for  the  two  catwalks  respectively  at  slack  water 
of  high  tide  on  two  successive  early  mornings,  were  com- 
pleted each  in  approximately  134  hours, 
the  work  going  forward  smoothly  and  with 
precision.  The  aggregate  period  of  2x/i  hours 
during  which  the  signal  "Fairway  Ob- 
structed" was  exhibited  at  Prospect  Point 
was  the  only  time  that  First  Narrows  was 
closed  to  navigation  during  the  whole  of 
the  construction. 

The  catwalks  were  formed  of  2  by  10 
planks  long  enough  to  lie  athwart  the  sup- 
porting-strands and  to  provide  a  walk-way 
6  ft.  wide.  The  material  selected  was  clear 
Sitka  spruce,  a  tough  and  resilient  wood 
weighing  about  27  lb.  per  cu.  ft.  The  planks 
were  laid  with  2-in.  spaces  and  were  kept 
in  place  by  longitudinal  toe-boards  and  by 
hook-bolts  around  the  strands  at  frequent 
intervals.  Handrail-posts  braced  in  two 
directions  were  used,  and  the  railing  con- 
sisted of  5^-in.  wire-rope,  bolted  to  every 
post.  The  catwalk-decks  were  prepared  at 
the  site  in  10-ft.  lengths.  These  sections 
were  lifted  to  the  tops  of  the  towers  and 
the  cable-bent,  laid  on  the  strands  (to  which 
they  were  loosely  bolted),  and  allowed  to 
slide  down  to  the  low  points.  When  the 
deck  was  in  position,  the  hook-bolts  were 
tightened,  the  posts  and  hand-lines  assem- 
bled, and  a  light  trussed  cross-bridge  was 
erected  at  mid-span  to  give  access  from  one 
catwalk  to  the  other  (Fig.  58). 

The  catwalks  were  braced  together  with  12  by  12  cross- 
struts  at  about  200-ft.  intervals  to  prevent  undue  lateral 
movement,  while  vertical  rigidity  was  ensured  by  guy-ropes 
in  a  vertical  plane.  These  guys  formed  an  inverted  suspen- 
sion-system, fastened  at  intervals  by  wire-rope  bridles  to 
the  catwalk-strands,  and,  incidentally,  caused  the  greatest 
constriction  of  underclearance  that  occurred  during  con- 
struction. 

The  catwalk-anchorage  consisted  of  two  long  3;Hj-in.  rods 
set  into  the  anchor-pier  and  connecting  to  two  pairs  of  long 
3-in.  bolts.  The  sockets  of  the  strands  in  turn  connected 
with  those  bolts  and  were  at  first  placed  as  close  to  the 
anchorages  as  the  assembly  permitted.  The  amount  of 
adjustment  then  available  at  each  end  of  the  catwalks  was 
about  4  ft.  As  the  cables  sagged  under  the  suspended  loads, 
the  catwalks  were  correspondingly  lowered  by  paying  out 
the  sockets  along  the  3  in.  bolts. 

Main  Cables:  Erection 

The  122  cable-strands,  each  on  an  individual  wooden  reel 
(total  weight  eight  tons)  were  shipped  by  truck,  via  the 
Second  Narrows  Bridge,  from  Dominion  Bridge  Company's 
Burnaby  plant  to  the  north  shore.  They  were  unloaded  (by 


fHE  ENGINEERING  JOURNAL    July,  1942 


417 


the  eight-ton  derrick  on  the  approach-deck  near  Bent  No. 
4)  directly  into  temporary  storage  on  the  top  of  the  incom- 
plete anchorage-pier.  For  cable-erection,  each  reel  in  turn 
was  fitted  with  a  shaft  and  mounted  (by  the  same  derrick) 
on  bearings  behind  and  above  the  appropriate  cable-anchor 
cavity.  Its  outer  socket  (resting  in  a  small  steel  box  designed 
to  skid  easily  over  the  catwalk-planking  and  to  hold  the 
socket  against  twisting)  was  then  hauled  over  the  catwalk 
with  a  -j^-in.  line  by  means  of  a  hoisting-engine  established 
on  the  south  anchorage-pier.  At  the  tops  of  the  towers 
hardwood  blocks  were  placed  to  receive  the  heavy  pressure 
of  the  moving  strands  and  to  preserve  the  galvanizing,  and 
wooden  rubbing-strips  were  provided  wherever  there  was 
any  possibility  of  the  strands  coming  into  contact  with 
bolt-heads  or  other  steelwork. 


Fig.  58 — Catwalks  and  cross-bridge. 

The  hauling-operations  were  controlled  throughout  by 
telephone,  watchmen  being  stationed  at  the  tops  of  the 
towers  and  the  cable-bent  and  also  on  the  cross-bridge  at 
the  centre  of  the  span.  Each  skid  was  accompanied  by  a 
man  whose  duty  it  was  to  prevent  its  overturning  and  to 
give  due  warning  in  case  of  any  obstacle  to  its  progress. 
It  was  found  that  there  was  practically  no  tendency  to 
overturning,  and  that  the  tell-tale  paint-marks  on  the 
strand  never  indicated  more  than  one  or  two  twists  in  the 
full  length.  Operations  on  the  two  sides  of  the  bridge  were 
entirely  independent  of  each  other,  although  it  was  found 
convenient  and  expedient  to  conduct  them  more  or  less 
simultaneously. 

Upon  the  arrival  of  the  leading  socket  at  the  south  end 
of  the  catwalk  it  was  disconnected  from  the  skid,  which 
itself  was  retracted  by  a  H_m-  overhauling-line  operated 
from  the  north  anchor-pier.  At  the  same  time,  the  north-end 
socket  was  disconnected  from  the  reel,  the  latter  being  then 
removed  and  the  next  full  one  substituted.  The  two  sockets 
were  attached  to  the  appropriate  anchorage-buttons  by  the 
adjustable  anchor-bolts  (Fig.  46).  Each  end  of  the  strand 
was  also  laid  into  a  temporary  splay-jig  (lined  with  hard- 
wood: Fig.  59)  located  a  few  feet  nearer  to  the  anchorage 
than  the  designed  position  of  the  permanent  splay-casting. 
The  main  part  of  the  strand  meanwhile  rested  on  the  deck 
of  the  catwalk. 

The  next  operation  consisted  in  picking  up  the  strand 
from  the  catwalk  and  laying  it  into  the  four  saddles.  Lifting 
into  the  saddle  was  done  with  a  double  sling  of  wire  rope, 
the  two  points  of  contact  with  the  strand  being  protected 
with  burlap:  hardwood  levers  were  used  while  the  burlap 
was  removed  and  the  strand  eased  into  position.  Great  care 
was  exercised  to  avoid  damage  to  the  strand  by  scraping 
the  galvanizing  or  by  abrupt  bending. 

At  the  time  of  erection,  each  strand  was  positioned  by 
setting  the  appropriate  painted  mark  in  coincidence  with 
the  scribed  centreline  of  the  north-tower  saddle,  and  this 
point  was  chosen  as  the  starting-point  for  adjustment.  At 
the  other  points  of  support  the  strand  was  arbitrarily 
placed  so  that  its  sag  in  the  middle  of  each  bight  was  a 
few  inches  less  than  the  ideal.  In  this  manner  the  subsequent 


adjustment  involved  slackening  of  the  socket-bolts  rather 
than  tightening,  the  former  operation  being  the  more 
readily  performed.  Both  before  and  after  adjustment,  the 
strand  was  held  from  slipping  in  the  saddles  by  means  of 
hardwood  blocks  bolted  down  upon  the  partially-assembled 
cable. 

As  may  be  seen  in  Fig.  40,  the  strands  of  each  cable  are 
arranged  in  nine  horizontal  layers,  the  lowest  of  which 
(consisting  of  four  strands)  takes  its  bearing  directly  onto 
the  fluted  invert  of  the  saddle  (Fig.  36).  The  lower  half  of 
the  cable,  including  the  bottom  and  the  adjacent  four 
layers,  is  confined  laterally  by  the  sides  of  the  saddle.  The 
remaining  four  upper  layers  are  rendered  stable  by  the 
strands  of  each  layer  bedding  into  the  hollows  between  the 
strands  of  the  layer  below,  and  they  are  further  prevented 
from  lateral  movement  by  the  six  keepers  shown  in  place 
in  Fig.  61. 

Guide-Strand  Adjustment  and  Survey 

Notwithstanding  the  care  that  had  been  exercised  in 
measuring  the  guide-strands  and  in  checking  the  positions 
of  the  towers,  it  was  deemed  prudent  to  make,  as  a  further 
check,  a  comprehensive  guide-strand  survey.  To  this  end 
charts  were  prepared  to  show  the  required  elevations  of 
the  free-strand  catenary  at  the  mid-point  of  each  span. 
The  curves  were  plotted  for  a  temperature-range  of  30  to 
90  deg.  F.,  and  also  for  such  range  of  horizontal  distances 
between  points  of  support  as  might  occur  from  saddle- 
movements  due  to  erection-loads  or  other  causes.  The  sur- 
vey, which  was  made  independently  on  two  guide-strands, 
involved  the  determination  of  the  position  of  each  saddle, 
the  elevation  of  the  strands  in  the  centre  of  each  catenary, 
and  the  position  of  each  socket  in  relation  to  the  anchorage. 

Since  it  was  essential  to  make  the  survey  in  calm  sunless 
weather  with  a  steady  temperature,  it  began  at  3  a.m.  and 
was  finished  before  sunrise.  To  ensure  that  the  interrelated 
observations  might  be  made  as  nearly  simultaneously  as 
possible,  four  parties  were  employed:  each  comprised  two 
observers  and  a  rodman,  so  that  every  measurement  could 
be  made  several  times  and  checked  independently.  Six 
instruments  were  used,  all  having  been  previously  arranged 
for  speedy  setting-up;  and  lines  of  sight  were  easily  estab- 
lished by  means  of  targets  painted  on  the  steelwork  and 
illuminated  where  necessary.  The  towers  and  the  cable-bent 
were  plumbed  by  means  of  transits  set  up  (on  shore)  on 
lines  perpendicular  to  the  bridge  centre-line  and  offset  a 
few  feet  from  the  member  in  question  so  as  to  read  onto 
each  saddle  independently. 

The  strand-elevation  in  the  centre  span  was  read  with  a 
level  set  up  on  the  portal-strut  of  one  tower,  and  reading 
onto  a  vertical  rod  held  on  the  strand  at  the  mid-point  of 
span.  The  strand-elevation  in  each  side-span  and  in  the 
north  backstay  was  measured  with  a  transit  set  up  with  its 
line  of  collimation  parallel  with  the  catenary-tangent  at 
mid-span  and  reading  onto  a  rod  held  on  the  mid-point  of 
the  strand  and  normally  to  the  tangent,  thus  avoiding  errors 
that  might  derive  from  reading  onto  a  vertical  rod. 

The  guide-strand  survey  was  made  on  May  14th,  1938. 
During  the  previous  day,  two  strands  of  each  cable  (being 
the  four  strands  that  had  been  measured  with  special  care) 
had  been  hauled  across  the  catwalks,  placed  in  the  saddles, 
and  adjusted  so  that  the  strand-markings  agreed  with  the 
scribed  centre-lines  of  the  saddles  and  so  that  the  sockets 
were  at  their  theoretical  distances  from  the  anchorage- 
buttons.  The  weather-conditions  on  the  morning  of  the 
survey  were  perfect,  with  a  steady  temperature  of  42^ 
deg.  F.  The  two  guide-strands  were  then  moved  at  the 
saddles  and  anchorages  the  small  amounts  indicated  by  a 
comparison  of  the  observed  elevations  with  the  correspond- 
ing calculated  ones.  On  the  following  morning,  under 
equally  good  weather-conditions,  the  survey  was  repeated, 
and  the  results  were  so  close  to  those  of  the  first  survey 
(the  greatest  variation  being  represented  by  a  strand- 
movement  of  ^8-in.  at  one  of  the  main  saddles)  that  no 


418 


July,  1912    THE  ENGINEERING  JOURNAL 


further  observations  were  adjudged  necessary.  It  is  of 
interest  in  this  connection  to  recall  that,  in  the  case  of  the 
Island  of  Orleans  Bridge  in  the  winter  of  1934,  no  less 
than  three  weeks  elapsed  between  the  erection  of  the  guide- 
strands  and  the  completion  of  the  final  survey,  that  long 
delay  being  due  to  lack  of  suitable  weather  conditions. 

In  order  to  avoid  any  encroachment  upon  the  clearance 
under  the  central  span  such  as  might  eventuate  from  any 
kind  of  settlement  or  bedding-down  of  any  part  of  the 
structure,  it  was  considered  advisable  to  set  the  guide- 
strands  (in  the  central  span)  3  in.  higher  than  was  indicated 
by  the  calculations. 

Main  Cables:  Adjustment 

The  adjustment  of  the  cable-strands  (the  criterion  for 
which  was  that  each  strand  should  hang  freely  in  con- 
formity with  the  guide-strands)  demanded  a  uniform  tem- 
perature throughout  the  assembly,  and  was  necessarily 
done  at  night.  It  was  found  that  temperature-inequalities 
due  to  the  day's  sunshine  frequently  persisted  until  after 
midnight,  so  that  the  adjustment-crew  were  not  able  to 
commence  work  until  that  hour.  The  procedure  followed 
was  to  haul  and  place  the  strands  of  one  layer  of  the  cable 
during  the  day-time  and  to  psrform  the  adjustment  of  that 
layer  during  the  ensuing  night.  This  plan  was  very  satis- 
factory, since  the  growing  s;dll  of  the  steelworkers  in  this 
operation  enabled  them  to  assemble  the  increasing  number 
of  strands  each  day  without  rushing  the  work. 

The  adjustment  of  each  strand  took  place  simultaneously 
northwards  and  southwards  from  the  established  setting  at 
the  north  main  tower.  The  north  side-span  and  north  back- 
stay were  treated  as  a  unit,  as  also  were  the  central  span 
and  south  side-span.  The  short  south  backstay  needed  no 
special  treatment,  because  the  cable-profile  there  approxi- 
mated very  closely  to  a  straight  line. 

The  first  adjustment-operation  for  each  strand  was  the 
measurement  of  the  distances  by  which  its  sag  in  each  of 
the  four  spans  required  to  be  increased  so  that  it  would 
lie  in  contact  with  the  already-adjusted  strands.  The  ratio 

-r : — : 77-  for  each  span  had  been  previously  evalu- 

change  in  length  J 

ated  and  amounted  to  2.3,  6.3,  and  11.0  for  the  central 
span,  the  side-spans,  and  the  north  backstay  respectively. 
Irom  these  figures  the  approximate  amount  by  which  any 
particular  anchor-bolt  had  to  be  slackened  was  quickly 
determined.  The  strand  was  then  moved  through  the  cable- 
bent  and  south-tower  saddles  by  means  of  turnbuckles 
pulling  on  clamps  bolted  onto  the  strand  near  the  saddle. 
Observers  remained  on  the  catwalks  at  the  centre  of  the 
spans,  and  controlled  the  movements  by  megaphone.  The 
final  precise  settings  of  the  anchor-bolts  were  controlled  in 
the  same  way.  Wh^n  the  strands  had  all  been  adjusted, 
the  nuts  were  spot-welded  to  the  bolts  to  preserve  the 
setting,  and  the  four  permanent  splay-castings  (Fig.  61) 
were  bolted  onto  the  cables  at  the  designed  locations.  The 
temporary   jigs   were   then   dismantled    and    the   strands 


Fig.  59 — Temporary  splay-jig. 

THE  ENGINEERING  JOURNAL     July,  1942 


Fig.  60 — Completed  main  saddle. 

allowed  to  spring  out  into  bearing  against  the  splay-castings. 

During  the  adjustments  no  attention  was  paid  to  the 
painted  reference-marks  (p.  352)  except  that  care  was  taken 
that  the  original  setting  at  the  north  tower  did  not  alter. 
A  later  examination  of  the  other  marks,  however,  showed 
excellent  agreement  between  the  different  strands  at  each 
saddle,  those  marks  rarely  being  as  much  as  an  inch  distant 
from  one  another  in  spite  of  the  fact  that  the  cables  had 
been  pre-stressed  at  temperatures  ranging  from  -20  to  50 
deg.  F.  and  were  adjusted  at  temperatures  between  50  and 
80  deg.  F. 

At  all  times  during  the  erection  of  the  cables,  the  adjusted 
strands  were  held  solidly  together  by  hardwood  frames 
(adjustable  to  suit  the  variations  of  the  cable-section  as  it 
increased  layer  by  layer:  Fig.  62)  at  frequent  intervals. 

The  usual  daytime-phenomenon  of  twisting  or  rolling  of 
the  cable  owing  to  the  thermal  lengthening  of  the  upper 
strands  was  observed.  Thus  in  the  side-spans  when  the 
sun  was  shining  the  cables  would  roll  over  (towards  the 
sun)  until  the  list  at  the  middle  of  the  bight  amounted  to 
45  deg.  or  more,  as  seen  in  Fig.  62.  After  sundown,  when 
a  uniform  temperature  obtained  among  all  the  strands,  the 
list  would  disappear. 

In  the  central  span,  however,  it  was  noted  that  the 
maximum  list  of  both  cables  occurred  at  approximately 
the  quarter-points  of  the  bight.  This  list,  which  sometimes 
amounted  to  90  deg.,  was  opposite  in  direction  for  the  two 
halves  of  the  bight  respectively,  while  at  the  lowest  points 
(span-centre)  the  cables  always  remained  nearly  upright. 
Furthermore,  the  cables  in  the  central  span  did  not  entirely 
right  themselves  even  during  the  uniform-temperature 
periods  of  early  morning.  This  persistent  reverse-roll  was 
undoubtedly  the  effect  of  over-adjustment  of  the  upper 
layers  of  strands,  whereby  the  length  of  these  strands  was, 
in  the  central  span,  slightly  more  than  ideal.  It  was  a 
difficult  matter  to  decide  at  the  time  of  adjustment  when 
a  strand  was  precisely  in  contact  with  the  lower  strands, 
and  the  excess  length  referred  to  above  was  due  to  the 
cumulative  effect  of  successive  heavy  contacts.  The  reversal 
at  span-centre  of  the  cable-roll  may  be  set  down  to  the 
same  natural  phenomena  due  to  which  oscillations  (from 
wind  or  other  causes)  of  the  free  strands  in  the  long  central 
span  generally  occurred  as  double  vibrations  with  a  node 
at  span-centre. 

The  excess  length  (probably  amounting  to  less  than  an 
inch)  of  the  upper  strands  is  not  sufficient  to  cause  any 
significant  variation  of  stress  through  the  cable  cross- 
section;  and  the  list  was  readily  corrected  by  holding  the 
cable  in  an  upright  position  while  the  truss-sections  were 
connected  to  the  suspenders,  the  weight  of  the  trusses 
thereafter  being  more  than  adequate  to  maintain  its  ver- 
tically. 

Cable-Bands 

The  cable-bands  were  brought  to  the  site  in  scows  and 
delivered  alongside  the  main  piers,  the  two  parts  of  each 
band  having  been  previously  bolted  together.  The  bands 


419 


were  lifted  to  the  tops  of  the  towers  and  were  distributed 
along  the  catwalks  on  wooden  sleighs,  the  latter  being 
pulled  along  by  the  hauling-lines  that  had  been  reeved  for 
strand-erection.  The  bands  were  positioned  by  reference  to 
the  painted  marks  on  the  two  outer  strands  of  each  cable 
(Fig.  40),  and  were  assembled  onto  the  cable  by  hand.  The 
two  halves  of  the  saddle-groove  were  carefully  aligned  to 
prevent  damage  to  the  suspender-rope,  and  the  bolts  were 
then  tightened  to  the  specified  tension  (in  the  manner 
described  on  p.  355). 

During  the  subsequent  erection  of  the  suspended  struc- 
ture, the  increasing  load  on  the  cables  caused  them  to 
decrease  in  diameter,  owing  to  compaction  of  the  61-strand 
assembly.  On  this  account,  and  to  prevent  slipping,  the 
bolts  were  retightened  to  their  original  tension  on  two 
occasions  during  the  progress  of  the  work.  When  all  the  dead 
loads,  including  that  of  the  deck-concrete,  were  in  place, 
a  third  and  final  tightening  was  carried  out,  under  careful 
inspection. 

After  the  cable-wrapping  had  been  applied,  the  space  at 
the  upper  junction  of  the  two  halves  of  each  band  was 
filled  with  oakum  and  then  caulked  with  lead  wool,  as  also 
were  the  counterborings  at  the  ends  of  the  band.  Small 
openings  were,  however,  left  in  the  underside-caulking  of 
bands  near  the  low  points  of  the  cables,  to  permit  the  free 
drainage  of  any  moisture  that  might  accumulate  inside  the 
cables. 

Suspender-Ropes 

The  suspender-ropes  were  delivered  alongside  the  main 
piers,  hoisted  to  the  tower-tops,  and  then  assembled  by 
hand.  Care  was  taken  to  place  the  marked  centre-point  of 
each  rope  exactly  over  the  joint  of  the  cable-band,  and  that 
positioning  was  maintained  by  the  small  keeper-castings 
(Fig.  43).  The  sockets  were  left  hanging  freely  in  readiness 
for  assembly  to  the  trusses. 

One  of  the  few  erection  mishaps  occurred  when  a  long 
suspender  slipped  out  of  control  while  being  lowered  into 
place,  and  fell  to  the  ground  near  the  south  tower.  The  rope 
was  condemned,  and  a  new  suspender,  fabricated  from  a 
reserve  of  tested  wire,  was  duly  pre-stressed  and  installed 
prior  to  the  opening  of  the  bridge. 

Immediately  before  connection  to  the  stiffening-truss,  the 
suspender-sockets  were  rotated  as  required  in  order  to 
bring  the  tell-tale  paint-marks  (see  p.  354)  into  alignment, 
and  thus  to  ensure  the  correctness  of  the  suspender-length. 
The  galvanized  ladder-rungs  were  assembled  after  the  sus- 
penders had  received  the  greater  part  of  their  dead  load. 
They  were  clinched  onto  the  ropes  by  hand,  with  copper- 
headed  hammers.  The  annular  depression  at  the  top  of 
each  socket  (see  Fig.  43)  was  filled  with  a  non-hardening 
putty  (Tremco)  to  prevent  the  accumulation  of  moisture. 

Stiffening-Trusses 

The  contractor,  being  satisfied  after  study  of  the  site  that 
no  undue  hazard  would  attend,  decided  to  erect  the  sus- 
pended steelwork  as  far  as  possible  from  the  water.  This 
procedure  was  eminently  successful,  and  the  erection-forces 
were  able  to  work  under  practically  any  conditions  of  the 
tidal  stream.  There  was  no  interference  with  navigation 
through  the  Narrows. 

For  the  central  span,  all  steel  was  delivered  on  standard 
scows*,  loaded  at  False  Creek,  towed  to  the  site  around 
Prospect  Point,  and  manoeuvred  into  position  underneath 
the  span:  two  tugs  were  necessary  to  hold  the  scow  when  the 
title  was  running  swiftly.  The  steel  was  lifted  directly  into 
place  by  falls  attached  to  the  cables,  the  latter  being  pro- 
tected by  hardwood  waistcoats  at  the  points  of  attach- 
ment. Hoisting-engines  were  located  at  the  main  piers,  the 
hauling-lines  running  to  the  tower-tops  and  thence  along 
the  catwalks.  Signals  were  transmitted  by  field-telephone. 

*A  300-ton  standard  scow  is  30  by  90  ft.  in  plan  and  8  ft.  deep, 
drawing  about  2  ft.  of  water  when  unloaded. 


The  first  lift  consisted  of  the  two  central  sections  of  each 
truss,  shop-assembled  with  floorbeams  and  lateral  bracing. 
This  unit  was  lifted  by  four  tackles  and  was  connected  to 
four  suspender-ropes.  Subsequent  lifts  consisted  each  of  a 
single  truss-section  which  was  secured  by  hanging  from  one 
suspender  and  bolting  to  the  adjacent  section  that  was 
already  in  place;  and  a  modicum  of  lateral  stiffness  was 
provided  by  assembling  a  floorbeam  at  approximately  every 
sixth  panel-point.  Erection  of  the  two  trusses  took  place 
simultaneously  (in  order  to  avoid  differences  between  the 
cable-loads,  with  consequent  racking  of  the  towers)  and 
proceeded  both  northward  and  southward  from  span-centre 
(see  Fig.  63).  The  order  of  erection  was  governed  principally 
by  the  deflections  of  the  towers  and  is  discussed  later  in 
connection  with  saddle-adjustments. 

In  the  early  stages  of  truss-assembly,  the  concentration 
of  dead  load  was  in  the  middle  of  the  span,  and  the  cable- 
curve  was  consequently  accentuated  in  that  vicinity.  It  was 
thus  feasible  to  bolt  only  the  upper-chord  splices,  the  lower 
ones  remaining  open.  Later,  when  the  trusses  were  fully 
erected,  the  suspended  load  then  being  uniform  but  con- 
siderably less  than  the  eventual  total,  the  trusses  were 
constrained  to  an  exaggerated  camber  that  made  it  neces- 
sary to  release  the  upper  splices  to  avoid  kinking  the  cables, 
and  to  connect  the  lower  ones  only. 


Fig.  61 — Splay-casting:  hand-wrapping  of  cable. 

For  the  north  side-span,  trusses  were  delivered  by  scow 
to  a  dredged  basin  near  the  main  pier,  whence  the  steel  was 
unloaded  onto  flat-cars  on  a  service-track  running  approxi- 
mately on  the  centre-line  of  the  bridge.  The  cars  were 
positioned  by  a  gasoline-locomotive,  and  were  hoisted  as 
for  the  central  span.  (Fig.  64).  Occasional  floorbeams  were 
assembled  with  the  trusses.  Connection  of  only  the  lower 
splices  was  feasible  at  the  time  of  erection. 

Truss-erection  in  the  south  side-span  was,  owing  to  the 
rugged  nature  of  the  terrain,  less  speedy  than  for  the  other 
spans.  The  sections  were  delivered  by  truck  (passing 
through  the  city  at  special  hours  permitted  by  the  author- 
ties)  to  a  flat  piece  of  ground  underneath  the  side-span,  at 
the  head  of  the  clay-bluff.  From  here  they  were  transferred 
to  a  narrow-gauge  funicular  railway  whence  they  were 
erected  in  the  manner  described  for  the  other  spans.  The 
most  northerly  sections  were  brought  alongside  the  main 
pier  on  scows. 

To  provide  safe  passage  across  the  bridge  during  the 
period  between  erection  of  the  trusses  and  that  of  the  floor, 
and  to  give  protection  to  riveters  on  the  upper  chords,  a 
full-length  wooden  walkway  was  assembled  along  the  out- 
side of  each  truss,  at  lower-chord  level.  The  walkways  were 
secured  by  hook-bolts  passing  through  stitch-rivet  holes 
left  for  the  purpose.  Each  truss-section  was  fitted  with  its 
appropriate  portion  of  walkway  at  the  site,  prior  to  erection. 
The  walkways  remained  in  use  for  about  2}/£  months,  and 
were  dismantled  upon  the  completion  of  riveting. 


420 


July,  1912    THE  ENGINEERING  JOURNAL 


Adjustment  of  Cable-Saddles 

During  assembly  of  the  suspended  loading,  daily  observ- 
ations were  made  on  the  vertically  of  the  towers  and  the 
cable-bent,  and  the  sequence  of  erection  was  ordered  in 
such  a  way  as  to  prevent  undue  deflections  of  those  struc- 
tures. In  general,  as  suspended  weight  was  applied  the 
towers  deflected  riverwards  in  accordance  with  the  elastic 
lengthening  of  the  cables,  and,  finally,  all  dead  load  being 
in  place,  the  movements  of  the  saddles  were  equal  and 
opposite  to  the  amounts  by  which  they  had  originally  been 
offset  shorewards.  These  total  movements  for  the  north 
and  south  main  saddles  were  respectively  35  and  20  ins., 
and,  during  the  course  of  erection,  the  saddles  were  from 
time  to  time  moved  riverward  in  relation  to  the  tower-tops 
by  amounts  sufficient  to  restore  the  towers  approximately 
to  the  plumb  position.  In  the  final  condition  the  towers 
were  vertical,  and  the  saddles  were  then  permanently  fixed 
on  the  centre-lines. 

Those  saddle  movements  on  the  towers  were  accomplished 
by  means  of  50-ton  jacks  operating  horizontally  against 
temporary  steel  brackets  riveted  to  the  tops  of  the  tower- 
columns  and  afterwards  burned  off.  In  order  to  maintain 
positive  control  of  the  jacking,  a  pair  of  turnbuckle-stays 
was  used  as  a  tie-back  for  each  saddle,  the  turnbuckles  being 
slackened  as  the  jacks  pushed  forward.  The  saddles  moved 
quite  readily  on  all  occasions.  The  jacking  was  performed 
at  the  earliest  practicable  date,  since  that  operation  became 
progressively  more  difficult  as  the  saddle-reactions  increased 
with  added  load.  It  was  arbitrarily  established  that  the 
tower-deflections  should  not  be  allowed  to  exceed  about  one 
foot,  even  though,  under  the  partial  loadings  obtaining, 
considerably  greater  deflections  could  take  place  without 
damage  to  the  structures. 

Approximately  the  middle  one-third  of  the  central-span 
trusses  were  placed  before  erection  in  the  side-spans  began. 
At  this  juncture,  when  the  tower-tops  were  each  deflected 
about  one  foot  riverwards  (owing  principally  to  the  straight- 
ening of  the  cables  in  the  sidespans),  the  four  main  saddles 
were  jacked  10  in.  riverwards.  Further  adjustment,  of  15 
in.  in  the  case  of  the  north  saddles,  and  10  in.  in  the  case 
of  the  south  saddles,  followed  a  few  days  later,  while  the 
preponderance  of  trusses  erected  was  in  the  central  span. 
The  final  main-saddle  jacking,  of  10  in.  for  the  north  saddles, 
took  place  after  another  short  interval.  Subsequent  observ- 
ations on  the  deflections  of  the  towers  did  not  suggest  any 
modification  of  a  straightforward  programme  of  truss- 
assembly  simultaneously  in  the  two  side-spans  and  in  the 
two  outer  thirds  of  the  central  span.  The  progress  of  erection 
in  each  of  these  four  cases  was  towards  the  towers,  and  the 
panel-by-panel  erection  of  the  floor-steel  followed  the  same 
sequence. 

In  the  case  of  the  north  cable-bent,  the  riverward  move- 
ment of  the  saddles  (due  entirely  to  the  lengthening  and 
straightening  of  the  backstay)  took  place  slowly  and 
regularly,  being  dependent  on  the  amount  of  the  suspended 
load  rather  than  on  its  disposition.  The  saddle-offsets 
(originally  15  in.)  were  reduced  to  zero  each  in  four 
movements.  The  initial  adjustment,  amounting  to  6  in., 
was  made  early  in  the  course  of  truss-assembly,  when  the 
bent  had  moved  forward  owing  chiefly  to  the  straightening 
of  the  backstay.  A  second  jacking,  of  3  in.  was  performed 
towards  the  end  of  the  truss-assembly,  and  the  saddles  were 
moved  a  further  3  in.  during  the  erection  of  floor-steel. 

After  that  third  jacking  it  was  noted  (in  the  course  of 
routine-observations  by  transit)  that  the  three  inches  of 
saddle-movement  was  not  fully  reflected  as  a  complemen- 
tary shoreward  displacement  of  the  top  of  the  bent.  An 
examination  of  the  saddle-assemblies  revealed  that  the 
saddles  had  slipped  forward  on  the  cables  by  approximately 
half-an-inch,  and  it  was  evident  that  insufficient  friction 
was  being  developed  by  the  pressure  of  the  saddle-covers. 
The  sixteen  cap-bolts  were  therefore  screwed  down  as  much 
as  possible,  and  reference-marks  were  painted  on  the  cables 
as  tell-tales  in  case  of  possible  further  movement  in  the 


saddles.  In  the  course  of  the  next  week  or  two  (during  which 
period  a  considerable  weight  of  floor-steel  was  added  to  the 
suspension-system)  it  became  apparent  that  a  definite, 
although  almost  imperceptible,  slipping  was  taking  place. 
As  a  temporary  preventative  measure,  the  lj^-in.  tie-back 
strands  (which  were  still  in  place,  though  they  had  been 
slackened  after  the  placing  of  the  saddle-caps)  were 
re-tightened;  and  the  final  3-in.  jacking  was  postponed.  At 
this  time  the  total  riverward  movement  of  the  top  of  the 
cable-bent  relative  to  the  cables  amounted  to  Y%  in.  No 
further  movement  occurred. 

A  revision  of  the  computations  relating  to  the  cable-bent 


Fig.  62 — Partially-assembled  cable. 

saddle  was  at  once  made,  and  this  indicated  that  sufficient 
friction*  was  not  available  to  obviate  entirely  the  risk  of 
cable-slip.  To  develop  the  necessary  additional  grip,  recourse 
was  made  to  the  expedient  of  clamping  onto  each  cable  (in 
contact  with  the  saddle)  a  "keeper"  consisting  of  a  pair  of 
steel  castings  bolted  together  similarly  to  the  two  halves 
of  a  cable-band.  The  keeper-castings  were  fabricated  as 
quickly  as  possible,  and  were  erected  soon  after  commence- 
ment of  the  deck-concreting.  The  saddles  were  then  jacked 
the  final  three  inches  and  fastened  permanently  to  the  bent, 
and  the  heavy  guys  were  dismantled.  In  Fig.  65,  the  keeper- 
casting,  secured  by  ten  1%-in.  high-tensile  bolts,  is  seen  in 
place  against  the  cable-bent  saddle:  the  photograph  shows 
the  wrapped  cable. 

No  saddle-adjustment  was  required  at  the  rocker-posts 
at  the  south  end  of  the  bridge.  The  assembly  at  these 
saddles,  complete  except  for  cable-wrapping,  is  shown  in 
Fig.  66. 

Floor-Steel 

Erection  of  the  remaining  floorbeams  followed  that  of  the 
trusses.  In  order  to  load  the  cables  and  thus  to  bring  the 
trusses  into  alignment  for  riveting  as  soon  as  possible,  the 
roadway-grids  were  delivered  at  the  same  time  as  the  string- 
ers and  lateral  bracing,  the  several  items  for  each  panel 
being  loaded  onto  the  same  scow.  The  stringers  and  bracing 
were  bolted  into  place,  but  the  grids  were  merely  piled  across 
the  stringers  so  as  to  leave  room  for  riveting  the  floor  mem- 
bers (Fig.  67). 

The  stringers  of  the  four  bays  contiguous  to  the  main 
towers  were  not  assembled  with  the  others.  The  members  in 
question  were  fabricated  a  few  inches  longer  than  their 
theoretical  dimensions  in  order  to  provide  for  any  contin- 
gencies, and  were  not  precisely  cut  until  the  trusses  had 
taken  their  final  positions  under  full  dead  load.  When  all 
the  grid-concrete  (except,  of  course,  that  of  the  bays  in 
question)  had  been  poured,  the  end-stringers  were  cut  and 
fitted  so  that  the  expansion-fingers  could  be  assembled  to 
the  proper  setting  for  the  temperature  obtaining  at  the  time. 
The  stringers  and  expansion-joints  were  then  riveted,  the 
grid-sections  welded,  and  the  grids  concreted.  During  the 
two  months  that  elapsed  between  the  erection  of  the  bridge- 

*Note:  The  difference  in  the  cable-tension  across  the  saddle  is  440 
kips. 


THE  ENGINEERING  JOURNAL     July,  1942 


421 


deck  and  the  final  assembly  of  the  end-stringers,  the  end 
bays  of  the  trusses  were  bridged  by  stout  timberwork,  to 
permit  the  free  passage  of  the  contractors'  equipment  along 
the  spans. 

Beginning  at  the  south  end  of  the  bridge,  distribution  of 
the  teegrid-sections  followed  closely  upon  the  riveting  of  the 
floor-steel,  and  the  tedious  (some  2,300  man-hours)  process 
of  welding  the  grids  to  the  stringers  then  began.  The  grid- 
sections  were  handled  by  a  5-ton  gasoline  crane,  which, 
running  on  pneumatic  tires,  was  able  to  operate  over  the 
unfilled  grids  without  damage  to  them. 

After  the  roadway-grids  were  laid,  the  sidewalk-supports, 
kerbs,  anglgrids,  traveller-rails,  fence-posts,  and  fences  were 
erected.  Heavier  members  were  placed  by  the  crane,  and 
small  pieces  by  hand.  The  observation-platforms  were 
assembled  in  the  same  manner,  and  riveting  of  all  these 
small  parts  followed. 


about  0.5  per  cent.  At  the  chord-splices,  the  engineers 
insisted  upon  full  bearing  of  the  faced  material,  the  stipula- 
tion being  that  at  no  part  of  any  splice  should  the  opening 
exceed  0.005  in.  Drawbars  were  used  where  necessary,  and 
the  splices  were  heavily  bolted  before  riveting  was  per- 
mitted. That  these  requirements  were  met  without  difficulty 
except  in  rare  cases  bore  testimony  to  the  precision  of  the 
fabrication. 

The  upper-chord  splices  were  not  made  until  the  whole 
of  the  dead  load,  excepting  only  the  cable-wrapping  and 
the  concrete  of  the  end  panels  was  in  position.  At  this 
juncture  the  splices  could  be  drawn  together  without 
difficulty,  and  drawbars  were  not  ordinarily  required.  The 
riveting  was  done  from  stagings  slung  from  the  trusses,  the 
lower-chord  walkways  remaining  in  place  for  safety.  Ten 
gangs  of  riveters  were  employed.  The  same  strict  ruling 
regarding  tightness  of  bearing  obtained  as  for  the  lower 

splices,  and  every  rivet  was  inspected.  The 
m      number  of  rivets  in  the  field-connections  of 

the  deck  and  trusses  was  about  120,000. 


Main  Expansion-Details 


Fig.  63 — Trusses  partly  erected,  central  span. 

The  signal  bridge  at  the  centre  of  the  span  was  not 
erected  until  cable-wrapping  had  taken  place  over  the 
middle  bays;  and,  since  the  latter  operation  was  not  per- 
mitted to  go  forward  until  the  great  majority  of  dead  load 
had  been  placed,  this  structure  was  not  built  until  the  deck 
of  the  bridge  had  been  concreted.  It  was  fabricated  and 
delivered  in  pieces  as  large  as  was  convenient,  each  of  the 
two  cabins  being  shipped  as  a  unit.  The  inspection-travellers 
were  hoisted  into  position  (from  below  the  bridge)  as  soon 
as  the  traveller-rails  had  been  riveted,  and  were  of  great 
value  during  the  painting  of  the  underside  of  the  deck. 

Riveting  of  Stiffening-Trusses  and  Deck 

At  the  time  of  lower-chord  riveting,  the  smaller  members 
comprising  the  steelwork  of  the  sidewalks,  kerbs,  fences, 
and  traveller-rails  were  not  erected.  The  weight  of  those 
parts,  however,  was  approximately  represented  by  that  of 
the  two  wooden  walkways,  and  the  suspended  loading 
therefore  amounted  to  about  75  per  cent  of  the  final  dead 
load,  the  remaining  25  per  cent  representing  mainly  the 
weight  of  the  concrete  filling  of  the  grids.  The  camber  of 
the  central  span  at  this  time  was  some  5  ft.  greater  than 
its  final  amount  of  25  ft.  Under  these  conditions  it  was  found 
practicable  to  bolt-up  all  the  lower-chord  splices,  although 
those  of  the  upper  chords  remained  slightly  open  in  general, 
and  could  only  be  loosely  connected  with  one  or  two  bolts. 
The  stringers,  floorbeams,  and  lateral  bracing  were  riveted 
at  the  same  time  as  the  lower-chord  splices,  and  the  work 
was  carried  out  from  the  two  wooden  walkways,  supple- 
mented by  underslung  stagings.  As  many  as  12  gangs  of 
riveters  were  simultaneously  at  work  during  the  lower 
chord  riveting,  and  the  maximum  number  of  rivets  driven 
in  one  8-hour  day  was  5,092.  The  riveting  was  carefully 
inspected,   the   number  of   rejects   amounting   usually  to 


The  heavy  expansion-details  at  the  main 
towers  were  placed  as  soon  as  the  deck-con- 
crete had  been  poured  except  in  the  end- 
panels  involved.  As  originally  installed  in 
accordance  with  the  drawings,  the  difference 
in  level  between  the  fingers  and  the  normal 
slab  amounted  to  one-inch.  This  apparently 
insignificant  variation  in  level,  occurring 
over  a  distance  of  some  12  ft.,  was  found 
to  cause  a  slight  but  definite  shock  to  a 
vehicle  passing  at  speed,  while  simultaneously 
a  noticeable  vibration  occurred  at  the  more 
sensitive  parts  of  the  suspension-structure. 
Certain  alterations,  after  a  few  months' 
operation,  were  therefore  made  to  the  ex- 
pansion-joints. These  changes,  whereby  the 
maximum  deviation  of  the  riding-surface 
from  the  regular  grade  was  reduced  to  }/%  in., 
proved  to  be  entirely  satisfactory  as  a  remedial  measure. 
Figure  31  shows  the  final  profile  at  the  joints. 

The  twelve  traction-rods  (see  p.  290)  were  erected  soon 
after  the  expansion-joints,  their  turnbuckles  being  tightened 
just  sufficiently  to  ensure  a  slight  initial  tension.  Figure  68 
shows  one  of  the  traction-rod  assemblies. 

Before  the  bridge  was  opened  to  traffic,  it  was  found  that 
the  sliding  shoes  of  the  trusses  moved  jerkily  and  noisily 
under  the  influence  of  temperature-changes.  This  phenom- 
enon, occurring  at  both  ends  of  the  central  span,  was 
particularly  noticeable  as  the  temperature  increased  on 
sunny  mornings.  The  vibratory  effects  of  traffic,  however, 
together  with  a  maintenance-programme  involving  regular 
greasing  of  the  slides,  eliminated  this  trouble. 

Concrete  Filling  for  Grids 

The  concrete  filling  of  the  Teegrid  slab  constitutes  one 
of  the  heaviest  items  of  the  suspended  structure,  and  the 
sequence  of  pouring  was  therefore  arranged  to  avoid  undue 
deflections.  A  length  of  approximately  250  ft.  was  chosen  as 
the  most  practicable  unit  for  concreting,  and  the  order  in 
which  the  panels  of  concrete  were  placed  is  shown  in  Fig.  70. 
It  will  be  noted  that  each  group  of  pours  was  so  spread  as 
to  load  the  three  spans  more  or  less  evenly.  Owing  to  the 
north-shore  location  of  the  mixing-plant,  the  southernmost 
section  of  each  of  the  four  groups  was  the  first  to  be  con- 
creted; and,  in  order  not  to  disturb  the  green  concrete,  a 
period  of  at  least  seven  days  elapsed  between  the  final  pour 
of  a  group  and  the  first  pour  of  the  next  group.  Observations 
on  the  towers  were  taken  at  the  end  of  each  day's  work, 
and  the  worst  deflection  was  less  than  three  inches. 

The  concrete  was  trucked  over  the  unfilled  grids  and  after 
dumping  was  spaded  out  to  a  uniform  depth  of  about  6  in. 
in  order  to  render  effective  the  use  of  surface-vibrators. 


422 


July,  1942     THE  ENGINEERING  JOURNAL 


The  wood-floated  finish  was  kept  fractionally  above  the  tops 
of  the  grids  so  as  to  avoid  depressions  between  the  stems  of 
the  tees.  The  surface  received  20  lb.  of  "Metalicron"  per 
100  sq.  ft.,  and  was  protected  during  curing  by  the  Hunt 
spraying-  process . 

In  spite  of  the  tightness  of  the  grids  and  the  dryness  of 
the  mix,  a  certain  amount  of  leakage  of  concrete  onto  the 
floor-steel  occurred  owing  to  the  vibration,  and  this  was 
cleaned  off  the  steel  by  men  stationed  on  the  lower-chord 
walkways  with  hoses. 

The  specified  28-day  strength  of  the  concrete  was  3,000 
lb.  per  sq.  in.  In  view,  however,  of  the  special  exigencies  of 
this  work,  (requiring  the  driving  of  concrete-trucks  over 
the  surface  as  soon  as  possible  after  pouring),  the  mix  was 
designed  to  give  a  high  strength  at  seven  days.  A  total  of 
15  test-cylinders  was  included  in  the  routine-testing.  Five 
were  broken  at  seven  days,  and  yielded  an  average  strength 
of  3,430  lb.  per  sq.  in.  The  remaining  ten,  broken  at  28 
days,  gave  results  varying  from  4,920  to  5,660.  The  mix 
was  based  on  as  low  a  water-cement  ratio  (approximately 
434  imperial  gallons  of  water  per  873^-lb.  sack  of  cement) 
as  practicable  in  view  of  the  small  size  of  the  pockets  of 
the  grids.  The  average  proportions  of  material  per  batch 
were:  seven  sacks  of  cement,  1,200  lb.  of  sand  (containing 
about  four  per  cent  of  surface-moisture),  2,225  lb.  of  gravel 
(maximum  stone-size  %  in.:  surface-moisture  %  per  cent), 
and  23  gallons  of  added  water*.  The  slump  varied  between 
1  and  2  in.  The  resulting  concrete  was  unusually  dense  and 
hard,  with  an  average  weight  of  152  lb.  per  cu.  ft. 

Cable-Wrapping 

The  cable- wrapping  consists  of  a  continuous  serving  of 
No.  9  S.W.G.  soft  annealed  galvanized  wire,  the  purpose  of 
which  is  to  seal  the  cable  against  weather.  Immediately 
prior  to  its  application,  the  cable  (cleaned  and  dry)  received 
a  generous  brush-coat  of  red-lead  paste,**  and  the  oil- 
impregnated  cedar  fillers  (Fig.  40)  supplied  in  10-ft  lengths, 
were  assembled.  As  far  as  possible,  the  wrapping-wire  was 
applied  mechanically,  this  method,  besides  being  more 
expeditious,  giving  a  very  tight  and  close  wrapping  of  even 
and  regular  appearance.  The  wrapping-machine  (Fig.  70) 
was  of  the  usual  planetary  type,  three  turns  of  wire  being 
laid  simultaneously  from  three  revolving  spools.  The 
machine  was  operated  by  a  compressed-air  motor,  and  was 
guided  by  a  beam  clamped  to  and  parallel  with  the  cable. 
It  was  propelled  upwards  along  the  cable  by  means  of  the 
pressure  exerted  by  the  wire  as  it  was  laid  against  that 
already  in  place.  On  the  steeper  slopes,  the  machine  was 
assisted  by  a  hand-tackle.  Its  best  operating  speed,  at 
approximately  70  r.p.m.,  was  such  as  to  wrap  about  2  ft. 
per  minute,  but  the  general  rate  was  much  slower,  since 
frequent   stops  were   necessary   for   changing   spools   and 

*Expressed  in  terms  of  dry  materials,  the  average  batch  would  con- 
tain seven  sacks  cement,  1,150  lb.  sand,  2,200  lb.  stone,  29  gallons 
water. 

**The  paste  used  was  a  red-lead-and-linseed-oil  paint  containing 
62  per  cent  of  red  lead  and  weighing  about  28.5  lb.  per  gallon. 


Fig.  64 — Erection  of  truss-section,  north  side-span. 


Fig.  65 — Cable-saddle  and  keeper  at  cable-bent. 

splicing  the  wire  (by  brazing)  and  for  moving  the  machine 
past  the  cable-bands.  The  wrapping-wire  was  delivered  in 
coils  at  the  bases  of  the  main  piers,  and  spooling-machinery 
was  set  up,  under  cover,  on  the  tops  of  the  towers. 

The  first  few  inches  of  wrapping  on  the  upper  side  of  each 
cable-band  was  done  by  hand,  commencing  inside  the  coun- 
terboring.  Machine-wrapping  then  proceeded  towards  the 
next  cable-band  as  far  as  possible,  after  which  the  wrapping 
was  soldered  down  to  keep  it  tight,  and  the  end  few  inches 
was  again  applied  by  hand.  As  each  panel  of  wrapping  was 
completed,  it  was  closely  inspected,  and,  wherever  adjacent 
turns  did  not  appear  to  be  in  tight  contact,  the  open  spaces 
were  sealed  by  soldering.  Every  precuation  was  thus  taken 
to  ensure  watertightness  prior  to  painting;  and  the  three 
subsequent  coats  of  paint  effectually  sealed  such  minor 
imperfections  as  otherwise  escaped  notice. 

Hand-wrapping  was  also  resorted  to  over  short  distances 
inside  the  anchor  cavities  of  the  piers,  when  there  was  no 
room  for  the  machine  to  operate  (Fig.  61). 

Wrapping  was  permitted  in  wet  weather  (provided  that 
the  wood-fill  assembly  ahead  of  the  machine  was  kept  under 
cover)  because  it  was  impossible  to  prevent  the  ingress  of 
water  into  the  higher  reaches  of  the  cable.  Drain-holes  were 
left  in  the  caulking  of  the  bands  to  permit  the  escape  of 
such  water. 

Completion  of  the  Towers 

The  towers  remained  in  their  unfinished  state,  with  a 
guy-derrick  and  working-platform  at  the  top  of  each,  until 
completion  of  the  wrapping  and  painting  of  the  cables 
terminated  the  useful  life  of  the  catwalks.  The  catwalk- 
decks  were  then  dismantled,  the  strands  were  lowered  to 
the  deck  by  the  tower-derricks,  and  the  saddle-brackets  and 
other  temporary  structures  were  removed.  The  final  opera- 
tions performed  by  each  tower-top  derrick  were  the  removal 
of  the  platform  from  the  top  of  the  tower,  and  the  assembly 
of  the  previously-omitted  parts  of  the  crown-strut,  the 
finial-covers  for  the  saddles,  and  the  aerial-beacon  support. 
After  these  structures  had  been  riveted,  the  derricks  were 
dismantled . 

Painting 

In  accordance  with  common  practice,  all  of  the  structural 
steelwork  (as  distinct  from  steelwork  under  the  cable- 
classification)  received  one  sprayed  coat  of  priming-paint 
before  leaving  the  shops,  and  two  finish-coats  in  the  field, 
the  shop-coat  being  first  repaired  where  it  was  in  any  way 
damaged. 

The  shop-paint  approved  was  an  expensive  proprietary 
brand  of  red-lead  primer  with  a  modern  synthetic-resin 
vehicle.  The  contractor's  experience  with  this  paint,  how- 
ever, was  unfortunate.  In  the  first  place,  probably  owing 
to  the  readily-flowing  nature  of  the  vehicle,  the  protective 
film  appeared  to  be  abnormally  thin,  and,  after  two  or 
three  weeks'  outdoor  exposure,  it  was  noticed  that  rusting 
was  taking  place.  The  paint-manufacturer  was  apprised  of 
the  state  of  affairs,  and  made  changes  in  the  composition 
of  the   paint.   Nevertheless,   the   primer  continued  to  be 


THE  ENGINEERING  JOURNAL     July,  1942 


423 


Fig.  66 — Saddle  at  south  cable-post. 

generally  unsatisfactory,  and  many  fabricated  pieces  had 
to  be  repainted  during  the  three  or  four  months  of  storage 
in  the  yards.  Similar  deterioration,  with  rusting,  occurred 
in  the  field.  When  the  time  came  for  spot-painting  of  rivets 
and  abrasions  prior  to  application  of  the  field-paint,  it  was 
found  that  very  large  areas,  notably  in  the  towers  and 
trusses,  had  to  be  completely  reprimed.  Those  areas  were 
cleaned  very  thoroughly,  and  at  considerable  expense,  by 
means  of  rotary  wire-brushes,  and  some  600  gallons  of 
primer  were  used  in  brush-painting  them. 

The  failures  of  the  shop-paint  were  attributed  by  the 
manufacturer  to  improper  cleaning  of  the  steel,  incomplete 
removal  of  mill-scale,  and  to  painting  under  other  than  ideal 
conditions.  The  contractor  on  the  other  hand  maintained 
(and  was  supported  in  his  contention  by  the  engineers' 
inspectors)  that  the  steel  had  been  cleaned  in  the  shops 
with  mechanical  wire  brushes  and  had,  in  damp  weather, 
been  warmed  by  blow-torches  immediately  before  painting  : 
all  the  painting  had  been  done  under  cover.  There  was  no 
doubt,  in  fact,  that  more  than  ordinary  care  had  been 
employed  in  the  preparation  of  the  steel. 

The  author  inclines  to  the  view  that  the  synthetic  primer 
used,  while  possibly  an  excellent  base-coat  in  the  case  of 
perfectly-cleaned  metal,  was  not  suited  to  such  limited 
preparatory  treatment  of  the  steel  as  is  generally  considered 
economical  for  structural  purposes.  The  whole  subject  of 
protection  of  steelwork  is  frequently  under  review  in  the 
technical  press,  and  it  is  becoming  clear  that  the  only  really 
satisfactory  solution  lies  in  the  absolute  cleaning  of  the  steel 
down  to  solid  metal  by  sandblasting  (possibly  after  a  pre- 
liminary period  of  weathering),  or  by  the  recently-intro- 
duced flame-cleaning  process.  Failing  such  procedure  the 
safest  method  is  probably  to  use  the  old-fashioned  red-lead- 
and-linseed-oil  primer,  which,  when  applied  to  reasonably- 
cleaned  steel,  is  known  to  give  a  long-lived  protection  even 
under  extremely  adverse  conditions. 

It  may  here  be  noted  that,  in  accordance  with  modern 
Canadian  practice,  no  paint  was  applied  to  surfaces  shop- 
riveted  together.  In  view  of  the  almost  inevitable  and  most 
unsightly  staining  of  the  field-paint  due  to  subsequent 
infiltration  of  moisture  between  such  surfaces,  the  author  is 
of  the  opinion  that  the  older  practice  of  applying  shop-paint 
(or  at  least  linseed-oil)  to  those  surfaces  before  riveting, 
should  be  revived,  at  any  rate  in  the  case  of  structures 
exposed  to  the  weather. 

In  the  field,  after  the  shop-coat  had  been  spot-painted 
and  repaired  under  careful  inspection,  two  further  coats  of 
paint  were  applied  to  all  structural  steelwork  as  distinct 
from  the  cables  and  suspenders.  The  engineers,  rather 
reluctantly,  approved  the  application  of  the  field-coats  by 
spraying  except  in  the  cases  of  those  portions  of  the  main 
towers  above  roadway  level  as  far  as,  and  inclusive  of,  the 
portal-strut;  and  the  bottom  20  ft.  of  each  tower-leg.  The 
engineers  stipulated  that  the  painting  should  be  done  to 
their  satisfaction  and  by  experienced  spray-painters  with 
modern  equipment,  and  failing  such  satisfaction,  they 
reserved  the  right  to  order  brush-painting  throughout,  the 


424 


additional  cost  of  which  would  be  borne  by  the  owners. 
That  right  was  not  exercised,  however,  since  the  subcon- 
tractor's men  were  fully  experienced  in  spray-painting  and 
the  coverage  of  the  steel  was  generally  excellent.  The  several 
advantages  of  spray-painting,  particularly  its  efficacy  in 
reaching  into  small  crevices  and  to  other  places  that  are 
rarely  properly  painted  by  brushwork,  were  in  evidence, 
and  the  greater  speed  of  the  work  enabled  full  advantage 
to  be  taken  of  the  fine  weather  that  prevailed  during  the 
summer  of  1938. 

The  first  coat  throughout  was  of  a  light  grey  colour, 
chosen  to  provide  a  practicable  contrast  with  the  dark- 
brown  primer  and  also  with  the  various  finishing-colours. 
The  second  or  finishing-coat  was  a  rich  olive-green  for  the 
majority  of  the  structure,  including  the  viaduct.  In  con- 
trast, the  underside  of  the  suspended  spans  was  finished  in 
a  dark  brown.  The  insides  of  the  towers,  to  assist  the  light- 
ing, were  done  in  light  grey.  A  light  grey  finish  was  also 
chosen  for  the  aerial-beacon  supports  and  for  the  hand- 
railing  at  the  tops  of  the  towers.  Neither  of  those  two 
erections  has  structural  importance,  and  the  lighter  finish 
was  designed  to  render  them  inconspicuous  and  thus  to 
preserve  the  functional  appearance  of  the  towers.  The  suc- 
cess of  the  expedient  may  be  judged  from  the  photograph  of 
the  south  tower  shown  in  Fig.  71. 

The  field-paints  for  the  structural  steelwork  were  com- 
pounded, along  established  lines,  under  the  direction  of  the 
engineers.  The  main  pigmenting-materials  for  the  first  coat 
were  white  lead,  zinc  oxide,  and  aluminum,  and,  for  the 
finishing-coats  (except  in  the  case  of  the  dark-brown  paint, 
where  ferric  oxide  and  graphite  were  the  main  ingredients), 
white  lead  and  zinc  oxide.  The  vehicle  in  every  case  was 
based  upon  linseed-oil. 

In  the  case  of  the  wrapped  cable,  suspender-ropes,  and 
ladder-rungs,  the  galvanized  metal  was  first  cleaned  of  dirt 
and  grease,  after  which  it  was  treated  with  a  weak  solution 
of  cupric  salts  and  hydrochloric  acid,  in  order  to  destroy 
the  smooth  finish  and  to  present  a  surface  better  suited  for 
the  reception  of  paint.  Three  coats  were  then  brush-painted 
onto  these  members.  The  first,  brownish  in  colour,  was  a 
fast-drying  varnish-paint  with  a  dull  finish  adapted  to 
receive  the  final  coats,  the  pigment  consisting  pricipally 
of  ferric  oxide,  zinc  chromate,  and  zinc  oxide.  The  two  sub- 
sequent coats,  comparatively  slow  in  drying,  were  "Inter- 
national Aviation  Red"  in  colour  (a  requirement  of  the 
Department  of  Transport)  and  differed  from  each  other 
only  in  that  the  final  coat  offered  a  glossy  weather-resistant 
finish  while  the  intermediate  coat  was  dull  in  appearance. 
With  a  vehicle  the  permanent  part  of  which  was  spar- 
varnish,  the  pigment  for  these  two  paints  was  composed 
principally  of  lead  chromate.  In  order  to  preserve  uniformity 
of  appearance,  the  cable-saddles  and  covers,  the  cable- 
bands,  and  the  suspender-sockets,  were  finished  with  the 
same  three  coats.  The  following  table  shows  the  amount  of 
paint  used. 


Fig.  67 — Erection  of  deck-steelwork. 


July»  1942    THE  ENGINEERING  JOURNAL 


TABLE  II 

Quantities  of  Paint  Used 

Approx.  average 
Amount  used  weight  per  imp. 

Description  (imp.  gals.)  gal.  (lb.) 

Structural  steelwork: — 

Shop-coat  (brown) 2045*  13 

First  field-coat  grey 1710  13^ 

Finish-coat  green 1678  17 

Finish-coat  light  grey 262  16J/£ 

Finish-coat  brown 814  12 

Cables  and  suspenders: — 

Red-lead  paste 241  28^ 

Galvanized-iron  fixative 60  10.2 

Red  metal  primer 120  13 

First  coat  red 120  13^ 

Finish-coat  red 135  1S1A 

Survey  op  the  Suspension-Bridge 

On  the  day  before  the  bridge  was  opened,  the  contractor 
co-operated  with  the  engineers  in  making  a  survey  of  the 
suspension-structure,  partly  as  a  check  on  the  accuracy  of 
the  construction,  and  partly  in  order  to  establish  reference- 
data  to  which  measurements  made  during  future  inspections 
might  be  referred.  Weather-conditions  were  good.  It  was  a 
cloudy  morning,  without  wind,  and  the  steelwork  was  dry: 
a  uniform  temperature  of  36  deg.  F.,  prevailed.  Transit- 
observations  were  made  on  the  vertically  of  the  towers  and 
the  cable-bent,  and  a  line  of  levels  was  run  from  end  to 
end  of  the  roadway. 

The  towers  were  found  to  be  very  nearly  plumb,  the 
south  tower  leaning  x/±  in.  to  northward  and  the  north 
tower  Yi  in.  in  the  same  direction.  The  elevation  of  the 
crown-of-road  was  found  to  be  276.23,  314.61,  and  276.23 
at  the  centres  of  the  south,  central,  and  north  spans 
respectively;  and  the  difference  in  level  between  the  two 
sidewalks  at  each  of  those  points  amounted,  respectively, 
to  Yi  in.,  Y%  in.,  and  Y%  in. 

For  comparison  with  the  ideal  geometry,  however,  these 
results  must  be  corrected  for  the  normal  temperature  of  60 
deg.  F.  The  calculated  movements  of  the  main  saddles  for  a 
24  deg.  rise  in  temperature  are  \x/i  in.  and  2  in.  for  south  and 
north  respectively.  The  indication  therefore  is  that,  at 
normal  temperature,  the  towers  will  both  lean  off-shore, 
the  south  tower  by  1%  in.,  and  the  north  by  1^  in.  With 
reference  to  road-elevations,  it  was  computed  that  a  tem- 
perature-rise of  24  deg.  F.  will  cause  a  sag  of  .90  ft.  at  the 
centre  of  the  central  span  and  of  .10  ft.  at  the  centre  of 
each  side-span.  The  corrected  elevations  for  central  and 
side-spans  respectively  are  thus  313.71  and  276.13,  and,  the 
theoretical  elevations  being  315.00  and  276.19,  it  will  be 
seen  that  the  centre  of  the  bridge  is  about  15  in.  lower 
than  the  design-figure. 

The  explanation  of  this  discrepancy  lies  mainly  in  that 
the  dead  loads  are  about  one  per  cent  in  excess  of  those 
estimated  (p.  288),  the  preponderence  of  that  excess  being 
comprised  in  the  17-ton  weight  of  the  central  signal-station. 
Re-calculation  (on  the  basis  of  the  actual  suspender-loads) 
of  the  cable-polygon  gave  the  elevation  of  crown-of-road 
at  span-centre  of  313.69,  a  figure  in  close  accord  with  that 
actually  obtained.  The  same  computation,  incidentally, 
shows  that  the  dead-load  stress  in  the  cables  exceeds  the 
estimated  amount  by  1.68  per  cent,  and  that  the  maximum 
stress  is  increased  by  1.3  per  cent.  These  increments,  how- 
ever, are  offset  by  the  excess  of  cable  cross-section  referred 
to  on  p.  349.  In  regard  to  clearance  over  the  ship-channel, 
attention  is  drawn  to  the  liberal  allowance  that  was 
made  for  contingencies  in  this  respect  (p.  282).  In 
view  of  this,  the  underclearance  under  the  most  un- 
favourable conditions  exceeds  the  200-ft.  requirement  by 
at  least  V/i  ft. 

*This  figure  does  not  include  the  additional  paint  used  in  the  field 
for  repairing  the  shop-coat. 


In  addition  to  the  survey  described,  reference  hubs  were 
established  for  future  use  in  checking  any  settlement  of  the 
main  piers  or  forward-movement  of  the  anchorages. 

ELECTRICAL  INSTALLATION 

Further  to  the  obvious  requirement  of  roadway-illumina- 
tion throughout  the  length  of  the  structure,  the  electrical 
equipment  of  the  Lions'  Gate  Bridge  includes  the  provision 
of  lighting  for  the  interiors  of  the  main  towers,  the  anchor- 
age-piers, the  administration-building  and  toll-booths,  the 
pylons  of  the  south  bridge-head,  and  the  beacons  on  those 
pylons  (Fig.  11.)  Navigation-lights  and  aerial  warnings  are 
also  provided  in  accordance  with  Federal  Government 
requirements,  and  there  is  a  power-line  on  the  bridge  to 
supply  electricity  to  the  signal-station  at  mid-span  and  to 


Fig.  68 — Traction-rods  at  north  end. 

the  south  end  of  the  bridge.  In  addition,  the  signal-station 
is  equipped  to  control  the  navigation-signals  at  First  Nar- 
rows Inner  and  Outer  Beacons  (Fig.  1)  and  at  Prospect 
Point. 

Telephones  for  policing  and  administrative  purposes  are 
installed  at  strategic  points  along  the  bridge,  and  com- 
municate -with  the  south  plaza,  the  signal-station,  and  the 
administration-building.  The  latter  three  stations  are  also 
connected  with  the  city  system,  and  there  is  a  direct 
line  between  the  signal-station  and  the  signalman's 
residence. 

The  electric  power  for  the  bridge*  is  obtained  from  a 
4,000-volt  transmission-line  (B.  C.  Electric  Railway  Com- 
pany) that  passes,  under  the  viaduct-deck,  along  the  side 
of  the  Pacific  Great  Eastern  Railway's  right-of-way  (Fig. 
2).  A  sub-station  is  located  on  the  top  of  the  north  anchor- 
pier  (Fig.  15),  and  here,  by  means  of  three  25  kva.  single- 
phase  2300v/550v  transformers  in  star-delta  arrangement, 
the  supply  is  stepped  down  to  550  volts,  at  which  voltage 
it  is  distributed  to  the  various  outlets  on  the  bridge.  A 
further  transformer  (3  kva.:  2300v/230-115v)  is  furnished 
for  an  independent  supply  for  the  sub-station  itself. 

Two  6.6-amp.  series-circuits,  fed  from  two  constant- 
current  transformers  (15  kw.  and  10  kw.  respectively) 
equipped  with  "Novalux"  controllers,  are  employed  for  the 
roadway-lighting,  which  comprises  4  units  on  the  south 
plaza,  22  on  the  suspension-bridge,  16  on  the  viaduct,  7 
on  the  embankment  and  plaza,  and  11  on  the  grade- 
separation  roads.  Of  these,  34  are  on  an  all-night  circuit, 
controlled  entirely  by  a  photo-electric  cell.  The  other  cir- 
cuit, carrying  26  lamps,  is  closed  in  the  evening  by  the  same 
photo-electric  cell,  but  the  lights  are  extinguished  at  mid- 
night (or  other  suitable  time)  by  a  clockwork  mechanism. 
The  wiring  of  each  circuit  consists  of  two  single  No.  8 
conductors  (R.I.L.C.)  carried  in  a  2-in.  conduit. 

The  60  roadway-lighting  units  are  supported  on  British 
Mannesman    fluted    weldless-steel   standards,    with   orna- 

*Power  for  the  administration-building  and  toll-booths  is  supplied 
separately,  from  a  pole-line  running  along  Marine  Drive,  through  a 
25  kw.  transformer. 


THE  ENGINEERING  JOURNAL     July,  1942 


425 


mental  brackets,  the  light-centres  being  situated  24  ft. 
above  the  roadway  and  6  ft.  inside  the  fence-line.  The 
lamp-standards  are  shown  structurally  in  Figs.  25  and  52 
and  their  general  appearance  is  seen  in  Fig.  11.  The  lights, 
spaced  at  approximately  130-ft.  intervals,  are  alternately 
on  opposite  sides  of  the  road,  those  on  the  west  side  being 
the  all-night  lights.  The  247  va.  isolating  current  trans- 
former for  each  lamp  is  housed  in  the  base  of  the  standard 
in  the  case  of  units  resting  on  concrete  pedestals,  and  in 
an  inconspicuous  box  attached  to  the  stiffening-truss  in  the 
case  of  those  mounted  on  the  steelwork. 

The  lighting-unit  adopted  was  the  Canadian  Westing- 
house  "Reflectolux  Senior"  luminaire,  equipped  for  a 
10,000-lumen  sodium-vapour  lamp.  The  assembly,  which 
was  developed  especially  for  this  bridge,  is  of  the  pendant 
type,  totally  enclosed,  and  with  a  single  vertical  flask:  the 
reflectors  throughout  are  of  "Alzak"  aluminum.  This  form 
of  unit  was  adjudged  by  the  engineers  to  be  superior  to  the 
open  butterfly-type  both  aesthetically  and  because  of  its 
higher  resistance  to  corrosive  influences.  With  a  "coefficient 
of  utilization"  of  20.5  per  cent  (2050  lumens  from  each  unit 
actually  reach  the  29-ft.  carriageway)  the  luminaire  is 
believed  to  be  the  most  efficient  of  its  kind  yet  developed. 


Fig.  69 — Programme  of  pouring  deck-concrete. 

The  gentle  glow  of  the  sodium-vapour  lamps,  and 
the  appearance  of  the  lighting  as  a  whole,  have  been 
the  subject  of  many  favourable  comments,  particu- 
larly owing  to  the  remarkable  absence  of  glare.  From  a 
distance,  the  general  appearance  of  the  yellow  lights, 
reproducing  the  profile  of  the  roadway  over  the  Narrows, 
is  most  pleasing. 

In  addition  to  the  lighting-circuits,  a  550-volt  three- 
phase  power-line  extends  from  the  substation  as  far  as  the 
south  bridge-head.  The  line  commences  as  three  No.  1 
conductors  (R.I.L.C.)  running  in  2-in.  conduit,  and  the 
conductor-size  is  progressively  reduced  in  accordance  with 
the  diminishing  capacity  needed.  This  power-supply  is  used 
as  follows.  A  7  kva.  transformer  (550v/230-115v)  is 
located  at  each  main  tower,  supplying  power  for  the 
inspection-lighting  of  the  tower,  for  the  two  500-w  lamps 
of  the  aerial  beacon  (300-mm.  code  obstruction-beacon), 
and  for  the  six  500-w  floodlights  which,  illuminating  the 
masonry  of  the  pier-ends,  serve  as  an  aid  to  navigation. 
Near  the  signal-station,  and  mounted  on  the  outside  of  the 
eastern  stiffening-truss,  are  two  transformers  (550v/230- 
115v)  of  10  kva.  and  5  kva.  capacity  respectively.  The 
former  delivers  to  the  7J^-  hp.  motor-generator  by  which 
direct  current  is  supplied  to  the  two  signal-station  search- 
lights, while  the  latter  provides  for  heating  and  lighting  in 
the  signal-station  cabins,  for  signalling,  and  for  the  naviga- 
tion-lights that,  hung  below  the  deck  of  the  central  span, 
mark  the  limits  of  the  five-fathom  L.W.O.S.T.  ship- 
channel.  At  the  south  entrance  to  the  bridge,  a  7J/2  kva. 
transformer,  set  on  the  upper  floor  of  the  west  pylon,  is 
provided  for  lighting  in  the  two  pylons  and  for  the  two 
ornamental  beacons.  The  three-phase  line  also  supplies 
power  for  the  signalman's  residence,  for  the  fog-bell  and 
light  below  Prospect  Point,  and  for  the  restaurant  on  the 
headland. 

Two  control-cables,  originating  at  the  signal-station,  are 


required  for  the  operation  of  the  harbour-signals  to  which 
reference  has  already  been  made.  The  multiple  cable  run- 
ning northward  along  the  bridge  contains  27  separate  19- 
wire  conductors,  the  whole  being  rubber-insulated,  lead- 
sheathed  and  running  in  23^-in.  conduit,  while  that  serving 
equipment  on  the  south-shore  contains  19  similar  conduc- 
tors. Control-cabinets  are  housed  inside  the  main-tower 
columns  at  sidewalk-level;  and  a  comprehensive  switch- 
board in  the  signal-station  controls  the  lights,  fog-horns 
and  bells  at  Prospect  Point  and  at  the  two  Beacons,  as  well 
as  the  beacons  and  navigation-lights  that  pertain  to  the 
bridge  itself.  A  32-volt  nickel-iron  battery  provides  for 
emergency-operation  of  the  last-mentioned  lights  by  means 
of  automatic  stand-by  lamps. 

The  telephone-wiring  is  carried  in  a  one-inch  conduit 
which  extends,  beneath  the  deck,  over  the  full  length  of  the 
bridge. 

The  conduits,  pull-boxes,  junction-boxes,  and  fastenings 
throughout  the  work  were  electro-plated  by  the  "Oxoseal" 
patent  process,  and  are  urther  protected  by  the  two  field- 
coats  of  paint.  For  the  most  part  the  conduits  are  laid  out 
of  sight  below  the  deck.  On  the  suspended  spans,  however, 
the  conduits  for  the  series  lighting-circuits  are  secured,  for 
convenience  of  connection  to  the  lighting-units,  along  the 
inner  webs  of  the  top  chords  of  the  trusses  (Fig.  68),  while 
the  control-cable  conduit  is  located  on  the  top  of  the  chord. 
The  conduits  in  general  are  clamped  onto  the  steelwork,  as 
the  engineers  did  not  permit  the  drilling  of  any  primary 
structural  members.  Provision  for  expansion  at  the  joints 
of  the  viaduct  is  made  by  sliding-sleeves  where  the  con- 
duits enter  the  pull-boxes.  On  the  suspension-bridge,  the 
cables  are  conveyed  past  the  expansion-joints  in  lengths 
of  flexible  conduit. 

The  electrical  contractor  began  the  installation  of  con- 
duits as  soon  as  the  viaduct-steelwork  was  sufficiently  far 
advanced.  The  roadway-lighting  was  put  into  regular 
operation  on  December  3rd,  1938,  and  the  signal-station 
was  formally  handed  over  to  the  National  Harbours  Board 
on  January  14th,  1939.  A  maintenance-period  of  six  months 
elapsed  before  the  electrical  installation  was  finally  accepted 
by  the  engineers. 

PARTICULARS  REGARDING  CONTRACTS 
AND  PERSONNEL 

The  main  part  of  the  works,  comprising  the  suspension- 
bridge  and  the  approach-viaduct  in  their  entirety,  together 
with  the  filling  and  paving  of  the  north  embankment,  was 
executed  under  two  major  contracts. 

The  general  contractor  for  the  substructure  (including 
the  four  main  piers  together  with  their  architectural 
features,  the  pedestals  and  abutment-wall  of  the  viaduct, 
the  concrete  of  the  bridge-deck  throughout,  and  the  con- 
struction, paving  and  fencing  of  the  north  embankment) 
was  Stuart  Cameron  &  Company  Limited,  Vancouver.  The 
contract  was  privately  awarded  by  the  owners  in  July,  1936 
on  a  cost-plus  basis  (with  profits  limited  to  $100,000),  and 
the  total  cost  of  the  work  was  $1,116,585.  The  names  of 
the  principal  sub-contractors,  with  an  indication  of  the 
work  done  by  each,  follow: 

Boyle  Bros.  Drilling  Co.  Ltd.,  Vancouver,  exploratory  diamond  dril- 
ling.* 

North-Western  Dredging  Co.  Ltd.,  Vancouver,  dredging  of  pier-sites. 

Dominion  Bridge  Co.  Ltd.,  Vancouver,  cutting-edges  for  south  cais- 
sons. 

Ross  &  Howard  Iron  Works  Co.  Ltd.,  Vancouver,  cutting-edges  for 
north  caissons. 

Vancouver  Granite  Co.  Ltd.,  quarrying  of  granite  for  pier-facings. 

A.  S.  Allan  &  Co.  Ltd.,  Vancouver,  granite-cutting. 

J.  A.  &  C.  H.  McDonald,  Vancouver,  granite-cutting. 

W.  C.  Arnett  &  Co.  Ltd.,  Vancouver,  construction  of  north-approach 
embankment. 

San-O-Heat,  Vancouver,  plumbing  installations. 

The  contract  for  supply  and  erection  of  the  metallic 


*This  work  did  not  form  part  of  the  main  contract,  but  was  carried 
out  at  an  earlier  date  under  a  separate  arrangement  with  the  owners. 


426 


July,  1942    THE  ENGINEERING  JOl  R>\L 


superstructure  was  awarded  privately  by  the  owners  to  a 
partnership  of  Dominion  Bridge  Company  Ltd.,  and 
Hamilton  Bridge  Company  Limited,  at  the  lump-sum  price 
of  $2,365,000.  That  price  was  later  adjusted  by  certain 
exemptions  from  Government  Sales  Tax  and  by  the  extra 
cost  of  certain  small  additions  to  the  structure  ordered  by 
the  owners,  the  final  total,  apart  from  a  $50,000  bonus 
awarded  under  a  contract-clause  relating  to  early 
completion  of   the  work,   amounting  to   $2,372,220.    The 


Fig.  70 — Cable-wrapping  machine. 

principal  parts  of  the  work  that  were  sub-let,  together 
with  the  names  of  the  approved  subcontractors,  are  given 
hereunder: 

Anglo-Canadian  Wire  Rope  Co.  Ltd.,  cable-strands  and  suspender- 
ropes. 
John  A.  Roebling's  Sons  Co.  Ltd.,  wire  for  strands  and  suspenders. 

B.  C.  Anchor  Fence  Co.  Ltd.,  wire  mesh  fences  for  suspended  spans. 
Steel  Company  of  Canada  Ltd.,  wire  for  fences  and  for  cable-wrapping. 
Vancouver  Engineering  Works  Ltd.,  steel  castings  for  cable-bands,  etc. 
Canada  Foundries  &  Forgings,  Ltd.,  suspender-rope  sockets. 

C.  H.  Brawn,  Vancouver,  field-painting. 

E.  Chrystal  &  Co.  Ltd.,  Vancouver,  shaped  and  treated  wood- fills  for 

cable. 
San-O-Heat,  Vancouver,  plumbing  and  water-line  for  signal-station. 

The  supply  and  installation  of  the  equipment  involved 
in  the  electrical  services  for  the  bridge  was  the  subject  of 
a  third  primary  contract.  This  contract  was  awarded  to 
the  C.  H.  E.  Williams  Company  Limited,  Vancouver,  at 
the  price  of  $58,014,  that  figure  being  the  lowest  of  the  six 
tenders  received.  Subsequent  additions  to  the  contract, 
including  those  required  for  the  Marine  Drive  overpass, 
brought  the  final  cost  to  $63,427.  The  cost  of  extensions 
to  the  control-system,  made  at  the  instance  of  the  Depart- 
ment of  Transport,  amounted  to  an  additional  $4,150,  this 
latter  item  being  borne  by  the  Department. 

Construction  of  the  toll-booths  and  administration- 
building  on  the  north  plaza  was  the  subject  of  a  separate 
contract.  This  work  was  designed  and  supervised  by  Messrs. 
Palmer  &  Bow,  architects,  of  Vancouver,  under  the  direc- 
tion of  the  engineers.  Tenders  were  called,  and  the  contract 
was  awarded,  in  August  1938,  to  Andrew  Davidson  of 
Vancouver  (the  lowest  bidder),  at  a  price  of  $18,980,  this 
figure  being  subsequently  increased,  by  extra  requirements, 
to  $19,830.  The  electrical  work  and  plumbing  were  done 
by  the  same  contractors  who  handled  the  corresponding 
items  under  the  major  contracts. 

The  architectural  treatment  of  the  four  main  piers  of  the 
suspension-bridge  was  developed  by  the  engineers  in  col- 
laboration with  Mr.  John  W.  Wood,  architect,  of  Montreal: 
and  the  late  Mr.  Charles  Marega,  sculptor,  of  Vancouver, 
was  responsible  for  the  modelling  of  the  monumental  lions 
that  form  a  striking  feature  of  the  bridge-head  in  Stanley 
Park. 


The  decision  to  provide  a  grade-separation  at  the  junction 
of  the  bridge-road  with  Marine  Drive  was  not  made  until 
the  main  works  had  progressed  to  an  advanced  stage. 
Plans  for  this  "modified  clover-leaf"  were  subject  to  the 
approval  of  the  Provincial  Department  of  Public  Works 
and  were  prepared  by  Major  W.  G.  Swan,  m.e.i.c,  who  also 
supervised  the  field-work.  Competitive  bids  were  received, 
and  a  contract  was  awarded,  in  July  1938,  to  Dawson  Wade 
&  Co.  Ltd.,  of  Vancouver,  the  lowest  bidder.  The  con- 
struction of  the  40-ft.  concrete  overpass  was  sublet 
to  Hodgson  King  &  Marble  Ltd.,  of  Vancouver,  while 
the  principal  contractor  himself  undertook  the  consider- 
able amount  of  earth-filling  involved  in  the  grade-separa- 
tion and  in  the  necessary  extension  to  the  existing  main 
embankment.  The  cost  of  the  complete  grade-separation 
was  $47,197. 

Inspection  of  materials  and  workmanship  (apart  from 
that  done  directly  by  the  engineers)  throughout  was 
handled,  under  the  direction  of  the  engineers,  by  Macdonald 
&  Macdonald,  testing  and  inspecting  engineers,  of  Van- 
couver. 

Messrs.  Monsarrat  &  Pratley,  consulting  engineers,  of 
Montreal,  were  retained  by  The  First  Narrows  Bridge 
Company  Limited,  for  the  design  and  supervision  of  the 
construction  of  the  Lions'  Gate  Bridge,  with  Major  W.  G. 
Swan,  consulting  engineer,  of  Vancouver,  as  associate.  Mr. 
James  Muirhead,  electrical  consultant,  of  Vancouver,  was 
employed  by  the  engineers  for  the  design  of  the  electrical 
installations.  Messrs.  Robinson  &  Steinman,  consulting 
engineers  of  New  York  City,  were  retained  by  the  owners 
in  an  advisory  capacity  with  regard  to  certain  features, 
such  as  the  relative  merits  of  sodium-vapour  and  incan- 
descent lighting,  the  use  of  electrical  equipment  for  toll- 
recording,  and  the  reviewing  of  Messrs.  Cockfield,  Brown 
and  Company's  Report  on  Traffic  and  Earnings. 

In  the  field,  the  substructure-work  was  directed  by  Mr. 
W.  F.  Way,  superintendent  for  Stuart  Cameron  &  Co.  Ltd. 
For  the  superstructure-contractors,  operations  were  directed 
by  Mr.  E.  E.  Davis  and  Mr.  James  Robertson,  m.e.i.c, 
while  Mr.  D.  B.  Armstrong,  m.e.i.c.  (Dominion  Bridge 
Company,  head  office,  Lachine)  was  engineer-in-charge  for 
the  contract.  The  engineers  were  represented  at  the  site  by 
Mr.  J.  W.  Roland,  m.e.i.c.  and  the  author,  as  resident 
engineers  respectively  for  the  substructure  and  the  super- 
structure, and  Mr.  G.  W.  F.  Ridout-Evans,  m.e.i.c,  was 
the  principal  field-inspector. 

The  30-ft.  concrete  approach-road  (some  6,500  ft.  long) 
through  Stanley  Park,  together  with  the  necessary  accom- 
modation for  crossing  and  connecting  with  existing  thor- 
oughfares, was  constructed  by  Anglo-Construction  Co. 
Ltd.,  of  Vancouver,  at  a  cost  of  roughly  $400,000.  This  part 


Fig.  71 — Completed  south  tower. 


THE  ENGINEERING  JOURNAL     July,  1942 


427 


of  the  project,  however,  did  not  come  under  the  jurisdiction 
of  the  engineers  and  therefore  does  not  enter  the  scope  of 
this  paper. 

The  total  cost  of  the  bridge  and  all  its  approach-works, 
together  with  franchises  and  rights-of-way,  and  including  a 
provision  for  working-capital,  is  stated  by  the  owners  to 
have  been  $5,700,000.  The  First  Narrows  Bridge  Company 
is  capitalized  by  shares  to  the  extent  of  $500,000,  and  by 
30-year  and  40-year  bond  issues  amounting  to  $5,700,000, 
the  authorized  loan-capital  amounting  to  $6,000,000. 
Reference  to  that  company  would  be  incomplete  without 


mention  of  its  president,  Mr.  A.  J.  T.  Taylor,  to  whose 
unremitting  efforts  the  successful  promotion  of  the  whole 
project  was  largely  due. 

Acknowledgement 

For  permission  to  present  this  paper,  and  for  valued 
criticism  during  its  preparation,  the  author  in  concluding 
wishes  to  acknowledge  his  indebtedness  to  P.  L.  Pratley, 
D.Eng.,  M.Inst,  ce.,  m.e.i.c,  M.  Am.  Soc.  CE.,  M.I. 
Struct.  E.,  the  surviving  member  of  the  firm  of  Monsarrat 
and  Pratley. 


Abstracts  of  Current  Literature 


MARINE  OIL  ENGINES 

From  Supplement  to  the  Overseas  Daily  Mail,  April  25,  1942 

The  developments  of  marine  oil  engines  concern  both 
the  largest  and  smallest  types,  ranging  from  engines  suit- 
able for  the  standardized  or  semi-standardized  cargo  ves- 
sels to  the  needs  of  the  smaller  coastal  vessels. 

Details  are  available  of  two  engines  which  are  typical 
of  these  applications.  The  first  concerns  two  engines  of 
6,000  S.hp.,  of  the  Kincaid-Harland-B.  and  W.  type  for 
a  twin-screw  vessel. 

These  are  the  highest  powered  six-cylinder  units  so  far 
built  by  the  particular  engine  builder  concerned,  although 
there  are  also  under  construction  eight-cylinder  units  of 
the  same   cylinder   size   which   will   develop  8,000   S.hp. 
The  particulars  of  the  six-cylinder  units  are  as  follows: 
Designed  output  6,000  S.hp. 
Cyl.  diameter  620  mm. 
Piston  stroke  1,400  mm. 
Piston  speed,  1,000  ft.  per  min. 
Mean  effective  pressure  85  lb.  per  sq.  in. 

It  will  be  noted  that  the  mean  effective  pressure  has 
been  kept  to  a  moderate  figure,  although  some  engines  of 
this  type  have  been  constructed  for  a  mean  effective  pres- 
sure of  96  lb.  per  sq.  in.,  giving  a  shaft  horse  power  of 
1,120  from  the  same  size  of  cylinder.  In  the  present  case 
the  shipowners  have  taken  the  view  that  economy,  low 
maintenance  and  avoidance  of  replacements  make  the 
lower  rating  advisable.  As  the  rating  is  low,  they  intend, 
however,  to  operate  continuously  at  speeds  and  output 
approximating  to  the  normal  rating. 

In  this  type  of  engine  the  main  piston  uncovers  scaveng- 
ing air  ports  situated  at  the  centre  belt  of  the  double- 
acting  cylinder-that  is,  at  the  top  and  bottom  respectively 
of  the  lower  and  upper  combustion  spaces.  The  cylinder 
therefore  exhausts  at  its  extremities;  the  exhaust  ports 
are  uncovered  by  separate  exhaust  pistons,  which  are 
given  a  seven  deg.  lead  of  the  main  piston,  to  cause  the 
exhaust  pressure  to  fall  quickly  to  the  level  of  the 
scavenge  air  pressure. 

The  separate  exhaust  pistons  are  roughly  two-thirds  of 
the  diameter  of  the  main  piston,  and  their  employment  is 
stated  to  augment  the  power  output  by  about  10  per  cent 
of  that  which  would  otherwise  be  developed. 

The  scavenging  air  is  supplied  to  the  scavenging  ports 
by  two-positive  displacement  rotor-type  blowers  placed 
at  the  back  of  the  engine.  The  blowers  are  chain-driven 
from  the  crankshaft  through  spring  shock-absorbing 
couplings  at  2.6  times  the  engine  speed.  The  scavenging 
pressure  is  just  below  two  lb. 

One  of  the  most  remarkable  phenomena  of  pre-war 
shipping  was  the  growing  popularity  of  the  coaster  type 
of  vessel  carrying  upwards  of  a  thousand  tons  of  cargo. 
Although  the  type  was  pioneered  before  1914  by  British 
shipbuilders,    with    triple-expansion    reciprocating    steam 


428 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


engines  taking  steam  from  unsuperheated  Scotch  boilers, 
this  method  of  propulsion  proved  rather  extravagant  of 
fore  and  aft  space,  a  length  equal  to  50  per  cent  of  the 
length  devoted  to  cargo  being  occupied  by  machinery 
abaft  the  cargo  space. 

From  about  1925  the  use  of  oil  engines  became  popular 
with  Dutch  and  German  shipbuilders  and  shipowners  for 
this  type  of  vessel,  and  as  power  for  power  the  oil  engine 
occupied  less  than  half  the  space,  with  other  economies, 
many  such  ships  were  built.  British  owners  and  builders, 
however,  took  up  the  type  a  few  years  before  the  war,  and 
as  described  in  a  recent  issue  of  their  "  Crossley  Chron- 
icle "  by  Crossley  Brothers,  Ltd.,  Manchester,  the  present 
day  British  built  engine  does  all  that  the  Continental 
engines  did  in  the  Dutch-built  coasters,  and  more  so. 

Many  vessels  have  been  equipped  with  the  Crossley 
direct-reversing  scavenging  engine  in  various  sizes,  of 
which  the  six-cylinder  type  may  be  regarded  as  typical, 
although  many  other  sizes  from  four-cylinder  100  hp. 
upwards  have  been  installed  in  coaster  vessels  for  use  in 
home  waters  and  abroad. 

In  the  six-cylinder  engine,  developing  330  b.hp.,  the 
scavenge-pump  is  at  the  forward  end  of  the  engine,  to- 
gether with  the  fuel  pumps  and  the  controls.  This  type 
of  engine  is  easy  to  handle,  and  is  adaptable  to  remote 
control  from  the  wheel-house  by  a  simple  and  neat  ar- 
rangement. 

CONSERVATION  OF  WELDING  ELECTRODE 

Clayton  B.  Herrick 
Welding  Engineer,  The  Lincoln  Electric  Company,  Cleveland,  Ohio. 

It  is  important  at  this  time  to  recall  the  factors  con- 
tributing to  the  best  use  of  the  welding  electrode  and 
resulting  in  a  faster  rate  of  production  and  conservation  of 
metal. 

1.  Select  the  right  type  of  joint  and  be  careful 
of  fit-up — Since  the  type  of  joint  greatly  affects  the 
amount  of  metal  required,  it  is  suggested  that  a  study  be 
made  to  make  sure  the  joint  is  proper  for  the  particular 
application.  Obviously,  the  joint  to  select  is  the  one  which 
meets  requirements  at  the  greatest  speed  and  the  lowest 
cost. 

Joints  and  their  fit-up  should  be  given  most  careful  con- 
sideration, as  fit-up  affects  not  only  the  cost  of  the  welded   I 
joint  as  such,  but  also  the  performance  of  the  finished  pro- 
duct. As  an  illustration  of  the  effect  upon  cost  in  a  very 
simple  fit-up,  take  the  case  of  T-weld  with  }/i-\n.  plates. 
Assume  that  the  cost  of  deposited  metal  is  $1 .00  per  lb.  Then 
if  the  joint  is  properly  fitted  up,  the  cost  per  ft.  of  joint  I 
(two  beads),  would  be  $0.40.  If,  however,  there  is  a  gap  I 
between   the   vertical   plate   and   the  horizontal  plate   of 

July,  1942    THE  ENGINEERING  JOURNAL  I 


^jg-in.,  the  cost  is- increased  to  $0.58  per  ft.  If  this  discrep- 
ancy is  Y^-va..,  the  cost  is  increased  to  $0.80  per  ft.,  resulting 
in  a  difference  of  $0.18  to  $0.40  for  3i6-in.  and  Y^-in.  respect- 
ively. Obviously  money  spent  in  obtaining  good  fit-up  is 
readily  saved  in  welding. 

2.  Choose  the  correct  type  of  Electrode — While 
the  general  purpose  electrode  will  produce  satisfactory  welds 
under  virtually  every  condition,  special  electrodes  as  for 
example  heavily  coated  fast  flowing  types  would  prove 
more  efficient.  The  electrode  should  be  chosen  with  respect 
to:  (a),  physical  properties  required;  (b),  type  of  joint; 
(c),  position  of  welding,  that  is,  flat,  vertical,  overhead  or 
horizontal;  and  (d),  condition  of  fit-up  of  the  work. 
Recommendations  of  the  equipment  manufacturer  should 
be  considered. 

3.  Use  an  Electrode  which  has  and  maintains  a 
uniform  coating — The  electrode  coating,  if  not  correct, 
will  cause  rejects  not  only  of  the  electrodes  themselves  but 
possibly  of  the  welds  produced  by  their  use.  It  should  be 
remembered  that  the  coating  not  only  produces  the  pro- 
tecting shield  but  it  also  controls:  (1),  fluidity  of  the  metal; 
(2),  penetration;  (3),  shape  of  the  beads;  (4),  physical 
properties  of  the  deposit;  and  (5),  composition  of  the 
deposit. 

4.  Use  Electrodes  which  provide  proper  physical 
properties — Electrodes  manufactured  to-day  are  clearly 
described  by  the  manufacturer  in  respect  to  the  quality  of 
weld  they  will  produce.  Required  physical  properties  of  the 
work  at  hand  should  be  known  and  the  electrode  should  be 
selected  to  meet  these  requirements. 

5.  Use  fast  flowing  Electrodes  wherever  possible 
— Certain  electrodes  are  manufactured  to-day  to  permit 
the  fastest  possible  welding  under  specified  conditions.  It 
is  obvious,  therefore,  that  electrode  and,  hence,  time  will 
be  saved  if  these  fast  flowing  types  are  used  wherever 
practical. 

6.  Select  an  Electrode  which  keeps  splatter  and 
slag  loss  at  a  minimum — Since  all  splatter  is  a  waste  of 
weld  metal,  the  importance  of  this  is  obvious.  It  should 
be  realized  that  the  splatter  loss  of  the  electrodes  vary  and 
care  should  be  taken  to  avoid  use  of  those  which  have 
excessive  losses. 

7.  Wherever  possible  use  Electrodes  which  pro- 
duce flat  beads — It  is  a  waste  of  welding  electrode  to 
deposit  any  more  metal  than  is  required.  Not  only  is  the 
welding  electrode  itself  wasted  but  useless  time  is  required 
to  remove  the  excess  metal  from  the  welded  joint. 

8.  Select  the  right  size  Electrode — The  largest 
diameter  electrode  which  can  be  used  effectively  is  the  best 
from  the  standpoint  of  electrode  conservation.  The  saving 
runs  up  to  40  per  cent  per  pound  deposited,  for  example, 
when  34-in.  is  used  instead  of  %-in. 

9.  Use  long  Electrodes  in  the  larger  size — The 
obvious  result  is  the  reduction  in  the  number  of  stub  ends 
and  in  the  time  saved  by  eliminating  interruptions  to 
change  rods.  The  18-in.  length  should  be  used  in  yi-va.. 
and  larger  sizes. 

10.  Do  not  bend  Electrodes — This  generally  unneces- 
sary habit  will  waste  from  \i  to  ^3  of  the  electrode.  Use 
electrodes  straight  and  get  the  maximum  of  deposited 
weld  metal  from  each  rod. 

11.  Use  proper  voltage  and  current  settings — 
Every  electrode  manufactured  is  designed  to  operate  at  a 
certain  voltage  and  within  a  specified  current  range.  If 
current  is  too  high  or  too  low,  it  will  manifest  itself  either 
in  excessive  splatter  loss  or  inferior  welds,  having  improper 
fusion  and  penetration. 

12.  Follow  the  procedure  specified  for  the  Elec- 
trode— Accompanying  each  different  electrode  manufac- 
tured are  detailed  specifications  regarding  procedures  to  be 
followed.  These  specifications  have  been  prepared  carefully 
by  the  electrode  manufacturer  and,  if  followed  consistently, 
will  prevent  waste  of  electrode  and  assure  high  quality 
welding. 


13.  Avoid  using  an  excessive  number  of  beads — If 
one  bead  of  weld  metal  will  meet  design  requirements,  it 
is  obviously  a  waste  of  electrode  to  add  additional  beads. 
This  same  applies  to  applications  where  two  beads  suffice. 
Additional  beads  are  simply  a  useless  waste  of  electrode. 

14.  Use  Electrode  down  to  minimum  stub  end — 
Remember  that  the  electrode  can  be  used  the  entire  length 
of  its  coated  surface.  By  using  care  in  gripping  the  electrode 
at  its  extreme  end  in  the  holder  and  burning  it  down  to 
the  maximum  extent,  the  operator  is  rendering  a  patriotic 
service  in  saving  electrode.  Just  J/£-in.  difference  in  stub 
end  saves  334  per  cent  on  an  18-in.  length  rod.  The  great 
variation  in  stub  ends  in  one  welding  shop  caused  waste 
amounting  to  YIY2  per  cent.  In  cost,  for  the  time  covered, 
it  amounted  to  $268.36. 

15.  Collect  and  save  stub  ends  of  Electrode — At 
the  rate  at  which  welding  is  being  used  to-day  in  war 
production,  the  amount  of  metal  which  would  be  wasted 
by  failure  to  save  stub  ends  would  be  tremendous.  The 
average  stub  end  is  2  in.  long  and  this  length  multiplied 
by  the  millions  of  electrodes  used,  would  constitute  the 
great  loss. 

16.  Use  modern  high  capacity  welding  generator — 
Welding  generators  manufactured  to-day  have  much  higher 
capacity  and  much  greater  efficiency.  For  example,  a 
modern  40-volt  generator  was  shown  to  produce  7.7  in.  of 
joint  per  electrode  as  against  6.6  in.  for  an  older  machine. 

AEROPLANE  versus  TANK 

From  The  Engineer,  (london)  May  1,  1942 

That  the  aeroplane  and  the  tank  have  proved  themselves 
to  be  two  of  the  most  potent  weapons  of  the  war  will  be 
readily  admitted,  but  their  relative  strength  when  in  com- 
bat with  each  other  has  still  to  be  disclosed.  We  are  told 
of  aeroplanes  and  tanks  weighing  60  tons  apiece,  and  al- 
though the  former  possess  the  advantage  of  vastly  higher 
speed,  the  tank  is  immensely  more  stoutly  armoured.  The 
flying  attack  on  the  tank  will  not,  however,  be  made  by 
an  aeroplane  of  comparable  mass,  but  by  some  smaller 
and  faster  aircraft  just  large  enough  to  carry  the  right 
size  of  bomb  or  gun  for  the  task.  Any  such  gun  could 
well  be  the  "  tank-buster  "  desired  of  the  popular  Press, 
though  whether  an  aircraft  or  some  other  vehicle  is  the 
best  form  of  mounting  for  it  has,  we  may  suppose,  yet  to 
be  settled. 

The  power  of  the  bomb  is  already  well  known,  but  when 
one  has  to  consider  the  problem  whether  an  aircraft  can 
carry  a  gun  of  sufficient  power  to  destroy  even  the  most 
powerful  tank,  one  will  naturally  first  ascertain  what  kind 
of  gun  is  carried  for  this  purpose  by  rival  tanks.  It  has 
been  disclosed  that  an  "  M3  "  tank  of  combined  British 
and  American  design,  with  an  all-up  weight  of  28  tons, 
carries  a  3  in.  gun;  this  is  in  addition  to  a  IV2  in.  A.A. 
gun  and  the  usual  battery  of  machine  guns.  The  big  gun 
is  carried  in  a  fixed  position  pointing  forward,  but  in  a 
larger  tank,  of  twice  the  weight,  it  is  reported  to  be 
mounted  in  a  revolving  turret,  which,  of  course,  makes  it 
much  more  effective.  This  tank  also  carries  heavy  armour, 
but  how  thick  remains  undisclosed.  It  is  hard  to  discuss 
intelligently  the  relative  strengths  of  gun  and  armour  when 
the  facts  have,  as  at  present,  to  remain  hidden,  but  if  we 
turn  to  the  standard  text-books  on  such  subjects  we  find 
that  the  thickness  of  armour  penetrated  by  a  given  pro- 
jectile is  stated  to  rise  in  direct  proportion  to  the  projectile 
diameter  and  much  more  rapidly  than  the  impact  velocity; 
in  fact,  as  fast  as  V1-*.  If,  as  is  likely,  these  general  rules 
apply  even  to  the  projectiles  and  armour  of  to-day — 
much  improved  no  doubt,  though  one  can  picture  the 
degree  of  improvement  as  much  the  same  in  both — one 
may  make  suggestive  calculations.  Given  that  modern 
tanks  are  fitted  with  3  in.  guns  in  order  to  dispose  of  their 
rivals,  we  can  assume  that  if  an  aeroplane  could  carry 


THE  ENGINEERING  JOURNAL     July,  1912 


429 


such  a  weapon  it  would  be  at  least  equally  able  to  deal 
with  them;  but  it  should  not  be  necessary  to  go  nearly  so 
far  as  this,  for  the  gun  carried  in  the  aeroplane  has  the 
enormous  advantage  that  its  projectile  shares  the  high 
forward  speed  of  possibly  as  much  as  500  ft.  per  second, 
even  before  the  gun  is  fired.  If  the  gun  normally  has  a 
muzzle  velocity  sufficient  at  close  range  to  give  a  striking 
velocity  of  2,200  ft.  per  second,  it  may,  if  fired  from  an 
aeroplane,  have  its  velocity  raised  to  2,700  ft.  per  second. 
The  consequent  penetrative  power  will,  owing  to  the  law 
already  cited,  rise  much  more  quickly  than  in  the  ratio 
of  2,700  to  2,200;  in  fact,  it  may  be  expected  to  rise  more 
nearly  as  3,000  is  to  2,200.  This  is  a  considerable  jump, 
and  if  the  former  figure  sufficed  to  ensure  pentration  with 
a  3  in.  gun,  it  would  follow,  on  these  classical  rules,  that 
a  2V4  in.  gun  should  suffice  if  fired  from  an  aeroplane. 
Similarly,  a  3  in.  gun  in  the  air  should  compare  in  pene- 
trative power  with  a  4  in.  gun  on  the  ground.  Indeed,  one 
may  go  further  and  have  the  reasonable  hope  that,  with 
the  greater  freedom  possessed  by  aircraft  in  choosing  the 
precise  point  to  be  attacked,  an  even  smaller  gun  rightly 
aimed  would  be  able  to  do  all  that  is  necessary.  We  know 
that  the  American  "  Airacobra  "  carried  a  V/2  in.  gun,  so 
that  the  advance  suggested  here  cannot  be  said  to  be  ex- 
travagant. One  must  not  forget,  however,  that  there  is 
still  the  recoil  force  of  the  gun  to  be  taken  into  considera- 
tion. If  this  considerable  force  is  not  arranged  to  pass 
through  the  centre  of  gravity  of  the  aircraft,  it  will  pro- 
duce a  pitching  couple  which  may  prove  troublesome  to 
both  pilot  and  gunner.  This  point  certainly  needs  to  be 
watched.  There  is  also  the  effect  of  the  recoil  force  in 
tending  to  retard  the  motion  of  the  aeroplane  as  a  whole, 
which,  in  the  limit,  might  lead  to  stalling.  As  it  happens, 
this  risk  need  not  trouble  us  much  since  the  aircraft  is 
certain  to  be  attacking  its  target  during  a  dive,  and  this 
additional  amount  of  braking  effect  would  be  welcome 
rather  than  otherwise;  indeed,  machines  designed  as  dive 
bombers  need  to  be  fitted  with  air  brakes  under  their 
wings  for  this  very  purpose.  Hence  a  gun  which  acts  as 
an  appreciable  air  brake  is  certainly  no  hindrance. 

We  realize  that  there  need  to  be  taken  into  account 
many  other  considerations  than  these,  but  such  matters 
cannot  well  be  pursued  in  the  public  Press.  We  have  based 
this  discussion  on  what  is  already  text-book  matter  and 
on  such  information  as  has  been  published  elsewhere,  but 
so  far  as  it  goes  it  suggests  that  the  tank  may  yet  find 
the  large  gun  aeroplane  to  be  the  most  powerful  foe  it  has 
to  encounter.  And  it  is  obvious  that  other  targets  than 
tanks  might  well  find  themselves  in  the  future  to  be  the 
objectives  of  such  enhanced  forms  of  air  striking  force. 
The  gun  has  the  advantage  over  the  bomb  in  its  greater 
penetrative  power  and  its  surer  aim,  but  for  some  targets 
the  bomb  would,  no  doubt,  retain  its  old  priority. 

ABSENTEEISM 

From  Trade  &  Engineering,  May,  1942. 

In  the  factories  much  has  been  done  to  improve  liaison 
and  understanding  between  managements  and  employees 
by  setting  up  joint  committees,  composed  of  representatives 
of  both  sides,  to  discuss  factory  problems.  Their  one  weak- 
ness was  that  they  did  nothing  to  deal  with  what  were 
perhaps  the  two  most  serious  problems — absenteeism  and 
bad  time-keeping.  Between  them  these  two  things  must 
have  robbed  the  war  effort  of  a  great  number  of  man-hours 
and  machine-hours.  It  was  pleasing  therefore  to  note  that 
the  Minister  of  Labour  recently  made  a  new  order  to  deal 
with  both  evils  at  the  same  time,  amending  the  Essential 
Work  (General  Provisions)  Order,  1942. 

Hitherto,  absence  or  persistent  lateness  on  the  part  of 
workers  in  scheduled  undertakings  had  not  been  a  direct 
offence  under  the  Defence  (General)  Regulations.  The 
Essential  Work  Order  provided  that  such  cases  could  be 


reported  by  the  employer  to  the  National  Service  Officer, 
who,  after  investigation,  could  give  the  worker  concerned 
directions  as  to  the  method  or  manner  of  his  work  and  the 
times  at  which  and  during  which  he  should  present  himself 
for  work  and  remain  at  work.  The  worker  had  the  right  of 
appeal  to  a  local  Appeal  Board  against  any  direction.  When 
a  direction  had  been  given  and  was  not  withdrawn  as  the 
result  of  an  appeal  the  worker  committed  an  offence  if  he 
did  not  comply  with  the  direction  and  attend  for  work  at 
the  specified  times. 

This  procedure  was  found  to  be  too  cumbrous  and  to 
result  in  difficulties  in  dealing  promptly  with  serious  cases 
of  absenteeism  or  persistent  bad  time-keeping.  The  amend- 
ing order  makes  it  an  offence  for  a  person  to  whom  the 
Essential  Work  Order  applies  either  to  absent  himself  from 
work  or  to  be  persistently  late  without  reasonable  excuse. 
Proceedings  can  be  taken  against  an  offender  without  the 
National  Service  Officer  having  to  give  a  specific  direction 
to  the  person  concerned  and  without  him  having  an  oppor- 
tunity to  appeal.  Where,  however,  there  is  in  the  under- 
taking a  works  committee  or  other  joint  council  which,  in 
the  opinion  of  the  National  Service  Officer,  can  appro- 
priately deal  with  the  matter,  the  case  must  be  referred  to 
that  body. 

A  similar  amendment  to  the  order  relating  to  the  building 
and  civil  engineering  industries  came  into  force  just  before 
Easter  and  the  question  of  amendments  to  other  orders 
relating  to  special  industries  is  being  further  discussed  with 
the  industries  concerned.  It  would  appear  that  if  full  use  is 
made  of  these  extended  powers  absenteeism  and  persistent 
lateness  will  cease  to  be  a  nightmare  to  those  responsible 
for  war  production. 

THE  k'F.W.  190"  FIGHTER 

From    The  Engineer  (London)  April,  17,  1942 

More  and  more  frequently,  in  accounts  of  the  air  fight- 
ing across  the  Channel,  mention  is  made  of  encounters 
with  Germany's  new  fighter,  the  "  F.W.  190."  So  far,  in 
their  sweeps  and  on  bomber  escorting  raids  over  enemy 
occupied  territory,  British  "  Spitfires  "  have  had  much 
the  best  of  these  brushes  with  the  "  F.W.s  "  despite  the 
advantage  which  the  enemy  had  in  operating  near  his 
own  bases,  and  with  the  support  of  ground  defences.  In 
January  R.A.F.  pilots  reported  that  they  did  not  find  the 
new  German  fighter  capable  of  any  exceptional  perform- 
ance, and  that  the  latest  type  "  Spitfires  "  and  "Hurri- 
canes "  were  more  than  a  match  for  it. 

The  R.A.F.  first  encountered  the  "F.W.  190"  last 
September,  when  two  radial-engined  fighters  of  an  un- 
identified type  wore  reported  shot  down.  Since  then  the 
"  F.W."  has  appeared  in  increasing  numbers  in  the  west. 
From  twos  and  threes  they  have  been  met  with  in  batches 
of  at  least  thirty.  The  type  has  also  been  reported  in 
action  against  the  Russians  in  the  East.  Comparing  the 
"  F.W.  190  "  with  the  enemy's  standard  single-seat  fighter 
— the  "  Me.  109  " — the  most  obvious  point  about  it  is  that 
it  has  an  air-cooled  radial  motor,  instead  of  the  liquid- 
cooled,  in-line  type  generally  chosen  for  fighter  aircraft 
where  speed  is  a  foremost  consideration.  Apart  from  any 
purely  mechanical  advantages  or  disadvantages,  the  shape 
of  an  in-line  engine — with  cylinders  arranged  one  behind 
the  other — lends  itself  to  better  streamlining  than  the 
radial  form,  where  the  cylinders  are  arranged  in  a  circle. 
For  this  reason  most  of  the  world's  fastest  short-range 
fighters — British  "  Spitfires  "  and  "  Hurricanes,"  American 
"  Airacobras,"  Russian  "  M.I.G.  3s,"  German  "  Me.  109s," 
and  Italian  "Macchi  202s,"  all  have  liquid-cooled,  in-line 
motors.  Only  in  America  has  the  air-cooled  radial  engine 
continued  to  find  favour  for  single-seat  fighters  in  recent 
years.  In  the  States  a  great  deal  of  development  went  on 
after  other  countries  more  or  less  dropped  the  type.  One 
result  of  American   research   was  the   Curtiss   "  Hawk  " 


430 


July,  1942     THE  ENGINEERING  JOURNAL 


fighter  supplied  to  the  French  Armée  de  l'Air  which  al- 
though comparatively  slow,  did  good  work  against  the 
"Me.  109s"  before  France  fell. 

In  reverting  to  the  radial  engine  for  a  new  fighter  to 
which  the  Germans  at  one  time  seemed  to  pin  a  good 
deal  of  faith,  it  would  appear  that  the  Luftwaffe  has  some 
special  object  in  mind.  It  has  been  suggested  that  its  need 
was  for  an  interceptor  with  a  very  rapid  rate  of  climb 
to  contend  with  the  increasing  power  of  British  sweeps 
over  occupied  territory.  But  as  these  sweeps  are  of  com- 
paratively recent  date  and  as  it  takes  a  considerable  time 
to  design  and  build  a  new  aircraft,  it  is  certain  that  the 
development  of  the  "  F.W.  190  "  was  started  much  earlier, 
and  with  a  different  object.  More  probably  the  outstand- 
ing successes  which  the  highly  manoeuvrable  "  Hawk 
75s  "  gained  during  the  Battle  of  France  impressed  the 
Germans  with  the  possibilities  of  the  type.  Also  the  re- 
latively greater  ease  of  maintenance  and  freedom  from 
coolant  troubles  may  have  persuaded  the  Luftwaffe  that 
what  was  lost  in  absolute  speed  might  be  made  up  in  other 
directions. 

So  far  the  "  F.W.  190  "  has  not  ventured  into  combat 
with  British  fighters  on  this  side  of  the  Channel,  and  al- 
though a  number  have  already  been  destroyed  by  British 
fighters  they  have  mostly  fallen  on  enemy  territory. 
Nevertheless,  a  certain  amount  is  now  known  about  it. 
The  engine  appears  to  be  an  improved  version  of  the 
"  B.M.W."  fourteen-cylinder  engine,  similar  to  that  fitted 
in  the  enemy's  new  two-motor  bomber,  the  "  Do.  217E." 
It  probably  develops  around  1,600  hp. — which  is  about 
25  per  cent  more  power  than  the  latest  "  Me.  109  "  is 
credited  with.  In  general  appearance  the  "  F.W.  190  "  is 
not  unlike  the  "  Messerschmitt."  Its  armament  is  not  very 
great — less  than  the  latest  British  "  Spitfires  "  and  "  Hurri- 
canes." The  general  perfonnance  of  the  "  F.W.  190  "  does 
not  appear  to  be  greatly  different  from  its  predecessor, 
and  on  the  evidence  of  its  showing  so  far  it  is  no  great 
menace  to  the  RA.F.'s  existing  fighters,  and  definitely 
below  the  standard  of  the  new  British  and  American 
fighters  known  to  be  on  the  way. 

ATLANTIC  FERRYING  RECORD 

From  Trade  &  Engineering,  May,  1942. 

Though  it  has  been  operating  for  nine  months  and  has 
brought  across  the  Atlantic  aircraft  worth  millions  of 
pounds,  not  a  single  machine  of  R.A.F.  Ferry  Command 
has  yet  been  intercepted  by  the  enemy.  At  the  head  of 
Ferry  Command  is  Air  Chief  Marshall  Sir  Frederick 
Bowhill,  formerly  Commander-in-Chief,  Coastal  Command. 
His  headquarters  are  at  Montreal,  and  it  is  from  there  that 
delivery  flights  are  controlled.  The  terminal  base  for  incom- 
ing aircraft  is  somewhere  on  the  west  coast  of  Britain. 
Associated  with  this  is  the  control  centre,  which  is  in  con- 
stant touch  with  the  American-made  aircraft  as  they  make 
their  way  across  the  Atlantic.  The  new  bombers  are  first 
delivered  to  Montreal  from  the  American  factories,  and 
are  then  flown  by  Ferry  Command  pilots  and  crews  to 
Newfoundland  for  the  long  hop  of  1,900  miles  across  the 
Atlantic.  The  flying-boats  make  an  even  longer  flight  of 


about  3,500  miles.  Passengers  and  crew  carry  only  a  few 
sandwiches  and  some  fruit  juice  to  sustain  them  on  the 
journey — which,  in  itself,  is  proof  of  the  faith  they  have  in 
the  reliability  of  the  service.  This  is  well  justified,  for  air- 
craft brought  to  this  country  are  rarely  more  than  five 
minutes  over  their  estimated  time  of  arrival. 

It  is  a  military  offence  for  pilots  to  hazard  an  aircraft 
by  attempting  to  set  up  a  new  time  record.  Nevertheless, 
favourable  conditions  have  enabled  some  extremely  fast 
times  to  be  set  up,  the  best  performance  to  date  being  that 
of  a  civilian  pilot,  who  crossed  with  a  bomber  in  six  hours 
50  minutes.  The  first  recorded  case  of  an  aerial  stowaway 
occurred  in  connection  with  the  Atlantic  Ferry.  He  was  a 
member  of  the  civilian  ground  staff  who  had  tried  to  join 
the  R.A.F.  but  had  been  graded  as  indispensable.  He 
reported  to  the  captain  half-way  across  the  Atlantic — and 
eventually  achieved  his  object.  Recently  a  British  Airways 
captain  completed  his  twenty-fifth  Atlantic  crossing  in  10 
months — a  very  fine  record. 

PRODUCER  GAS  FOR  ROAD  VEHICLES 

From  The  Engineer,  May,  8th,  1942. 

At  a  meeting  of  the  Mobile  Producer  Gas  Association, 
which  was  held  in  London  last  week,  a  scheme  was  put 
forward  for  the  conversion  of  50,000  road  vehicles  to  run 
on  producer  gas.  It  was  stated  that  the  proposed  conversion 
would  save  3,000  gallons  of  petrol  yearly  for  each  vehicle, 
or  an  aggregate  of  150,000,000  gallons.  Mr.  J.  W.  Noel 
Gordon,  the  Chairman  of  the  Association,  pointed  out  that 
50,000  vehicles  represented  but  a  fraction  of  our  motor 
transport  fleet.  The  extent  of  the  fuel  saving  would,  he 
said,  be  dependent  on  the  amount  of  fuel  released  for  the 
making  of  producer  gas  and  the  quantity  of  producer  gas 
plant  which  could  be  manufactured.  On  the  Continent,  he 
added,  some  300,000  vehicles  were  operating  on  producer 
gas,  of  which  about  two-thirds  were  in  Axis  countries. 
Compared  with  that  position,  only  a  handful  of  vehicles 
were  using  producer  gas  in  this  country,  which  possessed 
the  finest  coals  in  the  world  from  which  gas  could  be  made. 
The  British  Coal  Research  Association,  with  the  assistance 
of  the  Department  of  Scientific  and  Industrial  Research 
and  industrial  concerns,  had  evolved  a  producer  gas  plant 
which  could  be  manufactured  and  used  in  large  numbers, 
while  Imperial  Chemical  Industries  Ltd.,  had  shown  how 
fuel  gas  could  be  made  from  certain  kinds  of  British  coke 
and  anthracite.  Intensive  research  had  enabled  a  scheme 
to  be  laid  before  the  Government  which  provided  for  a 
standardised  form  of  producer  that  could  be  made  in 
quantity  with  comparatively  little  labour.  The  larger 
transport  operators  would,  Mr.  Jordan  said,  be  able  to  get 
producer  plants  direct  from  the  manufacturers  and  their 
own  mechanics  could  install  them  in  existing  lorries.  The 
supply  of  steel  and  labour  which  would  be  necessary  to 
carry  out  the  scheme  would  be  infinitely  less  than  that 
needed  to  build  tankers  to  transport  the  equivalent  quan- 
tity of  petrol  saved.  It  was  further  stated  that  fuel  of  the 
necessary  quality  could  be  manufactured  at  a  number  of 
centres  in  England,  Scotland  and  Wales,  and  that  this 
special  fuel,  together  with  anthracite  fuel,  could  be  distrib- 
uted by  service  stations. 


THE  ENGINEERING  JOURNAL     July,  1942 


431 


From  Month  to  Month 


PRESIDENT  YOUNG  TO  VISIT  QUEBEC 
AND  MARITIME  BRANCHES 

Institute  members  in  all  the  Branches  east  of  Montreal 
will  welcome  the  news  that  the  president  is  planning  a  two 
weeks'  journey  to  visit  all  the  Branches  in  that  territory. 
He  will  be  present  at  meetings  to  be  held  in  Three  Rivers, 
Quebec  City,  Moncton,  Sydney,  Halifax,  Saint  John  and 
Arvida,  at  which  he  will  speak  on  Institute  affairs,  more 
particularly  as  regards  the  aid  members  can  give  in  the 
war  effort.  Detail  arrangements  are  now  being  made  for 
these  gatherings. 

The  president's  tentative  itinerary  is  as  follows:— 

Lv.     Toronto P.M.     Wednesday,  June  29th 

Ar.     Three  Rivers A.M.     Thursday,      July  30th 

Meeting  with  St.  Maurice  Valley  Branch 

Lv.     Three  Rivers A.M.     Friday,  July  31st 

Ar.     Quebec P.M.     Friday,  July  31st 

Meeting  with  Quebec  Branch 

Lv.     Quebec P.M.     Sunday,         August  2nd 

Ar.     Moncton P.M.     Monday,        August  3rd 

Meeting  with  Moncton  Branch 

Lv.     Moncton P.M.     Tuesday,        August  4th 

Ar.     Sydney A.M.     Wednesday,  August  5th 

Meeting  with  Cape  Breton  Branch 

Lv.     Sydney A.M.     Thursday,      August  6th 

Ar.     Halifax P.M.     Thursday,      August  6th 

Meeting  with  Halifax  Branch 

Lv.     Halifax A.M.     Saturday,      August  8th 

Ar.     Saint  John P.M.     Saturday,      August  8th 

Meeting  with  Saint  John  Branch 

Lv.     Saint  John A.M.     Tuesday,        August  11th 

Ar.     Rivière-du-Loup P.M.     Tuesday,        August  11th 

Lv.     Rivière-du-Loup A.M.     Wednesday,  August  12th 

Ar.     Bagotville P.M.     Wednesday,  August  12th 

Meeting  with  Saguenay  Branch 

Lv.     Bagotville A.M.     Friday,  August  14th 

Ar.     Murray  Bay. P.M.     Friday,  August  14th 

Visitations  of  this  kind  make  considerable  demands  on 
the  president's  time,  but  are  willingly  undertaken,  for  they 
do  so  much  to  promote  and  maintain  that  fellow  feeling 
which  unites  Institute  members  wherever  they  reside. 
Further,  they  enable  him  to  meet  old  friends  and  make 
new  ones  and  they  give  Branch  officers  and  members  an 
enjoyable  opportunity  of  paying  their  respects  to  the 
official  head  of  the  Institute  to  which  they  are  proud  to 
belong. 

THE  JAMES  WATT  INTERNATIONAL  MEDAL 

Word  has  been  received  that  the  Council  of  the  Institu- 
tion of  Mechanical  Engineers  has  awarded  this  medal  for 
1942  to  A.  G.  M.  Michell,  of  Melbourne,  Australia.  Awards 
are  made  with  the  co-operation  of  engineering  societies 
throughout  the  world  ;  Mr.  Michell's  name  was  put  forward 
by  The  Engineering  Institute  of  Canada,  and  also  by  the 
Institution  of  Engineers,  Australia,  and  the  South  African 
Institution  of  Engineers.  It  may  be  noted  that  the  recipient 
of  the  medal  in  1941,  Dr.  Aurel  Stodola,  was  nominated  by 
the  Institute,  as  well  as  by  the  Swiss  Society  of  Engineers 
and  Architects,  and  the  Czechoslovakian  Society  of 
Engineers. 

The  terms  of  reference  for  the  James  Watt  Awards  call 
for  a  scientist,  an  inventor  and  a  producer  who  has  achieved 
international  recognition  by  his  work  as  a  mechanical 
engineer  and  in  the  application  of  science  to  the  progress 
of  mechanical  engineering.  A.  G.  M.  Michell  amply  fulfills 
these  conditions. 

His  name  is  best  known  as  the  discoverer  of  improvement 
in  journal  and  thrust  bearings,  based  on  investigations 
which  continued  and  greatly  extended  the  classical  study 


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


of  lubrication  commenced  by  Beauchamp  Tower  and 
Osborne  Reynolds.  After  publishing  an  important  paper  on 
the  "Lubrication  of  Plane  Surfaces,"  Michell  patented  his 
thrust  bearing  in  1905.  The  marine  thrust  bearing  of  to-day 
employs  the  principles  he  developed,  which  made  possible 
the  successful  operation  of  marine  propelling  machinery  of 
much  greater  size  and  power  than  previously,  and  differs 
little  if  at  all  from  his  original  design.  The  work  of  Kingsbury 
in  the  United  States  along  similar  lines  is  well  known. 

In  addition  to  this  achievement  Michell  made  other 
valuable  contributions  to  the  science  of  engineering,  notably 
in  his  regenerative  centrifugal  pump  and  an  opposed-piston 
crankless  steam  engine  which  is  being  manufactured  in  the 
United  States.  He  is  a  Fellow  of  the  Royal  Society  and  an 
author  of  many  technical  papers.  Personally  he  is  of  a 
retiring  disposition,  and  is  not  a  seeker  for  honours,  so 
that  the  distinction  now  to  be  conferred  upon  him  seems 
to  call  for  special  mention. 

AN  ENGINEERING  SOCIETY  IN  WARTIME 

As  yet  restrictions  due  to  war  conditions  have  not 
seriously  limited  the  activities  of  engineering  societies  on 
this  side  of  the  Atlantic,  although  many  new  kinds  of  effort 
have  been  necessary,  and  some  lines  of  work  have  been 
made  more  difficult.  There  has  been  marked  development 
in  advisory  and  committee  work,  in  which  the  societies  are 
rendering  important  service  to  their  governments,  par- 
ticularly as  regards  the  technical  and  personnel  questions  for 
which  their  organization  specially  fits  them.  But  con- 
ditions are  by  no  means  so  favourable  for  the  publication 
and  discussion  of  professional  papers.  Even  in  Canada, 
censorship  regulations — whose  necessity  everyone  admits 
— make  it  difficult,  if  not  impossible,  to  publish  or  discuss 
matter  dealing  with  the  very  subjects  in  which  engineers 
are  now  most  interested.  This  applies  even  more  forcibly  in 
Britain,  where  the  work  of  such  institutions  has  to  be 
carried  on  under  conditions  of  which  as  yet  we  have  had  no 
experience  in  this  country. 

Aeronautical  engineering,  a  branch  to  which  the  war  has 
given  immense  impetus,  is  a  case  in  point.  The  last  number 
of  the  Journal  of  the  Royal  Aeronautical  Society,  for  example, 
reports  an  increase  in  membership,  some  bomb  damage  to 
its  headquarters  in  London,  a  surplus  of  income  over 
expenditure,  and  the  maintenance  of  a  skeleton  organization 
by  most  of  the  sixteen  branches  of  the  Society.  But  since 
the  majority  of  its  members  are  engaged  on  work  for  the 
Ministry  of  Aircraft  Production,  the  Royal  Air  Force,  or 
the  aircraft  industry,  and  therefore  come  under  the  Secrecy 
Act,  and  also  since  the  only  subject  not  barred  by  censorship 
seems  to  be  civil  aviation,  it  has  only  been  possible  to  carry 
out  a  very  meagre  programme  of  society  and  branch 
meetings,  although  some  informal  technical  discussions 
have  been  held.  The  Society  is  of  course  represented  on  or 
by  a  number  of  important  committees  which  are  actively 
concerned  in  the  war  effort  and  are  giving  results  of  great 
value.  Its  publications,  and  notably  its  Journal,  have 
maintained  their  high  standard  in  spite  of  paper  shortage 
and  other  difficulties  due  to  war  conditions.  An  admirable 
series  of  abstracts  from  the  scientific  and  technical  press, 
and  references  to  current  scientific  papers  (occupying  more 
than  sixty  pages  in  the  May  issue)  is  provided  by  the  Air 
Ministry  each  month.  This  is  an  important  feature  of  the 
Journal  and  is  notable  because  it  pays  special  attention  to 
the  work  carried  out  in  foreign  countries. 

The  Engineering  Institute  of  Canada  has  long  main- 
tained   cordial    relations    with    the    Royal    Aeronautical 


432 


July,  1942     THE  ENGINEERING  JOURNAL 


Society.  Institute  members  will  recall*  that  some  years  ago 
an  agreement  was  entered  into  by  the  Councils  of  the  two 
bodies,  providing  for  the  formation  of  an  Aeronautical 
Section  by  any  branch  of  the  Institute.  These  sections  have 
joint  membership  and  consist  of  such  corporate  members 
and  juniors  of  the  Institute  and  technical  members  of  the 
R.Ae.S.  as  applied  for  membership  therein.  Several  of  these 
sections  were  formed.  The  papers  presented  before  them 
were  published  in  a  special  section  of  The  Engineering 
Journal,  copies  of  which  were  forwarded  to  London  for 
distribution  to  R.Ae.S.  members.  In  return  Institute  mem- 
bers of  our  Aeronautical  Sections  received  copies  of  the 
R.Ae.S.  Journal.  The  Society  recognized  such  Aeronautical 
Sections  as  local  sections  of  its  own,  an  arrangement  which 
worked  well  and  made  for  co-operation  and  joint  interest  in 
aeronautical  work  in  Canada. 

The  agreement  is  still  in  force  and  functioned  until  quite 
recently.  In  fact  the  latest  Aeronautical  Section  Reprint  was 
issued  in  November,  1941.  War  conditions,  however,  caused 
a  complete  upheaval  of  our  aircraft  industry,  an  immense 
development  in  aircraft  production,  the  building  up  of  an 
air  force  to  which  some  150,000  men  have  been  added  since 
1940,  and  the  employment  of  a  host  of  engineers  and 
technically  trained  men  in  the  industry,  the  Department  of 
Munitions  and  Supply,  and  the  Royal  Canadian  Air  Force. 
These  stirring  events  have  left  our  members  and  those  of 
the  Royal  Aeronautical  Society  who  are  now  in  Canada  but 
little  time  or  opportunity  for  meetings  or  discussions  other 
than  those  connected  with  their  special  duties.  This,  and 
the  frequent  transfer  of  people  from  place  to  place,  have, 
for  the  present,  made  it  impossible  to  carry  on  the  activities 
of  j.he  Aeronautical  Sections.  We  look  forward,  however, 
to  tue  time  when  this  state  of  things  will  be  remedied  and 
the  joint  sections  will  again  be  able  to  make  their  con- 
tributions to  aeronautical  progress  in  Canada. 

FEES  OF  MEMBERS  OVERSEAS 

It  might  be  appropriate  to  remind  members  that  follow- 
in  the  practice  established  in  the  last  war,  Council  has 
authorized  the  remission  of  fees,  upon  request,  for  all 
members  serving  in  the  overseas  forces.  The  officiai  minute 
reads  as  follows: 

"The  remission  of  annual  fees  of  members  normally 
resident  in  Canada,  appointed  to  or  enlisting  in  His 
Majesty's  Armed  Forces,  will  be  considered  by  Council 
upon  written  request,  and  on  the  following  basis: 

"The  fee  which  is  applicable  at  the  first  of  the  year  is 
the  amount  for  which  the  member  shall  be  liable,  and 
for  which  he  shall  be  billed.  If,  subsequently  in  that  year, 
conditions  change,  allowance  will  be  made  on  the  follow- 
ing basis: 

"When  service  requires  the  member  to  leave  Canada 
his  fee  will  be  remitted  for  the  balance  of  the  year,  and 
his  account  credited  accordingly. 

"Members  in  the  Naval  or  Air  Services,  who  are  inter- 
mittently absent  from  Canada  because  of  the  war,  will 
be  considered  as  eligible  for  this  privilege. 

"In  computing  the  'balance  of  the  year'  only  half  year 
periods  will  be  considered,  and  the  remission  will  date 
from  January  1st  or  July  1st,  whichever  is  nearest  to  the 
date  at  which  notice  of  change  is  received  at  Institute  Head- 
quarters. 

"Under  such  conditions  all  Institute  services  cease, 
except  that  it  is  the  desire  of  Council  to  assist  overseas 
members  in  any  way  that  may  be  possible,  and  oppor- 
tunities to  render  special  services  to  such  members  will 
be  welcomed.  Members  on  active  service  are  requested 
to  keep  Headquarters  informed  of  their  movements,  as 
this  is  the  only  means  by  which  a  proper  accounting  can 
be  rendered.  This  detailed  information  is  also  desirable 
as  it  is  proposed  to  keep  at  Headquarters  a  record  of  all 
members  who  are  on  active  service." 


*See  The  Engineering  Journal,  December,  1930. 


It  should  be  noted  that  members  whose  fees  are  thus 
remitted  and  who  are  on  active  service  overseas  may  have 
The  Engineering  Journal  sent  to  them  on  payment  of  one 
dollar  per  year. 

If  it  is  not  found  convenient  to  have  some  one  here  make 
the  remittance,  the  amount  will  be  left  in  members' 
accounts  until  such  time  as  they  return  to  Canada. 

The  Institute  is  honoured  by  the  national  services  of  its 
members,  and  this  remission  of  fees  is  but  a  modest  expres- 
sion of  appreciation  which  Council  feels  it  is  making  on 
behalf  of  all  members  who  remain  in  Canada. 

LETTER  FROM  WASHINGTON 

The  following  article  was  contributed  by  E.  R.  Jacobsen, 
M.E.i.c,  Engineering  and  Technical  Assistant  to  the 
Director  General,  Commonwealth  of  Australia  War  Sup- 
plies Procurement,  Washington,  D.C.  Mr.  Jacobsen  is  on 
loan  from  the  Dominion  Bridge,  Company,  Limited  of 
Montreal.  It  is  hoped  that  his  contributions  will  become  a 
monthly  feature  of  the  Journal — Editor. 

The  All  Engineers  Dinner 

It  was  recently  my  privilege  to  attend  the  largest  all- 
engineering  dinner  ever  held  in  Washington,  D.C.  The  affair 
was  arranged  under  the  auspices  of  no  less  than  sixteen 
national  engineering  societies — both  civil  and  military.  The 
subject  was  "The  Engineer's  Job  in  War  Production."  Over 
twelve  hundred  people  sat  down  to  dinner  in  the  main  ball 
room  of  the  Mayflower  Hotel — that  rendezvous  of  politi- 
cians, statesmen,  Hollywood  celebrities  and,  now,  a  meeting 
place  for  interesting  people  from  all  over  the  world.  Uni- 
forms of  all  descriptions  were  very  much  in  evidence.  The 
three  speakers  were  Lt.  Gen.  Brehon  Somervell,  Command- 
ing General  of  the  Services  of  Supply,  Donald  M.  Nelson, 
Chairman  of  the  War  Production  Board,  and  William  L. 
Batt,  Joint  Chairman  of  the  Raw  Materials  Board.  The 
chairman  of  the  evening  was  James  W.  Parker,  President 
of  the  American  Society  of  Civil  Engineers. 

It  strikes  me  as  particularly  significant  that  the  three 
men  who  head  the  three  most  important  bodies  in  the  field 
of  supply  and  production  should  all  be  engineers.  A  few 
words  about  their  background  should  be  of  interest. 

General  Somervell  served  in  France  in  the  last  war  as 
second  in  command  of  the  15th  U.S.  Engineers  and  was 
decorated  three  times.  He  has  remained  in  the  U.S.  Corps 
of  Engineers  ever  since.  He  made  extensive  surveys  of  the 
Rhine  and  the  Danube  under  special  commission  from  the 
League  of  Nations.  At  the  request  of  the  Turkish  Govern- 
ment he  carried  out  an  economic  survey  of  Turkey.  Later, 
he  was  WPA  Administrator  for  the  City  of  New  York. 
Recently,  he  was  in  charge  of  the  construction  of  Army 
cantonments  and  completed  in  just  over  a  year  the  con- 
struction of  housing  facilities  for  over  one  million  men.1 
As  Commanding  General  of  the  Services  and  Supply,  he 
now  holds  one  of  the  really  important  jobs  in  the 
U.S.  Army. 

At  the  last  moment,  Donald  Nelson  was  prevented  from 
attending  in  person.  It  is  not  always  remembered  that 
Donald  Nelson  is  an  engineer.  He  graduated  in  1911  as  a 
chemical  engineer  from  the  University  of  Missouri  and 
worked  for  ten  years  as  a  chemist  in  the  testing  laboratories 
of  Sears-Roebuck  before  he  transferred  to  the  merchandising 
side  of  the  business.  He  eventually  became  executive  vice- 
president  of  Sears  Roebuck.  He  first  came  to  Washington 
to  work  for  the  Treasury  Department  and  was  then  made 
head  of  the  purchasing  division  of  the  Office  of  Production 
Management.  His  present  job  as  chairman  of  the  War  Pro- 
duction Board  makes  him  the  second  most  powerful  man  in 
the  United  States — second  only  to  the  president. 

William  L.  Batt  graduated  as  a  mechanical  engineer  in 
1907.  He  eventually  became  president  of  the  SKF  Company 

lSee  "Citadels  of  Democracy"  published  by  the  U.S.  War  Depart 
ment. 


THE  ENGINEERING  JOURNAL     July,  1942 


433 


and  is  a  past  president  of  the  American  Society  of  Mechani- 
cal Engineers.  He  has  been  decorated  by  the  King  of  Sweden 
for  his  contrbutions  to  international  trade.  He  is  now  chair- 
man of  the  Requirements  Committee  of  the  War  Production 
Board  and  joint  chairman,  with  Sir  Clive  Baillieu,  of  the 
Raw  Materials  Board  which  was  set  up  as  one  of  the  direct 
results  of  the  Churchill-Roosevelt  Conference. 

The  following  notes  are  the  result  of  jottings  made  during 
this  interesting  evening. 

The  American  productive  machine  should  shortly  be 
running  full  out.  Never  before  has  this  machine  been 
allowed  to  run  without  periodic  stoppages  and  without  the 
handicaps  caused  by  financial  considerations,  political 
exigencies,  and  labour  intrigue.  We  are  about  to  discover 
the  real  measure  of  the  productive  capacity  of  the  American 
people.  Once  this  capacity  is  known,  the  long  term  impli- 
cations cannot  be  ignored.  If  we  take  the  national  income 
as  a  measure  of  the  productive  capacity  of  the  United  States, 
we  begin  to  see  the  trend.  The  national  income  for  the  best 
pre-war  year  was  85  billion  dollars.  This  year  the  national 
income  will  be  between  110  and  120  billion,  with  a  further 
considerable  increase  expected  in  1943. 

Much  of  the  present  difficulty  in  the  United  States  is  the 
result  of  overlooking  the  fact  that,  though  they  were  the 
largest  consuming  nation,  they  were  also  the  largest  import- 
ing nation  in  the  world.  Mr.  Batt  suggested  that  in  future 
days  the  United  States  should  guard  against  any  repetition 
of  the  errors  of  this  war  by  the  constant  maintenance  of 
stock  piles.  He  also  stated  that  American  industry  had  been 
ill  equipped  to  meet  certain  specific  military  demands  and 
argued  that  specialized  war  plants  should  not  be  dismantled 
after  the  war  but  maintained  as  part  of  the  national 
defence. 

It  was  argued  that  the  supply  of  materials  would  be  the 
deciding  factor  in  the  war  and,  while  confidence  in  our 
position  was  expressed,  the  meeting  was  gravely  warned 
that  our  supply  problems  could  only  be  met  by  stern  and 
drastic  measures.  The  limit  of  available  natural  resources  in 
many  categories  has  already  been  reached  and  from  now 
on  we  must  rely  upon  what  Mr.  Batt  called  "mines  above 
the  ground."  These  fall  into  two  classes.  The  first  is  in  the 
elimination  of  waste.  He  said  that  it  is  impossible  to  over- 
estimate the  importance  of  scrap  of  all  kinds — scrap  will 
probably  win  the  war.  This  is  going  to  involve  hard  lessons 
for  an  extravagant  people.  The  second  "mine  above 
^ground,"  is  in  the  field  of  specification  and  standardization 
and  here  can  be  found  full  scope  for  engineering  ingenuity, 
skill,  originality,  and  even  audacity.  Twenty-five  per  cent 
of  our  nickel  consumption  has  been  saved  largely  by  a 
revision  of  specifications.  The  savings  of  both  critical 
materials  and  productive  capacities  which  have  been 
effected  by  the  railway  standardization  programme  is  an 
exciting  story  in  itself. 

Fortune  recently  listed  the  causes  of  production  lags 
without  mentioning  bad  management.  Mr.  Batt  said  that, 
while  management  had  done  a  wonderful  job,  it  has  a  bigger 
job  still  to  do  and  much  to  learn.  As  examples,  he  pointed 
out,  that  if  the  thirty  manufacturers  of  aeroplane  engines 
were  all  as  good  as  the  top  three,  total  production  would 
be  up  25  per  cent;  if  the  hundred  and  fifty  machine  tool 
manufacturers  were  all  as  good  as  the  first  three,  production 
of  machine  tools  would  be  up  45  per  cent. 

We  were  urged  to  pay  even  more  attention  to  engineering 
and  scientific  laboratories.  Considerable  stress  was  laid  on 
the  importance  of  engineering  education  in  war  time.  In  the 
United  States  industry  will  require  about  80,000  new 
engineers  this  year  and  the  army  about  12,000. 

Mr.  Batt  did  not  feel  that  the  engineering  profession  as  a 
unit  was  fully  in  harness — engineers  still  had  to  learn  to 
think  and  act  and  plan  as  a  body.  General  Somervell 
asserted  that  America  is  now  building  tanks  and  planes  in 
numbers  that  would  astound  and  dismay  the  dictators  but 
warned  that  transport  afloat  and  ashore  is  still  our  greatest 


bottleneck.  The  engineer  who  devises  a  scheme  for  increas- 
ing our  transportation  efficiency  will  be  "as  great  a  hero  as 
the  general  who  wins  a  battle  in  the  field." 

Speaking  to  the  point  that  this  is  an  engineers'  war, 
General  Somervell  said  that  while  the  "road  ahead  may  be 
dim  with  the  dust  of  battles  yet  to  fight"  the  ultimate  result 
was  not  in  doubt.  "When  Hitler  put  this  war  on  wheels  he  ran 
it  straight  down  our  alley.  When  he  hitched  his  chariot  to 
an  internal  combustion  engine  he  opened  up  a  new  battle 
front,  a  front  that  we  know  well.  It's  called  Detroit.  When 
Hitler  took  this  war  into  the  skies  he  rose  into  our  own 
element.  We'll  meet  him  there  on  even  terms.  We're  meeting 
him  there  already.  From  Brest  to  Berlin  he  feels  our  strength, 
and  as  the  days  of  summer  lengthen  he'll  feel  it  again  and 
yet  again  without  respite." 


CORRESPONDENCE 


To  the  Editor: 


Sir:  Please  allow  me  a  few  lines  in  your  correspondence 
column  to  offer  as  a  gift  21  bound  volumes  of  the  Engineering 
News  Record  from  January  1920  to  June  1930.  They  cover 
admirably  a  period  of  great  technical  progress  and  are 
being  released  only  because  a  gain  of  space  compensates  for 
the  trouble  of  consulting  the  company  set  on  the  same  floor. 

Delivery  would  be  made  at  my  office.  The  preferred 
recipient  would  be  the  library  of  a  small  university. 

J.  B.  Macphail, 

P.O.  Box  6072, 
16th  June,  1942.  Montreal. 


The  following  letters  have  been  received  from  the  students 
who  have  been  awarded  the  Institute  prizes  in  the  various 
faculties  of  engineering: 

Duparquet,  Que., 
June  6th,  1942. 
The  Editor, 
The  Engineering'Journal,  Montreal,  Que. 

Dear  Sir: 

I  wish  to  thank  very  sincerely  the  Engineering  Institute 
of  Canada  for  the  honour  it  has  conferred  upon  me. 

This  award  means  really  more  to  a  student  than  a  simple 
prize.  It  is  an  indication  that  he  might  be.  an  asset  to  the 
engineering  profession  and  be  able  to  follow  in  the  footsteps 
of  all  those  engineers  who  have  contributed  to  make  our 
country  what  it  is  today,  by  bringing  in  his  own  efforts  to 
its  future  development.  I  hope  to  be  able,  with  your  assist- 
ance, to  keep  up  to  it. 

I  always  have  had  an  interest  in  the  Institute  activities 
and  desire  to  co-operate  with  it  in  every  possible  way. 
Would  you  be  kind  enough  to  inform  me  of  which  way  I 
could  actually  participate  and  keep  in  touch  with  the 
Institute. 

Yours  very  sincerely, 

(Signed)  Cyrille  Dufresne. 


Saskatoon,  Sask.,  June  7th,  1942. 
The  Editor, 
The  Engineering  Journal,  Montreal,  Que. 

Dear  Sir: 

Thank  you  very  much  for  your  letter  and  the  honour 
you  have  bestowed  upon  me  by  your  award  of  "The 
Engineering  Institute  of  Canada  Prize." 

I  would  also  like  to  thank  you  for  your  good  wishes  and 
hope  that  in  the  future  I  can  continue  to  live  up  to  the 
high  standards  of  the  engineering  profession  in  Canada. 
Yours  truly, 

(Signed)  Wilfred  Graham. 


434 


July,  1912    THE  ENGINEERING  JOURNAL 


R.C.O.T.C.  "A  21" 
Barriefield,  Ont.,  June  9th,  1942. 
The  Editor, 

The  Engineering  Journal,  Montreal,  Que. 
Dear  Sir: 

Your  letter  of  May  29th  has  been  forwarded  to  me  and 
I  was  pleased  to  receive  it. 

I  was  quite  surprised  to  be  awarded  "The  Engineering 
Institute  of  Canada  Prize"  and  may  I  take  this  opportunity 
to  say  that  I  greatly  appreciate  the  prize. 

Although  I  am  not  a  registered  member  of  the  Institute 
now,  I  should  like  to  become  a  Student  member  next  year. 
I  have  attended  a  number  of  the  Institute  meetings  in 
Winnipeg  and  hope  that  I  shall  be  in  a  position  to  continue 
in  the  future. 

My  present  address  is  hardly  permanent  as  I  am  a 
student  officer  at  the  Ordnance  Army  Camp  here  in  Barrie- 
field. I  shall  return  to  the  University  of  Manitoba  next 
year  and  after  graduation  will  be  a  member  of  the  Armed 
Forces. 

I  hope  that  this  letter  will  prove  satisfactory  and  again 
I  will  express  my  appreciation  of  the  prize. 

Yours  truly, 

(Signed)  J.  R.  Waldron. 


Gait,  Ont.,  June  15th,  1942. 

The  Editor, 

The  Engineering  Journal,  Montreal,  Que. 

Dear  Sir: 

On  behalf  of  the  junior  students  of  Nova  Scotia  Technical 

College  I  thank  you  for  the  prize  which  you  generously 

donate  each  year  to  a  member  of  our  class.  As  I  was 

awarded  the  prize  this  year,  I  also  wish  to  express  my 

personal  thanks.  ,r  .  . 

Yours  sincerely, 

(Signed)  Wm.  H.  Bowes. 


Toronto,  Ont.,  June  16th,  1942. 
The  Editor, 

The  Engineering  Journal, 
Montreal,  Que. 

I  wish  to  thank  you  for  your  recent  letter  regarding  the 
award  of  "The  Engineering  Institute  of  Canada  Prize"  for 
1942  at  the  University  of  Toronto. 

As  you  must  realize,  this,  my  first  direct  contact  with  the 
Institute,  is  indeed  a  pleasant  one.  During  my  course  I 
have  often  found  the  publications  of  the  Institute  of  great 
assistance,  and  this  present  award  will  certainly  serve  as  a 
lasting  encouragement  in  the  work  that  lies  ahead. 

I   am   aware   of  the   invaluable   contribution   that   the 

Institute  is  making  in  the  engineering  profession,  and  I 

look  forward  to  the  time  when,  through  further  associations 

with  the  Institute,  I  may  direct  a  personal  effort  towards 

its  success.  ,T  .  , 

Yours  sincerely, 

(Signed)  J.  M.  Ham. 

THE  ENGINEERING  INSTITUTE  OF  CANADA 
PRIZE  AWARDS  1942 

Twelve  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  1942: 

Nova  Scotia  Technical  College William  Henry  Bowes 

University  of  New  Brunswick G.  Herbert  Loane,  s.e.i.c. 

McGill  University Saul  Bernstein 

Ecole  Polytechnique Henri  Audet,  s.e.i.c. 

Queen's  University Kenneth  Morgan  Clarke 

University  of  Toronto James  Milton  Ham 

University  of  Manitoba John  Ross  Waldron 

University  of  Saskatchewan Wilfred  Graham 

University  of  Alberta Henry  T.  Stevinson 

University  of  British  Columbia C.  Gordon  Rogers 

Laval  University Cyrille  Dufresne 

Royal  Military  College  of  Canada No  award — regular  course 

discontinued  during  the  war. 

RECENT  GRADUATES  IN  ENGINEERING 

Congratulations  are  in  order  to  the  following  Juniors  and  Students 
of  the  Institute  who  have  completed  their  courses  at  the  various 
Universities: 

McGILL  UNIVERSITY 

HONOURS,  MEDALS  AND  PRIZE  AWARDS 

Cholette,  Albert,  Quebec,  Que.,  B.Eng.  (Chem.);  British  Association 
Medal;  Honours  in  Chemical  Engineering. 

Davis,  John  Frederick,  Montreal,  Que.,  B.Eng.  (Elec);  British 
Association  Medal;  Honours  in  Electrical  Engineering;  Montreal 
Light,  Heat  and  Power  Consolidated  First  Prize;  The  Institute  of 
Radio  Engineers'  Prize;  The  Engineering  Institute  of  Canada  Prize 
(1941);  The  Engineering  Undergraduates'  Society  Second  Prize  for 
Summer  Essay. 

Findlay,  Allan  Cameron,  Westmount,  Que.,  B.Eng.  (Mech.);  Honours 
in  Mechanical  Engineering. 

Mason,  Vere  Karsdale,  Bridgetown,  N.S.,  B.Eng.  (Ci.);  British 
Association  Medal;  Honours  in  Civil  Engineering. 

Ouellette,  Robert  Pascal,  Montreal,  Que.,  B.Eng.  (Ci.);  The  Robert 
Forsyth  Prize  in  Theory  of  Structures  and  Strength  of  Materials. 

Simpson,  Francis  William,  Montreal,  Que.,  B.Eng.  (EL);  Honours  in 
Electrical  Engineering;  Montreal  Light,  Heat  and  Power  Con- 
solidated Second  Prize. 

DEGREE  OF  BACHELOR  OF  ENGINEERING 

Anderson,  John  MacDonald,  Ottawa,  Ont.,  B.Eng.  (Mech.). 
Anglin,  Thomas  Gill,  Westmount,  Que.,  B.Eng.  (Mech.). 
Bain,  Frederick  Archibald,  Montreal,  Que.,  B.Eng.  (Chem.). 
Baxter,  John  Frederick,  Saint  John,  N.B.,  B.Eng.  (Chem.). 
Bennett,  John  Robert  Gordon,  Montreal  West,  Que.,  B.Eng.  (Elec). 
Bogert,  Frank  Godard,  Pointe  Claire,  Que.,  B.Eng.  (Mech.). 
Bowie,  Ralph  Allen,  Lachine,  Que.,  B.Eng.  (Elec). 
Brett,  John  Edward,  Montreal,  Que.,  B.Eng.  (Ci.). 
Cantwell,  Edward  Marcel,  Outremont,  Que.,  B.Eng.  (Mi.). 
Chapman,  Harris  James  Wesley,  Sackville,  N.B.,  B.Eng.  (Mech.). 
Dunbar,  George  Gray,  Stellarton,  N.S.,  B.Eng.  (Chem.). 
Garton,  John  McConnell,  Boissevain,  Man.,  B.Eng.  (Chem.). 
Grant,  Frank  Alexander,  Lachine,  Que.,  B.Eng.  (Elec). 
Griesbach,  Robert  Johnston,  Hampstead,  Que.,  B.Eng.  (Ci.). 
Griffin,  Vincent  Oswald,  Brighton,  Ont.,  B.Eng.  (Mech.). 
Harkness,  Andrew  Dunbar,  Lancaster,  Ont.,  B.Eng.  (Mech.). 
Holland,  Henry  Alfred  Nelson,  Montreal  West,  Que.,  B.Eng.  (Ci.). 
Hudson,  George  Waugh,  Montreal,  Que.,  B.Eng.  (Elec). 
Hunter,  Douglas  David,  Lachine,  Que.,  B.Eng.  (Mech.). 
Iliffe,  Francis  Henry,  Montreal  West,  Que.,  B.Eng.  (Elec). 
Kennedy,  Robert  William,  Montreal,  Que.,  B.Eng.  (Elec). 
Lindsay,  Gerald  Alec  Edwin,  Westmount,  Que.,  B.Eng.  (Elec). 
McCul'loch,  Urban  Francis,  Montreal  West,  Que.,  B.Eng.  (Ci.). 
Martin,  William  Stormont,  Montreal,  Que.,  B.Eng.  (Elec). 
Norton,  Howard  William,  Montreal,  Que.,  B.Eng.  (Mech.). 
Richardson,  George  William,  Montreal,  Que.,  B.Eng.  (Mech.). 
Rogers,  Frank  Knox,  Winnipeg,  Man.,  B.Eng.  (Chem.). 
Routly,  William  James,  Montreal  West,  Que.,  B.Eng.  (Mech.). 
Shaw,  Douglas  Thomas,  Montreal,  Que.,  B.Eng.  (Elec). 
Simpson,  William  Tyrie,  Montreal,  Que.,  B.Eng.  (Elec). 
Stapells,  Robert  Frederic,  Montreal,  Que.,  B.Eng.  (Mech.). 
Stopps,  Reginald  Edward,  Cochrane,  Ont.,  B.Eng.  (Elec). 
Ward,  Walter  George,  Peterborough,  Ont.,  B.Eng.  (Elec). 
Webster,  John  Alexander,  Town  of  Mount  Royal,  Montreal,  Que., 

B.Eng.  (Elec). 
Wells,  James  Edwin,  Montreal,  Que.,  B.Eng.  (Chem.). 
Wilson,  John  Howard,  Hudson  Heights,  Que.,  B.Eng.  (Elec). 
Wilson,  William  Henry,  Farnham,  Que.,  B.Eng.  (Mech.). 

UNIVERSITY  OF  MANITORA 

HONOURS  AND  MEDALS 

Laird.  David  William,  Winnipeg,  Man.,  B.Sc  (Ci.);  University  Gold 

Medal;  Honours  in  Civil  Engineering. 
Pink,   John   Frederick,   St.   James,   Man.,   B.Sc.    (Elec);   University 

Gold  Medal;  Honours  in  Electrical  Engineering. 


THE  ENGINEERING  JOURNAL     July,  1942 


435 


DEGREE  OF  BACHELOR  OF  SCIENCE 

Anderson,  Clarence  Arthur,  Winnipeg,  Man.,  B.Sc.  (Elec). 
Bateman,  Leonard  Arthur,  Winnipeg,  Man.,  B.Sc.  (Elec). 
Beresford,  Morris  Maskew,  Winnipeg,  Man.,  B.Sc.  (Elec). 
Bowman,  William  Arthur,  Hudson,  Ont.,  B.Sc  (Ci.). 
Bradshaw,  Thomas  Earl,  Winnipeg,  Man.,  B.Sc.  (Elec). 
Buhr,  Richard  Kenneth.  Winnipeg.  Man.,  B.Sc  (Elec). 
Dudych,  Daniel,  Winnipeg,  Man.,  B.Sc.  (Ci.). 
Galli,  Joseph  Nicholas,  Winnipeg,  Man.,  B.Sc.  (Ci.). 
Gregory,  Arthur  Herbert,  Winnipeg,  Man.,  B.Sc.  (Elec). 
Hand,  Dennis  Herbert,  Winnipeg,  Man.,  B.Sc.  (Elec). 
Harvie,  John  Duncan,  Winnipeg,  Man.,  B.Sc.  (Ci.). 
Lawson,  Glenn  William,  Brandon,  Man.,  B.Sc.  (Ci.). 
Marantz,  Oscar,  Winnipeg,  Man.,  B.Sc.  (Ci.). 
Macfadyen,  Allan  Burt,  Flin  Flon,  Man.,  B.Sc.  (Elec). 
Pratt,  James  Crawford,  Winnipeg,  Man.,  B.Sc  (Elec). 
Schofield,  Stewart  Macleod,  Winnipeg,  Man.,  B.Sc.  (Ci.). 
Smith,  Robert  Lovelace,  Winnipeg,  Man.,  B.Sc.  (Elec). 

UNIVERSITY  OF  ALBERTA 
HONOURS  AND  PRIZE  AWARDS 

D'Appolonia,  Elio,  Edmonton,  Alta.,  B.Sc.  (Ci.);  High  distinction  in 

Civil  Engineering. 
Ford,  George,  Edmonton.  Alta.,  B.Sc.  (Ci.);  High  Distinction  in  civil 

engineering;    First    Class    General    Standing    in    Applied    Science; 

Association   of   Professional   Engineers   of  Alberta    Prize   in   Civil 

Engineering. 
Hall,  Albert  Henry,  Edmonton,  Alta.,  B.Sc,  in  Engineering  Physics 

with  High  Distinction;  First  Class  General  Standing  in  Applied 

Science. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Blackstock,  William  John,  Edmonton,  Alta.,  B.Sc  (Ci.). 

Charyk,  Joseph  Vincent,  Lethbridge,  Alta.,  B.Sc  in  Engrg.  Physics 

with  High  Distinction. 
Davies,  Richard  Llewelyn,  Luscar,  Alta.,  B.Sc.  (Ci.). 
Grimble,  Louis  George,  Edmonton,  Alta.,  B.Sc  (Ci.). 
McManus,  Ralph  Norman,  Edmonton,  Alta.,  B.Sc  (Ci.). 
Martin,  John  Henrv,  Edmonton,  Alta.,  B.Sc.  (Elec). 
Mitchell,  Maurice  Stephen,  Foothills,  Alta.,  B.Sc.  (Ci.). 
Moseson,  Stanley  Gustav,  Wetaskiwin,  Alta.,  B.Sc  (Ci.). 
Phillips,  Ronald  Edward,  Edmonton,  Alta.,  B.Sc.  (Elec). 
Preboy,  Joseph  William,  Fox  Valley,  Sask.,  B.Sc.  (Mi.). 
Smith,  Allen  Cedric,  Edmonton,  AÎta.,  B.Sc.  (Ci.). 
Swallow,  Murray  Gordon,  Edmonton,  Alta.,  B.Sc  (Ci.). 
Willis,  Lloyd  Everett.  Edmonton,  Alta.,  B.Sc.  (Ci.). 

UNIVERSITY  OF  TORONTO 


HONOURS 

Ont.,   B.A.Sc 


(Mech.);    Honours  in 
B.A.Sc.    (Engrg.    Physics); 


Extence,   Alan   Barr,   Toronto 

Mechanical  Engineering. 
Livingston,    Charles    Burton,    Toronto 

Honours  in  Engineering  Pysics. 
Prideaux,  Norman  Llewellyn,  Toronto,  Ont.,  B.A.Sc.  (Ci.);  Honours 

in  Civil  Engineering. 

DEGREE  OF  BACHELOR  OF  APPLIED  SCIENCE 

Glynn,  Walter  Sylvester,  Toronto,  Ont.,  B.A.Sc.  (Ci.). 
Quist,  Jack  Ernest,  Peterborough,  Ont.,  B.A.Sc  (Elec). 
Shearer,  Charles  William,  Windsor,  Ont.,  B.A.Sc.  (Elec). 

QUEEN'S  UNIVERSITY 

HONOURS  AND  MEDALS 

Pasquet,   Pierre  Auguste,   Kingston,   Ont.,   B.Sc    (Ci.);   Honours  in 
Civil  Engineering;  Governor-General's  Medal;  Departmental  Medal. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Armstrong,  Howard  Elgin,  Rodney,  Ont.,  B.Sc.  (Ci.). 
Carmichael,  Douglas  Alfred,  Fort  William,  Ont.,  B.Sc.  (Mech). 
Chilman,  William  Richard,  Hamilton,  Ont.,  B.Sc  (Ci.). 
Haacke,  Ewart  Mortimer,  Deloro,  Ont.,  B.Sc.  (Elec). 
Hamilton,  John  Charles,  Westport,  Ont.,  B.Sc  (Chem.). 
McCallum,  John  Francis,  Port  Arthur,  Ont.,  B.Sc.  (Ci.). 
Seymour,  David  Llewellyn,  Ottawa,  Ont.,  B.Sc  (Ci.). 
Thomas,  Jack  Arthur,  Belleville,  Ont.,  B.Sc.  (Mech.). 

NOVA  SCOTIA  TECHNICAL  COLLEGE 

DEGREE  OF  BACHELOR  OF  ENGINEERING 

Lewis,  George  Donald,  Louisburg,  N.S.,  B.Eng.  (Mech.). 
MacAulay,  Roy  Daniel,  Sydney,  N.S.,  B.Eng.  (Mech.). 
Macdonald,  Ian  Malcolm,  Hopewell,  N.S.,  B.Eng.  (Mech.). 
Rossetti,  Anthony  Bruce,  Sydney,  N.S.,  B.Eng.  (Mech.). 
Thompson,  Alvin  Henry,  Pictou,  N.S.,  B.Eng.  (Mech.). 

THE  UNIVERSITY  OF  BRITISH  COLUMBIA 
DEGREE  OF  MASTER  OF  APPLIED  SCIENCE 

Breeze,  John  Ellis,  Ottawa.  Ont..  M. A. Se  (Elec  Engrg.  and  Physics). 


UNIVERSITY  OF  SASKATCHEWAN 
HONOURS  AND  SCHOLARSHIP 

Buchanan,  James  Charles,  Saskatoon,  Sask.,  B.Sc.  (Mech.);  Distinc- 
tion in  Mechanical  Engineering. 

Fast,  Morris,  Blaine  Lake,  Sask.,  B.Sc  (Mech.);  Distinction  in 
Mechanical  Engineering. 

Garrett,  Cyril,  Wilkie,  Sask.,  B.Sc.  (Engrg.  Physics);  Great  Distinc- 
tion in  Engineering  Physics. 

MacCoy,  Gerald  Bates,  Regina,  Sask.,  B.Sc.  (Mech.);  Distinction  in 
Mechanical  Engineering. 

Mitchell,  Jasmin  Lewis,  Orkney,  Sask.,  B.Sc.  (Ci.);  Great  Distinction 
in  Civil  Engineering. 

Scowcroft,  Gordon  Caverly,  Bowsman,  Man.,  B.Sc.  (Ci.);  Distinction 
in  Civil  Engineering. 

Staples.  William  Robert,  Oxbow,  Sask.,  B.Sc  (Mech.);  Great  Dis- 
tinction in  Mechanical  Engineering;  Association  of  Professional 
Engineers  of  Saskatchewan  Scholarship. 

Thomson,  Walter  Barron,  Regina,  Sask..  B.Sc.  (Ci.);  Great  Distinc- 
tion in  Civil  Engineering. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Auld,  Frank  Mantle,  Regina,  Sask..  B.Sc.  (Mech.). 
Batanoff,  George  Boris,  Blaine  Lake,  Sask.,  B.Sc.  (Mech.). 
Bryce,  Ronald  Campbell,  Drinkwater,  Sask..  B.Sc.  (Mech.). 
Cox,  Wilbur  John,  Landis,  Sask.,  B.Sc.  (Mech.). 
Giauque,  Louis  Frederick,  High  Point,  Sask.,  B.Sc.  (Mech.). 
Hall,  William  Francis,  Regina,  Sask.,  B.Sc  (Ci.). 
Hargrave,  Herbert  Thomas,  Walsh,  Alta.,  B.Sc.  (Agric). 
Hughes,  Gordon  Lyall,  Broderick,  Sask.,  B.Sc.  (Mech.). 
McElroy,  George  Robson,  Ormiston,  Sask.,  B.Sc  (Mech.). 
Olafson.  Ellaf  Ami,  Eston,  Sask.,  B.Sc.  (Mech.). 
Reynolds.  Donald  Doane,  Biggar,  Sask.,  B.Sc.  (Mech.). 
Traynor,  John  Clair,  Regina,  Sask.,  B.Sc.  (Ci.). 
Turner,  Leslie  Charles,  Hudson  Bay  Jet.,  Sask.,  B.Sc.  (Mech.). 
Tyerman,  John  Alexander,  Prince  Albert,  Sask.,  B.Sc.  (Mech.). 
Webster,  Gordon  Frederick.  Elbow.  Sask.,  B.Sc.  (Ceramic). 
Wellington.  John  Richard,  North  Battleford,  Sask.,  B.Sc.  (Chem.). 

ECOLE  POLYTECHNIQUE 

DISTINCTIONS  ET  PRIX 

de  Villers.  R.  Albert,  Montréal,  Que.,  B.Sc.A.,  I.C.,  avec  distinction. 
Médaille  de  Son  Exe  le  Lieutenant-Gouverneur  de  la  Province, 
décernée  au  premier  de  sa  promotion  pour  toute  la  durée  des  études. 
Médaille  d'Argent  de  l'Association  des  Anciens  Elèves  de  l'Ecole 
Polytechnique,  décernée  à  l'élève  classé  premier  de  cinquième  année. 
Médaille  offerte  par  le  Docteur  Eugène  Saint-Jacques  pour  succès 
dans  les  travaux  d'application  offerte  à  l'élève  classé  premier  aux 
cours  de  Physique  et  d'Electrotechnique. 

Marsolais,  Irénée,  Montréal,  Que.,  B.Sc.A.,  I.C.,  avec  distinction. 

Dansereau,  René,  Montréal,  Que.,  B.Sc.A.,  I.C.,  Médaille  d'Or  de 
l'Association  des  Anciens  Elèves  de  l'Ecole  Polytechnique,  offerte  à 
l'étudiant  ayant  présenté  la  meilleure  thèse. 

Letendre,  Lucien,  Montréal,  Que.,  B.Sc.A.,  I.C.,  Médaille  de  Bronze 
de  l'Association  des  Anciens  Elèves  de  l'Ecole  Polytechnique. 

Valiquette,  Maurice,  Montréal,  Que.,  B.Sc.A.,  I.C.  Prix  Paul  D'Aragon 
pour  succès  en  Mines. 

Rousseau,  Jean-Melville,  Montréal,  Que.,  B.Sc.A.,  I.C.  Médaille  de 
Bronze  de  l'Association  des  Anciens  Elèves  de  l'Ecole  Polytechnique. 

Saint-Jacques,  Maurice,  Outremont,  Que.,  B.Sc.A.,  I.C.  Prix  Ernest 
Cormier  pour  succès  au  cours  d'Architecture. 

D'Amours,  Albert,  Montréal,  Que.,  B.Sc.A.,  I.C.  Prix  de  la  Cinquan- 
tième Promotion  de  l'Ecole  Polytechnique,  offert  à  l'élève  finissant 
qui  a  présenté  la  meilleure  thèse  industrielle. 

DEGRES 

Brazeau,  Lucien,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Boisclair,  Robert,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Tétreault,  Jacques,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Martin,  Adolphe,  Montréal,  Que.,  B.Sc.A..  I.C. 
Lefebvre,  Gérard.  Montréal,  Que.,  B.Sc.A.,  I.C. 
Dancose,  Léon,  Lévis,  Que.,  B.Sc.A.,  I.C. 
Boileau,  Charles-Antoine,  Montréal,  Que.,  B.Sc.A..  I.C. 
Drouin,  Jacques.  Montréal,  Que.,  B.Sc.A.,  I.C. 
Rousseau,  Antoine,  Montréal,  Que.,  B.Sc.A..  I.C. 
Mercier,  Charles-Edouard,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Laberge,  Paul,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Valiquette,  Zéphirin,  Abord-à-Plouffe,  Que.,  B.Sc.A.,  I.C. 
Tremblay.  G.  René,  Montréal,  Que.,  B.Sc.A..  I.C. 
Rolland,  Lucien,  Montréal,  Que.,  B.Sc.A.,  I.C. 
desRivières,  Edouard,  Montréal.  Que.,  B.Sc.A.,  I.C. 
Latreillc  André.  Montréal,  Que.,  B.Sc.A.,  I.C. 
I  ragné,  Germain,  Montréal.  Que..  B.Sc.A.,  I.C. 
Gauthier.  Gaston  ('..  Montréal,  Que..  B.Sc.A.,  I.C 
Bélanger.  Lucien,  Outremont,  Que.,  B.Sc.A.,  I.C. 
Hébert,  Guy,  Outremont,  Que.,  B.Sc.A..  I.C. 
Lapierre,  Maurille,  Montréal.  Que.,  B.Sc.A..  I.C. 
Laquerre,  Maurice  Montréal,  Que.,  B.Sc.A.,  I.C. 
Rochon,  André.  Montréal,  Que.,  B.Sc.A.,  I.C. 
Girouard,  Laurent.  St.  Lambert,  Que.,  B.Sc.A..  I.C. 


436 


July,  1942     THE  ENGINEERING  JOURNAL 


Normandeau,  Laurent,  Montréal,  Que..  B.Sc.A,  I.C. 
Simard,  J.  Edmond,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Hurtubise,  Marc,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Smith,  Paul,  Marcel,  Montréal,  Que.,  B.Sc.A.,  I.C. 
Dury,  Jean,  Montréal,  Que.,  B.Sc.A.,  I.C. 

THE  UNIVERSITY  OF  NEW  BRUNSWICK 
PRIZE  AWARDS 

Bishop,  Percival  William,  Three  Hills,  Alta.,  B.Sc.  (Ci.);  Ketchum 
Silver  Medal  for  the  highest  standing  in  fourth  year  Civil  Engineer- 
ing. 

Peabody,  Gerald  Stead,  North  Devon,  X.B.,  B.Sc.  (Elec);  Brydone- 
Jack  Memorial  Prize  for  the  highest  standing  in  fourth  year  Elec- 
trical Engineering. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Baird,  Robert  Gordon,  Saint  John,  N.B.,  B.Sc.  (Elec). 
Cox.  Kenneth  Victor,  Fredericton,  N.B.,  B.Sc.  (Elec). 
Jewett,  Arthur  Earle,  Fredericton,  N.B.,  B.Sc  (Elec). 
Skelton,  Eric  Tudor,  Fredericton,  N.B.,  B.Sc  (Ci.). 
Smith,  Walter  Marshall,  Fredericton,  N.B.,  B.Sc.  (Elec). 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  June  20th,  1942,  the  following 
elections  and  transfers  were  effected: 


Members 
colonial 


engr..    Public    Works    Dept. 


Hale,    Frederick   John,    asst. 

Roseau,  Dominica,  B.W.I. 
Hunt,  Edwin  Harold,  chief  geologist  i/c  exploration  dept.,  McColI- 

Frontenac  Oil  Co.  Ltd.,  Calgary,  Alta. 
Lambert,  Noel  Dudley,  b.sc.  (Univ.  of  B.C.),  Director  of  Engineer 

Services  (Army),  Dept.  of  National  Defence,  Ottawa,  Ont. 
Sehmelzer,    Hans,    Mech.    Engr.    (Staatl.    Technische    Hochschule, 

Karlsruhe,    Germany),    mech.   engr.,    Robert    A.    Rankin    &    Co., 

Montreal,  Que. 

J  unior 

Hailey,  Arthur  Roberts  Trail,  B.A.sc.  (Univ.  of  B.C.),  testman,  Can. 
Gen.  Elec.  Co.  Ltd.,  Peterborough,  Out. 


Affiliates 

Allen,  Charles  Harry,  sales  engr.,  Montreal  Office,  Canadian  Westing- 
house  Co.  Ltd.,  Montreal,  Que. 

Both,  John,  resident  engr.,  No.  5  Manning  Depot,  Lachine,  Que. 

Hargreaves,  Welsford  Thomas,  asst.  engr.  and  senior  instr'man, 
aerodrome  constrn.,  Scoudouc,  N.B. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Benjafield,  Philip  Grant,  B.sc.  (Civil)    (Queen's   Univ.),  instr'man, 

International  Nickel  Co.  Ltd.,  Copper  Cliff,  Ont. 
Malby,  Arthur  Leslie  Ernest,   b.sc   (Elec.)    (Univ.  of  Man.),  asst. 

industrial  control  engr.,  Can.  Gen.  Elec  Co.  Ltd.,  Peterborough, 

Ont. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Giauque,  Louis  Frederick,  b.sc    (Mech.)    (Univ.   of  Sask.),   design 

engr.,  B.  Greening  Wire  Co.  Ltd.,  Hamilton,  Ont. 
McCrady,  Donald  Carman,  B.Eng.  (McGill  Univ.),  asst.  gen'I.  engr., 

Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 
McGregor,  Douglas  Robert,  B.Eng.  (McGill  Univ.),  industrial  control 

engrg.  dept.,  Can.  Gen.  Elec  Co.  Ltd.,  Peterborough,  Ont. 
Tajlor,    Charles    Gray,    b.sc.    (Civil)    (Queen's    Univ.),    instr'man, 

H.E.P.C.  of  Ont.,  Toronto,  Ont. 
Vatcher,  Chesley  Holmes,  b.a.sc.  (Elec.)   (Univ.  of  Toronto),  sales 

engr.,  carbon  sales  division,  Canadian  National  Carbon  Co.  Ltd., 

Toronto,  Ont. 

Students  Admitted 

Barchyn,  Donald  Edward,  b.sc  (Elec),  (Univ.  of  Alta.),  313  Mait- 

land  Ave.,  Peterborough,  Ont. 
Brown,  George  Henry,  1692  Leclaire  Ave.,  Montreal,  Que. 
Cunningham,  Carl  Norman,  B.Eng.  (Nova  Scotia  Tech.  Coll.),  46 

Harding  St.,  Fairville,  N.B. 
Keays,  Bryee  Fraser,  b.sc.  (Civil),  (Univ.  of  N.B.),  Newcastle,  N.B. 
Ross,  Gordon  William  (Univ.  of  N.B.),  513  King  Street,  Peterborough» 

Ont. 
Watt,  John  Simmons  (Univ.  of  N.B.),  261  First  Avenue,  Ottawa,  Ont. 


Personals 


W.  F.  Drysdale,  m.e.i.c,  has  recently  been  appointed 
executive  assistant  to  the  Hon.  C.  D.  Howe,  Minister  of 
Munitions  and  Supply  at  Ottawa.  Mr.  Drysdale  has  also 
been  named  president  of  Machinery  Service  Limited,  a 
Government-owned  company  employing  skilled  civilian 
refugees  from  enemy  countries. 

Mr.  Drysdale  joined  the  department  in  May,  1940,  as 
director  of  munitions.  Upon  the  expansion  of  the  Munitions 
Production  Branch,  he  became  joint  director-general  of 
munitions  production.  Subsequently,  he  was  named 
director-general  of  the  industrial  planning  branch.  From 
August,  1940  to  February,  1942,  Mr.  Drysdale  was  chairman 
of  the  central  committee  of  Sorel  Industries  Limited. 

A  highly  trained  mechanical  engineer,  Mr.  Drysdale  is  a 
graduate  of  McGill  University.  He  received  his  practical 
mechanical  engineering  training  at  the  Pointe  St.  Charles 
shops  of  the  Grand  Trunk  Railway,  and  seven  years' 
experience  in  manufacturing  and  engineering  with  the 
American  Locomotive  Company  were  followed  by  three 
years  of  railroading  with  the  United  Fruit  Company  in 
Central  America. 

Mr.  Drysdale  was  with  the  Steel  Company  of  Canada, 
Limited,  when  the  Great  War  broke  out  and  he  was 
responsible  for  designing  and  superintending  much  of  the 
munitions  production  of  that  company.  In  1916,  he  went 
to  France  in  charge  of  the  locomotive  work  undertaken 
there  by  the  American  Locomotive  Company  and  the 
Montreal  Locomotive  Works.  Following  the  war,  he  became 
managing  director  of  the  Worthington  Pump  &  Machinery 
Company  interests  in  Europe.  In  1923  he  founded  the 
Brazilian  Portland  Cement  Company  in  San  Paulo.  He 
has  been  vice-president  and  director  of  the  Montreal 
Locomotive  Works  since  1932. 


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


Arthur  Duperron,  m.e.i.c,  was  elected  president  of  the 
Canadian  Transit  Association  at  the  annual  convention 
held  in  Toronto  last  month.  Mr.  Duperron  is  the  recently 
appointed  assistant  general  manager  of  the  Montreal 
Tramways  Company. 

D.  E.  Blair,  m.e.i.c,  vice-president  and  general  manager 
of  the  Montreal  Tramways  Company,  has  been  elected  a 
member  of  the  executive  of  the  Canadian  Transit  Associa- 
tion. 

E.  L.  Cousins,  m.e.i.c,  general  manager  of  the  Toronto 
Harbour  Commission,  has  been  appointed  wartime  adminis- 
trator of  the  port  of  Halifax.  He  will  report  to  the  war 
committee  of  the  Cabinet  through  the  Minister  of  Muni- 
tions and  Supply. 

It  will  be  his  responsibility  to  direct  the  institution  of 
any  measures  he  deems  necessary  to  assure  the  security  of 
port  facilities  and  of  ships  from  time  to  time  in  or  about 
the  port,  to  assure  the  proper  movement  of  traffic  through 
the  port,  and  to  co-ordinate  shipbuilding,  ship  repair,  and 
salvage  operations  in  or  about  the  port  with  other  port 
activities. 

Ira  P.  Macnab,  m.e.i.c,  of  Halifax,  has  recently  been 
re-elected  for  ten  years  to  the  Board  of  Commissioners  of 
Public  Utilities  for  Nova  Scotia. 

W.  P.  Dobson,  m.e.i.c,  of  Toronto,  chief  testing  engineer 
of  the  Hydro-Electric  Power  Commission  of  Ontario,  and 
former  president  of  the  Association  of  Professional  Engineers 
of  Ontario,  was  elected  president  of  the  Dominion  Council 


THE  ENGINEERING  JOURNAL     July.  1942 


437 


W.  P.  Dobson,  M.E.I.C,  Presi- 
dent, Dominion  Council  of  Pro- 
fessional Engineers. 


Dr.  C.  A.  Robb,  M.E.I.C,  who  re- 
cently joined  the  Aluminum  Co. 
of  Canada,  Montreal,  Que. 


C.  G.  Cline,  M.E.I.C,  newly 
elected  chairman,  Niagara  Pen- 
insula Branch. 


of  Professional  Engineers,  at  the  annual  meeting  held  in 
Saint  John,  N.B.  at  the  end  of  May.  Born  at  Ballinafad, 
Ont.,  he  received  his  education  at  the  University  of  Toronto 
where  he  was  graduated  in  1911,  at  which  time  he  joined 
the  staff  of  the  Toronto  Hydro  Electric  System.  From  1912 
to  1914  he  was  an  alumni  research  Fellow  at  the  University 
of  Toronto  where  he  obtained  his  degree  of  Master  of 
Applied  Science.  He  then  joined  the  staff  of  the  Hydro 
Electric  Power  Commission  of  Ontario  as  a  laboratory 
engineer.  Mr.  Dobson  is  a  past  vice-president  of  the 
American  Institute  of  Electrical  Engineers. 
de  Gaspé  Beaubien,  M.E.I.C,  vice-president  of  the 
Institute,  is  chairman  of  the  Montreal  Citizens'  Recruiting 
Committee  for  Home  Defence. 

Lieut. -Colonel  G.  E.  Cole,  m.e.i.c,  who  has  been  in 
Ottawa  for  the  past  year,  on  loan  from  the  Department  of 
Mines  and  Natural  Resources,  Manitoba,  to  the  Wartime 
Bureau  of  Technical  Personnel,  returned  to  Winnipeg  on 
June  1st  to  resume  his  duties  as  Director  of  Mines. 

Group  Captain  D.  C.  M.  Hume,  m.e.i.c,  has  been 
loaned  by  the  Department  of  National  Defence  for  Air  to 
act  as  national  director  of  the  Air  Cadet  League  of  Canada. 
He  was  director  of  technical  training  at  R.C.A.F.  head- 
quarters, Ottawa. 

F.  C.  Mechin,  m.e.i.c,  has  been  appointed  director  for 
the  protection  of  oil  reserves.  Mr.  Mechin,  who  is  manager 
of  the  Montreal  refineries  of  the  Imperial  Oil  Company, 
has  been  technical  adviser  to  the  Departments  of  Munitions 
and  Supply  and  National  Defence  since  the  outbreak  of  war. 

Frank  L.  Mitchell,  m.e.i.c,  operating  manager  of  the 
Alliance  Paper  Mills  Ltd.,  at  Merriton,  Ont.,  has  been 
appointed  technical  adviser  to  the  pulp  and  paper  adminis- 
tration of  the  Wartime  Prices  and  Trade  Board.  Born  in 
Jamaica,  West  Indies,  Mr.  Mitchell  came  to  Canada  in 
1912  and  studied  engineering  at  the  University  of  Toronto. 
He  was  graduated  in  chemical  engineering  from  McGill 
University  in  1921.  Since  then  he  has  had  extensive  experi- 
ence in  the  technical  and  managerial  field  of  the  pulp  and 
paper  industry. 

W.  G.  McBride,  m.e.i.c,  head  of  the  department  of 
mining  engineering  and  metallurgy  at  McGill  University, 
has  been  appointed  a  member  of  the  advisory  committee  to 
co-operate  with  G.  C.  Bateman,  metals  controller  of  the 
Department  of  Munitions  and  Supply. 

R.  A.  Strong,  m.e.i.c,  has  been  appointed  director  of  the 
Munitions  Contract  Branch  of  the  Department  of  Muni- 
tions and  Supply.  He  had  been  consultant  to  the  contracts 
branch  since  early  in  1940  when  he  was  loaned  to  the 
Department  of  Munitions  and  Supply  by  the  Bureau  of 
Mines  of  the  Department  of  Mines  and  Resources. 


C.  M.  Gibson,  m.e.i.c,  has  recently  joined  the  staff  of 
the  R.  F.  Walsh  Co.  Ltd.,  Montreal,  as  chief  engineer  of 
the  Lithcote  Division.  Born  in  Farnham,  Que.,  Mr.  Gibson 
started  his  engineering  career  with  MacKinnon-Holmes 
Steel  Co.,  Ltd.,  Sherbrooke,  Que.,  as  a  structural  steel 
detailer.  From  1915  to  1932  he  was  with  the  Canada  Cement 
Company  Ltd.,  Montreal,  and  was  engaged  on  general 
plant  engineering.  In  1933  he  joined  the  staff  of  Jeffrey 
Manufacturing  Co.  Ltd.,  Montreal,  as  sales  engineer.  Since 
1938  he  had  been  with  Link-Belt  Ltd.,  at  Toronto  and 
Montreal. 

D.  G.  Geiger,  m.e.i.c,  transmission  engineer,  western  area, 
Bell  Telephone  Company  of  Canada,  has  been  re-elected  a 
member  of  the  Council  of  Queen's  University  for  a  six-year 
period.  The  chief  function  of  the  Council  is  to  act  in  an 
advisory  capacity  to  the  administrative  organizations  of  the 
University. 

O.  W.  Ellis,  m.e.i.c,  director  of  the  department  of  engineer- 
ing and  metallurgy,  Ontario  Research  Foundation,  Toronto, 
was  elected  president  of  the  Affiliated  Engineering  and 
Allied  Societies  of  Ontario  at  the  annual  meeting  of  the 
Council  held  in  Hart  House,  University  of  Toronto,  on 
April  28th.  Mr.  Ellis  had  served  previously  as  vice-president. 

Professor  E.  A.  Allcut,  m.e.i.c,  department  of  mechanical 
engineering,  University  of  Toronto,  has  been  elected  vice- 
president  of  Affiliated  Engineering  and  Allied  Societies  of 
Ontario. 

P.  E.  Doncaster,  m.e.i.c,  has  been  representing  the 
Government  interests  since  March  1st  on  the  Dominion 
Magnesium  Ltd.  project  near  Renfrew,  Ont.  Mr.  Doncaster 
is  district  engineer  for  the  Department  of  Public  Works  of 
Canada  at  Fort  William,  Ont.,  and  is  a  past  councillor  of 
the  Institute. 

H.  B.  Stuart,  m.e.i.c,  who  had  been  located  in  Toronto, 
lately  has  moved  to  Montreal  with  the  intention  of  con- 
tinuing a  consulting  practice  in  this  city.  Mr.  Stuart  is 
retired  from  the  Canadian  National  Railways. 

A.  R.  Moffat,  m.e.i.c,  is  now  employed  as  reconnaissance 
engineer  in  the  Naval  service  of  the  Department  of  National 
Defence  at  Halifax,  N.S.  Lately  he  had  been  employed  with 
H.  G.  Acres  Company  at  Kenogami,  Que.  Previously  he 
was  chief  surveyor  with  Lamaque  Gold  Mines  Ltd.,  Bour- 
lamaque,  Que. 

J.  G.  D'Aoust,  m.e.i.c,  has  left  his  position  with  Con- 
solidated Paper  Corporation  at  Port  Alfred,  Que.,  to  join 
the  staff  of  Price  Bros.  &  Co.  Ltd.,  at  Riverbend,  Que.  He 
had  been  employed  for  several  years  with  Powell  River 
Company  Limited,  at  Powell  River,  B.C. 


438 


July,  1912     THE  ENGINEERING  JOURNAL 


B.  G.  Flaherty,  m.e.i.c,  formerly  chief  engineer  of  Con- 
solidated Marine  Companies  Ltd.,  and  later  of  Marine 
Industries  Ltd.,  Montreal,  has  been  with  Aluminum  Com- 
pany of  Canada  Ltd.,  since  last  February  and  has  been 
travelling  on  the  Carribean  Sea. 

G.  J.  T.  Gunn,  m.e.i.c,  is  employed  with  the  James 
Stewart  Associates  Company,  Inc.,  at  Trinidad,  B.W.I. 

John  A.  Ferrier,  jr.E.i.c,  formerly  of  the  engineering 
department  of  the  Ford  Motor  Company  at  Windsor,  Ont., 
has  been  commissioned  as  a  lieutenant  in  the  special  branch 
of  the  R.C.N.V.R.  and  has  taken  up  duties  at  Halifax. 

John  Kazakoff,  jr.E.i.c,  has  now  returned  to  Canada 
after  four  years  spent  in  La  Paz,  Bolivia,  with  the  Bolivian 
Power  Company  a  subsidiary  of  Montreal  Engineering 
Company  Limited. 

Paul  MacNeil,  Jr.E.i.c,  is  now  residing  in  Arvida,  Que., 
where  he  is  employed  by  the  Aluminum  Company  of 
Canada,  Limited.  He  graduated  from  the  Nova  Scotia 
Technical  College  in  the  class  of  1936.  He  was  employed 
at  Sydney  and  Glace  Bay,  N.S.,  with  the  Dominion  Steel 
and  Coal  Corporation  until  early  in  1940  when  he  came  to 
Montreal  to  work  in  the  mechanical  department  of  the 
Steel  Company  of  Canada. 

Jean  Asselin,  m.e.i.c,  has  been  appointed  city  manager 
at  Three  Rivers,  Que.  Upon  his  graduation  from  Ecole 


Jean  Asselin,  M.E.I.C. 

Polytechnique  in  1929,  he  joined  the  staff  of  Frederick  B. 
Brown,  consulting  engineer,  Montreal,  and  was  engaged  in 
field  and  office  work  until  1932  when  he  went  with  the 
Quebec  Streams  Commission,  Montreal.  In  1934  he  was 
appointed  city  engineer  and  manager  at  La  Tuque,  Que.,  a 
position  which  he  occupied  until  his  recent  appointment. 

John  F.  Davis,  s.E.i.c,  who  was  graduated  in  electrical 
engineering  from  McGill  University  this  spring  is  now 
employed  in  the  radio  branch  of  the  National  Research 
Council  at  Ottawa.  Mr.  Davis  was  the  recipient  of  the 
Engineering  Institute  of  Canada  Prize  at  McGill  last  year. 

L.  F.  Giauque,  s.E.i.c,  has  joined  the  staff  of  B.  Greening 
Wire  Company  Ltd.,  at  Hamilton,  Ont.  He  was  graduated 
in  mechanical  engineering  this  spring  from  the  University 
of  Saskatchewan. 

J.  G.  Pierce,  s.E.i.c,  has  been  commissioned  as  a  second 
lieutenant  in  the  Royal  Canadian  Engineers  and  is  at 
present  stationed  at  Petawawa,  Ont.  He  had  been  employed 
with  Falconbridge  Nickel  Mines  at  Falconbridge,  Ont., 
since  his  graduation  from  Queen's  University  in  1941. 

W.  R.  Staples,  s.E.i.c,  has  joined  the  staff  of  Dominion 
Engineering  Works  at  Lachine,  Que.,  and  is  employed  in 
the  hydraulic  department.  He  was  graduated  this  year  from 
the  University  of  Saskatchewan  with  the  degree  of  B.Sc. 


\  **  am    mr' 

LJL* 

■Mn 

^^^I0^K            s-J 

BL    v  %    ^W 

Ik          JH 

1-  '  ^m  4  Em 

m  ^mmml                                                 mnm* 

^*    ~m              ^8           '4r 

I  il    WE 

Mm      ^H 

mm  ■      marnsÊËÊËmm 

. 

•^  Jm   I  Jb^fm        I 

This  photograph  is  of  particular  interest  to  members  of  the 
Institute.  It  shows  Brigadier  J.  E.  Genet,  M.E.I.C,  Chief 
Special  Officer,  Canadian  Army,  addressing  employees  of  the 
Northern  Electric  plant  in  Montreal.  On  his  left  are  P.  F.  Sise, 
M.E.I.C,  president  of  the  company,  C.  A.  Peachey,  M.E.I.C, 
works  manager  and  A.  B.  Hunt,  M.E.I.C,  manager,  special 
products  division  of  the  company. 

L.  C.  Turner,  s.E.i.c,  has  been  commissioned  as  a  sub- 
lieutenant in  the  R.C.N.V.R.,  and  is  stationed  at  Esquimalt, 
B.C.  He  was  graduated  in  mechanical  engineering  from  the 
University  of  Saskatchewan  this  spring. 

Paul  A.  Verdier,  s.E.i.c,  who  has  lately  been  employed  in 
the  engineering  department  of  Aluminum  Company  of 
Canada,  has  received  his  commission  as  sub-lieutenant  in 
the  R.C.N.V.R. 


VISITORS  TO  HEADQUARTERS 

Roland  Saint-Pierre,  m.e.i.c,  division  engineer,  Roads 
Department,  Beauceville,  Que.,  on  May  28th. 

John  Kazakoff,  Jr.E.i.c,  superintendent,  Bolivian  Power 
Company,  Limited,  La  Paz,  Bolivia,  S.A.,  on  May  28th. 

Y.  R.  Anderson,  m.e.i.c,  ceramic  engineer,  The  Cooksville 
Company,  Limited,  Toronto,  Ont.,  on  May  28th. 

Marcel  Lamoureux,  m.e.i.c,  district  engineer,  Depart- 
ment of  Transport,  Parry  Sound,  Ont.,  on  May  29th. 

R.  Donald  McKay,  m.e.i.c,  engineer,  Department  of 
Public  Health,  Halifax,  N.S.,  on  May  29th. 

Donald  Ross,  m.e.i.c,  Foundation  Company,  Mont 
Laurier,  Que.,  on  May  30th. 

C.  C.  Kirby,  m.e.i.c,  secretary,  Association  of  Professional 
Engineers  of  New  Brunswick,  Saint  John,  N.B.,  on  June  1st. 

Fred  R.  Duncan,  s.E.i.c,  Toronto,  Ont.,  on  June  2nd. 

A.  D.  Créer,  m.e.i.c,  registrar,  Association  of  Professional 
Engineers  of  British  Columbia,  Vancouver,  B.C.,  on  June 
4th. 

W.  B.  Haselton,  s.e.i.c,  Beebe,  Que.,  on  June  4th. 

G.  L.  Dickson,  m.e.i.c,  engineer,  Canadian  National  Rail- 
ways, Moncton,  N.B.,  on  June  12th. 

A.  Peebles,  m.e.i.c,  Department  of  Civil  Engineering, 
University  of  British  Columbia,  Vancouver,  B.C.,  on  June 
19th. 

A.  B.  Rossetti,  s.E.i.c,  Sydney,  N.S.,  on  June  19th. _ 

K.  M.  Cameron,  m.e.i.c,  chief  engineer,  Department  of 
Public  Works,  Ottawa,  Ont.,  on  June  20th. 


THE  ENGINEERING  JOURNAL     July,  1942 


439 


Obituaries 


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

Lieut. -Colonel  William  Edward  Andrewes,  M.E.I.C., 
was  killed  last  month  in  a  traffic  accident  in  England,  while 
on  active  service.  He  had  recently  been  promoted  to  Lieut.- 
Colonel  and  had  assumed  command  of  the  4th  Regiment, 
Royal  Canadian  Engineers. 

Born  at  Beamsville,  Ont.,  on  October  28th,  1902,  he  was 
educated  at  the  local  public  school  and  at  the  Lake  Lodge 
School  at  Grimsby,  Ont.  ;  then  he  went  to  the  Royal  Mili- 
tary College  at  Kingston  where  he  received  his  diploma  in 
1924.  He  attended  McGill  University  during  the  1926-27 
session  and  received  his  degree  of  B.Sc.  in  civil  engineering 
in  1927.  From  1927  to  1929  he  attended  courses  at  the 
School  of  Military  Training,  Chatham,  England.  Returning 
to  Canada  in  1929,  he  became  an  instructor  at  the  Royal 


Canadian  School  of  Military  Training  at  Halifax,  N.S.,  and 
later  was  employed  on  engineer  services  and  works  in  the 
district. 

For  some  time  in  1933  he  was  acting  district  engineer 
officer  of  M.D.  No.  3  at  Kingston,  Ont.  From  1934  to  1935 
he  occupied  the  same  position  in  M.D.  No.  2  at  Toronto. 
He  was  appointed  district  engineer  officer  of  M.D.  No.  1 
at  London,  Ont.,  in  1935. 

At  the  outbreak  of  war  he  was  stationed  for  some  time 
at  Petawawa,  and  Camp  Borden  and  he  went  overseas 
in  December,  1940.  He  attended  Khaki  College  in  England 
and  was  later  attached  to  Canadian  Military  Headquarters 
in  London.  Early  this  year  he  was  assigned  as  a  major  to 
the  2nd  Field  Company,  R.C.E.,  and  a  few  weeks  ago  he 
was  promoted  to  the  post  which  he  occupied  at  the  time  of 
his  tragic  death. 

Colonel  Andrewes  joined  the  Institute  as  a  Junior  in  1930. 
He  was  transferred  to  Associate  Member  in  1937  and 
became  a  Member  in  1940. 


News  of  the  Branches. 


BORDER  CITIES  BRANCH 


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


J.  B.  DOWLER,  M.E.I.C. 

W.  R.  Sticxney,  M.E.I.C. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


Mr.  A.  E.  Davison,  transmission  engineer  with  the  Hydro 
Electric  Power  Commission,  was  the  guest  speaker  at  the 
monthly  dinner  meeting  of  the  branch  held  in  the  Prince 
Edward  Hotel  on  April  10th.  He  was  introduced  by  Mr. 
A.  H.  McQuarrie,  and  spoke  on  220,000-Volt  Lines  in 
Ontario — 1941,  illustrating  his  paper  with  slides  and 
films. 

The  principal  problem  of  the  transmission  engineer  is  to 
keep  electricity  from  escaping  from  the  wires.  Lightning 
troubles  are  the  most  prolific  source  of  outages  on  transmis- 
sion lines,  but  mechanical  characteristics  of  the  line  are 
extremely  important.  Because  they  are  continuously 
exposed  to  the  elements,  the  fatigue  problem  becomes  of 
prime  consideration,  and  if  the  aluminum,  copper  and  steel 
portions  of  a  transmission  line  are  not  kept  within  recognized 
endurance  limits,  it  is  only  a  matter  of  time  till  incipient 
failures  are  evident. 

Fatiguing  comes  from  two  sources,  a  small,  continuous 
aeolian  vibration  and  a  dancing  or  galloping  vibration 
which  is  less  frequent  but  more  strenuous.  The  latter 
is  due  to  the  effect  of  wind  on  ice  coatings  on  the 
conductors. 

Steel  grillages  are  generally  used  for  anchoring  steel 
transmission  towers  to  earth.  These  were  formerly  set  by 
templates  while  backfilling  was  being  done,  but  recently  an 
alternative  method  of  setting  each  leg  and  grillage  inde- 
pendently by  using  a  surveyor's  instrument  and  reference 
stakes  has  been  found  more  accurate  and  economical. 

Films  were  then  shown  of  methods  of  setting  grillages  and 
bases,  also  of  erection  of  towers  using  horses  and  gin  poles. 
Details  of  the  stringing  and  splicing  of  conductors  and 
installation  of  so  called  shock  absorbers  were  shown  on 
slides,  as  well  as  the  effect  of  frost  on  footings.  A  moving 
picture  film  was  then  given  showing  the  erection  of  a  wood 
pole  line  in  northern  Ontario  during  winter,  and  the  various 
problems  encountered  in  setting  footings  and  stringing 
conductors. 

After  an  interesting  discussion  period,  a  vote  of  thanks 
was  moved  by  Mr.  S.  E.  McGorman  and  the  meeting 
adjourned. 

The  May  meeting  was  held  on  Friday,  May  22nd  in  the 
Prince  Edward  Hotel.  Mr.  W.  H.  Furlong,  K.C.,  chairman 
of  the  Sandwich,  Windsor  and  Amhorstburg  Railway  Com- 


pany, and  transportation  controller  of  the  Windsor  Civilian 
Defence  Committee,  spoke  on  Canada's  war  effort  as 
shared  by  the  S.W.  &  A.  Railway  Company. 

He  gave  first  a  brief  history  of  the  company  since  his 
appointment  as  chairman  in  1938.  The  existing  equipment 
was  out  of  date,  wires  and  tracks  were  badly  worn  and  it 
was  found,  on  investigation,  that  the  operating  and  main- 
tenance costs  were  more  than  the  returns.  To  remedy  this 
the  fares  were  raised  and  new  vehicles  purchased  which 
would  operate  at  a  lower  cost.  Before  purchasing  these  a 
careful  study  of  other  transportation  systems  was  made, 
and  after  consultation  with  the  American  Transit  Associa- 
tion and  Mr.  W.  R.  Campbell  of  the  Ford  Motor  Company, 
four  buses  were  purchased  and  put  on  the  Amherstburg  line. 
These  were  carefully  checked  for  two  weeks  and  found  to  be 
satisfactory.  More  buses  were  purchased,  and  daily  records 
of  all  passengers  carried  on  every  line  at  all  times  of  the 
day  were  kept.  This  led  to  the  establishment  of  a 
time  table  giving  economical  operation  and  efficient 
service. 

The  maintenance  and  repair  of  buses  was  difficult  at 
first  as  there  was  no  proper  building  for  this  nor  men  to  do 
the  work.  Qualified  motor  mechanics  were  hired,  tracks 
ripped  up,  buildings  rearranged,  lights,  heating  systems 
and  modern  machinery  installed.  A  service  department  was 
set  up  which  allows  straight  line  service  from  terminal  to 
garage,  to  gas  and  air  pumps,  to  wash  racks  to  street.  Buses 
are  checked  over  every  night  and  washed  inside  and  out.  The 
walls  of  tires  are  whitewashed  to  prevent  drivers  from 
scraping  curbs.  Last  but  not  least  the  drivers  are  urged  to  be 
courteous  and  helpful,  as  it  is  really  they  who  sell  the 
transportation  for  the  company. 

As  regards  the  war  effort,  the  S.W.  &  A.  Railway  Company 
have  now  assumed  the  obligation  of  carrying  thousands  of 
passengers  to  their  daily  work  in  essential  war  industries. 
Recently,  to  save  gas  and  rubber,  alternate  stops  on  several 
main  routes  have  been  eliminated  which  on  one  route  alone 
has  resulted  in  about  fifteen  percent  saving  in  gasoline. 

Due  to  the  increase  in  passengers  being  carried  to  essen- 
tial war  industries,  at  the  instigation  of  the  Transit  Con- 
troller, an  attempt  was  made  to  stagger  working  hours  and 
avoid  capital  expenditure  of  buying  more  buses.  The  large 
automobile  companies  in  the  city  have  co-operated  splen- 
didly in  this  matter,  and  as  a  result,  the  S.W.&  A.  Railway 
Company  have  been  able  to  save  seven  buses  which  other! 


440 


July,  1942     THE  ENGINEERING  JOURNAL 


wise  would  have  been  required  at  on-  and  off-shift  hours, 
and  the  plan  is  still  uncompleted. 

In  cases  of  blitz  when  evacuation  of  the  city  would  be 
necessary,  the  company  now  has  over  one  hundred  buses 
which  could  completely  move  the  population  of  Windsor 
out  of  the  city  in  thirty-six  hours.  With  the  street  rail- 
way system  this  would  have  been  impossible.  There  are 
also  many  cars,  trucks  and  smaller  buses  strategically 
located  in  the  city  to  aid  as  ambulances,  etc.,  in  cases  of 
air  raids. 

In  conclusion,  Mr.  Furlong  proudly  stated  that  many 
cities  in  both  Canada  and  the  United  States  have  sent 
representatives  enquiring  about  the  success  of  our  trans- 
portation system,  and  are  considering  the  installation  of  a 
system  patterned  on  exactly  the  same  lines  as  the  S.W.  &  A. 
Railway  Company. 

Mr.  Furlong  was  introduced  by  Mr.  G.  Medlar  and  was 
heartily  thanked  for  his  interesting  address  by  Mr.  C.  G.  R. 
Armstrong. 

HAMILTON  BRANCH 


was  accorded  a  very  hearty  vote  of  thanks  by  Harold 
Cooch.  In  closing  the  meeting  the  chairman,  Stanley  Shupe, 
paid  special  tribute  to  the  speaker  for  his  informative 
address. 

KINGSTON  BRANCH 


A.  R.  Hannaford,  M.E.I. c. 
W.  E.  Brown,  jr. e. i.e. 


Secretary-Treasurer 
Branch  News  Editor 


On  Tuesday  evening,  May  5th,  members  of  the  Hamilton 
Branch  and  visitors  had  the  privilege  of  hearing  Dr.  L.  M. 
Pidgeon  speak  on  Magnesium,  Lightest  Commercial 
Metal.  The  meeting  was  held  in  the  Lecture  Theatre; 
McMaster  University,  and  the  attendance  was  75. 

Dr.  Pidgeon  is  metallurgist  for  the  new  Dominion  Mag- 
nesium Company,  located  at  Haleys.  The  speaker,  who  is 
outstanding  in  the  world  of  magnesium,  prefaced  his  talk 
with  a  brief  history  of  metals,  dividing  it  into  three  parts. 
First;  when  only  "native  metals"  were  available,  i.e.,  those 
found  in  nature  as  a  metal,  not  ore.  Platinum  and  gold 
come  under  such  a  heading  and  are  soft  and  heavy. 

The  second  phase  came  when  the  art  of  smelting  was 
discovered.  This  resulted  in  the  industrial  world,  as  we 
know  it  to-day,  enabling  us  to  build  steel  structures,  loco- 
motives, etc.  Such  metals  are  heavy  and  strong.  The  third, 
and  present  epoch,  surrounds  the  subject  matter  of  the 
paper,  i.e.,  metals  that  are  strong  and  light. 

The  speaker  pointed  out  that  aluminium  is  relatively 
heavy  when  compared  to  magnesium;  the  densities  being 
2.7  and  1.7,  respectively,  and  that  because  of  this,  members 
of  a  structure  may  be  massively  designed  and  thus  have  a 
high  rigidity,  in  fact  magnesium  structures  weight  for 
weight  are  the  most  rigid  of  any  metal.  Generally  speaking, 
magnesium  is  not  pure,  but  in  the  form  of  an  alloy  with 
aluminium.  The  alloys  run  from  90  per  cent  to  98  per  cent 
magnesium,  the  balance  being  aluminium  with  up  to  3 
per  cent  zinc  and  about  1.5  manganese.  The  alloying  is 
carried  out  in  crucibles,  using  a  flux  on  top  to  prevent 
burning  of  the  metal.  In  considering  some  of  the  metal's 
properties,  burning  was  mentioned  because  as  a  powder  it 
is  very  dangerous  but  in  pieces  such  as  form  part  of  a 
machine  it  is  perfectly  safe.  In  a  thermite  bomb  it  burns 
readily  after  the  thermite  melts  it.  The  metal  is  produced 
in  several  ways,  depending  upon  what  magnesium  deposits 
are  found  in  the  district. 

In  the  state  of  Nevada,  U.S.A.,  the  oxide  is  used  which 
is  treated  with  chlorine  to  form  magnesium  chloride  which 
in  turn  is  electrolysed  to  produce  the  metal.  Sea  water  is 
also  utilized,  the  magnesium  chloride  present  being  the 
source.  In  Canada  large  deposits  of  dolmite  which  is  a  type 
of  limestone  containing  about  50  per  cent  magnesium  car- 
bonate, are  utilized.  The  stone  is  first  calcined  to  produce 
oxide  which  is  then  treated  with  a  reducing  agent  to  pro- 
duce the  metallic  vapour,  which  is  colled  and  collected. 
Research  in  various  reducing  agents  has  been  one  of  the 
main  phases  of  the  work  carried  on  by  Dr.  Pidgeon  and  his 
efforts  have  been  rewarded  with  considerable  success. 

A  very  lively  discussion  followed  the  lecture. 

The  speaker,  who  had  been  introduced  by  Norman  Eager, 


J.  B.  Baty,  m.e.i.c. 


-     Secretary-Treasurer 


A   very   interesting   address   on   Aircraft -in -War   was 

given  by  Wing-Commander  Morgan  Keddie  of  the  Norman 
Rogers  Air-Training  School  at  a  branch  meeting  held  at 
the  Badminton  Club,  on  March  20th. 

Commander  Keddie  began  his  address  with  a  discussion 
of  the  forces  acting  on  an  aircraft.  He  emphasized  that  the 
resultant  from  the  total  lift  and  the  total  drag  are,  to  a 
certain  extent,  concepts  in  the  mind  of  the  aeronautical 
engineer  and  cannot  be  said  to  exist  at  any  one  place.  The 
actual  forces  are  the  innumerable  pressures  and  suctions 
distributed  over  the  whole  area  of  the  wing  and  fuselage. 
The  resultant  force  and  consequently,  the  lift  and  drag 
components  are  to  be  regarded  chiefly  as  convenient  ways 
of  representing  the  aggregation  of  very  small  individual 
forces.  The  speaker  differentiated  between  the  induced 
drag  which  always  accompanies  the  lift  and  the  parasite 
drags  on  the  airplane. 

The  lift  which  must  equal  the  weight  of  the  machine  for 
static  equilibrium  is  the  product  of  the  air  density,  the  wing 
area,  the  velocity  relative  to  the  air  squared  and  the  co- 
efficient of  lift.  The  relationship  among  these  quantities 
was  very  clearly  explained  and  deductions  made  therefrom. 
Wing  loading  and  engine  horse  power  for  the  necessary 
thrust  to  maintain  the  lift  required  with  heavy  bombers  was 
considered  by  the  speaker.  Commander  Keddie  predicted 
that  the  aircraft  of  the  future,  particularly  fighter  aircraft, 
would  have  engines  approaching  2000  hp.  each. 

The  speaker  explained  the  outstanding  details  of  pro- 
peller design  and  the  characteristics  of  certain  types.  An 
airplane  air-screw,  using  the  name  the  speaker  preferred 
(whereas  the  military  authorities  insist  on  its  being  called  a 
propeller),  at  a  given  altitude,  forward  speed  and  pitch 
setting,  absorbs  power  very  nearly  in  proportion  to  the 
cube  of  its  r.p.m.  The  intersection  of  the  rated-power  curve 
and  the  propeller-power  curve  gives  the  speed  at  which  the 
combination  will  run  at  rated  engine  power  to  good  advant- 
age. The  propeller  is  selected  so  that  it  will  absorb  the 
rated  engine  power  at  normal  r.p.m.  in  level  flight.  Changing 
the  speed  by  climbing  or  diving  will  move  the  propeller 
curve  to  the  left  or  right  and  will  alter  the  maximum  engine 
speed  at  rated  horse  power  accordingly. 

The  speaker  gave  descriptions  of  personal  experience  with 
propellers  that  failed  to  bite  the  air  as  an  air-screw  until 
certain  speeds  were  attained.  He  explained  that  this  was  due 
to  the  blade  angle  and  pitch  being  incorrect  for  the  speed 
and  power.  This  difficulty  is  eliminated  by  using  control- 
lable-pitch propellers.  The  propeller  usually  runs  with  this 
type  at  constant  speed  and  the  varying  pitch  takes  care  of 
the  many  variable  factors  involved.  However,  for  purposes 
of  design  and  aeronautical  calculations  pertaining  to  flight 
it  is  usual  to  use  the  curve  of  power  required  by  a  fixed- 
pitch  propeller,  and  when  this  is  plotted  against  engine 
speed  the  propeller-load  curve  is  obtained.  Though  there  is 
a  slightly  different  propeller-load  curve  for  each  forward 
speed,  the  difference  between  the  curves  is  slight,  and  since 
level  flight  is  more  usual,  the  propeller-load  curve  for 
normal  level  flight  is  the  one  generally  used  in  airplane- 
engine  power  and  fuel-consumption  calculations. 

After  the  formal  address  was  completed,  the  meeting  was 
given  over  to  discussions  and  the  answering  of  specific 
questions.  These  were  many  and  varied.  One  question  that 
was  of  interest  was  about  the  matter  of  using  airplanes  to 
spread  poisonous  gases  over  areas  of  country.  The  speaker 
explained  that  the  airplane,  according  to  his  view,  would 
not  be  used  for  this  purpose  to  any  extent,  as  it  would  be 
very  inefficient  and  the  results  obtained  would  be  insigni- 
ficant. 


THE  ENGINEERING  JOURNAL     July,  1942 


441 


LONDON  BRANCH 


H.  G.  Stead,  jr.E.l.c. 
A.  L.  Furanna,  jr.E.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


On  Thursday,  May  21,  the  chairman  of  the  Branch,  Mr. 
F.  T.  Julian,  presided  over  a  complimentary  dinner  meeting 
to  Mr.  W.  C.  Miller,  m.e.i.c.  at  the  London  Hunt  and 
Country  Club. 

Mr.  Miller  is  the  city  engineer  of  the  city  of  St.  Thomas, 
and  was  recently  elected  president  of  the  Association  of 
Professional  Engineers  of  Ontario. 

Following  the  dinner  several  speakers  preceeded  Mr. 
Miller's  address.  Representing  St.  Thomas,  Mr.  Rowe,  the 
city  treasurer,  and  Alderman  Curran,  chairman  of  the 
Board  of  Works,  both  told  of  Mr.  Miller's  work  in  St. 
Thomas.  Colonel  I.  Leonard,  one  of  the  first  presidents  of  the 
Association  of  Professional  Engineers  of  Ontario,  gave  an 
outline  of  the  history  of  the  Institute  and  the  origin  of  the 
Association.  Mr.  J.  A.  Vance,  a  councillor  of  the  Institute 
spoke  of  the  ever  increasing  part  engineers  are  playing  in 
the  war  effort.  Mr.  H.  F.  Bennett  summed  up  his  tribute  to 
Mr.  Miller  by  saying  that  the  London  Branch  honours 
itself  in  honouring  Mr.  Miller.  The  speaker  was  introduced 
by  Mr.  E.  V.  Buchanan. 

Mr.  Miller's  chosen  subject  was  A  Philosophy  of 
Engineering. 

Opening  his  address  the  speaker  showed  how,  in  spite  of 
the  fact  that  men  are  daily  reaping  the  harvest  of  the 
engineers'  efforts,  they  fail  to  recognize  in  engineering,  the 
personal  man  to  man  relationships  which  they  readily  see 
in  the  other  professions.  Even  great  engineers  of  our  own 
time  such  as  Harry  Acres,  designer  of  the  Queenston  Power 
Development,  Professor  Price  who  made  it  possible  for  us 
to  have  our  electric  clocks,  and  Col.  Wm.  J.  Wilgus, 
designer  of  the  New  York  Grand  Central  Station,  receive 
little  or  no  thought  from  those  who  enjoy  the  results  of 
their  labours. 

What  then  has  the  engineer  in  common  with  other 
professions,  or  what  right  has  his  work  to  be  raised  to  the 
dignity  of  a  profession  ?  The  common  bond  is  the  great 
principle  of  trusteeship.  Each  is  entrusted  with  the  great 
values  of  our  lives,  even  life  itself,  and  the  only  security 
that  he  demands  of  his  trusteeship  is  his  professional 
integrity. 

The  desired  recompense  from  any  job  is  the  fundamentals 
of  life.  But  we  may  be  thankful  that  there  are  other  great 
satisfactions  from  the  practice  of  engineering,  far  surpassing 
the  pay  cheque,  which  makes  the  difference  between  a 
laborious  effort  and  a  happy  accomplishment. 

The  first  of  these  is  experienced  at  the  conclusion  of  any 
job  we  do.  We  see  traffic  moving  smoothly  and  rapidly  over 
a  newly  channelized  highway  intersection  we  have  designed. 
Or  we  watch  a  street  lighting  system  come  on  for  the  first 
time.  The  joy  of  creative  effort  is  one  the  engineer  shares 
with  the  artist. 

Another  of  the  great  rewards  of  the  engineer  is  the 
abiding  mental  satisfaction  in  solving  a  complex  problem. 

The  engineer  is  very  keen  for  the  rendering  of  that  kind 
of  service  to  mankind  which  expresses  itself  not  so  much  in 
words,  as  in  deeds.  The  definite  consciousness  that  his  work 
is  making  a  positive  contribution  to  mankind  in  helping  to 
create  a  new  order,  is  the  third  great  satisfaction  of  the 
engineer. 

The  employer  or  client  entrusts  his  wealth,  his  very  life 
to  the  engineer.  The  appreciation  of  this  responsibility  of 
exalted  trust,  is  characteristic  of  the  profession,  and  is  the 
fourth  great  satisfaction  of  engineering. 

Mr.  Miller's  philosophy  of  engineering  is  best  sum- 
marized in  his  own  verses  "The  Road  Builder". 

I've  never  wished  to  sit  aloof 

In  a  cottage  by  the  roadside  bare 
And  watch  the  race  of  men  go  by 

Toiling  and  stumbling  with  their  care. 


442 


I  wish  to  be  a  friend  to  man 

But  not  in  a  quiescent  mood 
To  rest  myself  while  others  toil 

Along  the  dry  and  dusty  road. 

A  helpful  and  kindly  word 

Is  good,  and  man,  since  time  began 
Has  been  encouraged  on  his  way 

By  kindly  word  from  brother  man. 

But  words  cannot  compare  with  deeds 
When  man  is  chafing  at  his  goad. 

A  helping  hand  is  better  far, 

Than  ready  tongue  when  dragging  load. 

So,  I  will  build  a  highway  broad 

And  straight  and  level,  where  men  ride 

From  town  and  hamlet  carrying 
The  commerce  of  the  countryside. 

Man's  load  will  thereby  be  made  light 
And  I  will  help  each  toiler  grim 

Along  his  way  by  building  roads 
That  ease  the  path  of  life  for  him. 

NIAGARA  PENINSULA  BRANCH 


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  at  the  Leonard  Hotel,  St.  Catharines,  on  May  21st. 
Mr.  A.  L.  McPhail,  branch  chairman,  presided  and  there 
was  an  attendance  of  75.  The  members  of  the  Branch 
Executive  Committee,  elected  by  the  recent  ballot,  were 
introduced  by  the  secretary.  Appointments  by  the  com- 
mittee for  the  coming  year  were:  Chairman,  C.  G.  Cline; 
Vice-Chairman,  G.  E.  Griffiths;  Secretary,  J.  H.  Ings. 
The  guest  speaker,  Dean  C.  R.  Young,  president  of  the 
Institute,  was  then  introduced  by  the  chairman.  After  a 
few  preliminary  remarks  about  his  recent  trip  to  the 
AVestern  Branches  and  about  the  affairs  of  the  Institute  in 
general,  the  President  proceeded  to  speak  generally  on 
The  Engineer  and  the  War. 

This  is  a  war  of  the  engineer  and  the  scientist.  For  every 
fighting  man  at  the  front,  it  takes  18  persons  to  furnish 
him  with  the  necessary  supplies.  The  demand  for  techni- 
cally-trained men  is  very  great;  by  the  end  of  1943  several 
thousand  additional  engineers  and  technologists  will  be 
required.  To  meet  this  demand,  it  will  be  necessary  to  take 
engineers  from  non-essential  industries  and  to  draw  back 
into  the  profession  engineers  who  have  drifted  into  other 
lines  of  work.  Students  will  be  graduating  each  year  from 
our  engineering  faculties,  but  undergraduates  in  engineer- 
ing should  not  be  drafted  into  industry  until  they  have 
completed  their  courses.  In  addition,  it  may  be  necessary 
to  train  men  in  short,  special  courses  for  particular  lines  of 
work. 

The  engineer  is  in  demand  during  this  war  because  of  his 
special  technical  qualifications  and  also  because  he  has  been 
trained  to  clear  thinking  and  exact  measurement.  In  this 
war,  industry  must  be  as  fluid  as  the  battlefront.  It  re- 
quires engineers  who  can  adapt  themselves  to  frequent 
changes  in  design  and  who  have  sufficient  imagination  to 
think  out  new  methods  of  increasing  production  and  of 
improving  the  finished  product.  Engineers  are  filling  import- 
ant positions  both  in  the  armed  forces  and  in  industry. 
Of  3,500  graduates  of  the  University  of  Toronto  in  the 
armed  forces,  19  per  cent  are  from  the  Faculty  of  Applied 
Science  and  Engineering,  whereas  engineers  form  only 
about  10  per  cent  of  the  total  adult  male  population  of 
comparable  educational  qualifications.  A  large  number  of 
Institute  members  are  serving  in  the  armed  forces,  includ- 
ing the  Commander  of  the  Canadian  Army  overseas  and 
some  of  his  most  distinguished  officers;  many  are  in  ord- 
nance, the  engineers,  signals,  the  airplane  detection  service 


July,  1942     THE  ENGINEERING  JOURNAL 


and  in  the  navy.  At  home,  the  engineer  is  found  in  war 
industry  and  in  normal  industry,  in  the  public  service  and 
in  vital  research  work.  Thus  the  engineering  profession  is 
playing  an  important  part  in  Canada's  war  effort,  both  at 
home  and  abroad.  Truly,  as  Pythagoras  said,  "In  the 
theatre  of  man's  life,  it  is  given  only  to  God  and  the  angels 
to  be  lookers-on." 

The  Institute,  as  a  body,  is  also  contributing  to  the 
war  effort.  The  secretary,  Mr.  L.  Austin  Wright,  has  been 
loaned  to  the  Wartime  Bureau  of  Technical  Personnel  and 
later  to  National  Selective  Service  to  act  as  executive 
assistant  to  the  director,  Mr.  E.  M.  Little.  The  Institute 
has  interested  itself  in  the  engineering  features  of  civilian 
defence  and  has  sponsored  courses  of  lectures  on  this  sub- 
ject by  Professor  Webster.  Members  of  the  Institute  are 
taking  an  active  part  in  the  work  of  the  sub-committee  on 
Post-war  Re-construction  Projects,  of  which  Vice-President 
K.  M.  Cameron  is  chairman.  Mr.  Wills  Maclachlan  is  the 
chairman  of  an  Institute  committee  recently  set  up 
by  Council  to  study  Industrial  Relations,  a  matter  of 
particular  import  in  time  of  war  and  in  the  years 
following  it. 

The  Engineering  Institute  of  Canada  is  a  comprehensive 
organization  of  engineers,  respected  and  highly  regarded 
by  professional  men  throughout  Canada.  It  fathered  the 
provincial  Associations  of  Professional  Engineers  and  con- 
tinues to  back  them  up.  However,  there  is  still  plenty  of 
work  to  be  done  by  the  parent  organization.  As  Col. 
Willard  Chevalier  has  said,  "There  is  more  in  the  profes- 
sional relationship  than  anything  you  can  write  into  a 
statute."  The  professional  man  should  have  a  broad  educa- 
tion, catholic  sympathies,  should  be  devoted  to  the  public 
welfare  and  should  be  able  to  appear  in  any  society  and  to 
represent  any  cause  with  credit.  The  greatest  contribution 
the  Institute  could  make  would  be  to  foster  this  ideal 
among  the  members  of  the  engineering  profession  in 
Canada. 

A  vote  of  thanks  to  the  speaker  was  proposed  by  past- 
president  A.  J.  Grant.  The  concluding  feature  of  the 
programme  was  a  showing  of  the  moving  pictures  of  the 
collapse  of  the  Tacoma  bridge. 

PETERBOROUGH  BRANCH 


SAGUENAY  BRANCH 


A.  R.  Jones,  jt.e.i.c. 
J.  F.  Osborn,  S.E.I.C. 


Secretary-  Treasu  rer 
Branch  News  Editor 


The  Peterborough  Branch  held  its  annual  meeting  at 
the  Kawartha  Golf  and  Country  Club  on  May  20th,  at 
which  34  members  were  present.  Preceding  the  business 
meeting  in  the  evening,  the  members  participated  in  golf 
matches,  and  after  the  business  meeting  three  motion  and 
sound  films  were  shown,  followed  by  refreshments. 

The  following  Executive  was  elected  for  the  coming  year: 


C.  R.  Whittemore 
F.  R.  Pope 
I.  F.  McRae 
R.  L.  Dobbin 


D.  J.  Emery 

A.  J.  Gird  wood 

J.  Cameron  (Ex-Officio) 

H.  R.  Sills  (Ex-Officio) 


At  an  Executive  meeting  held  on  June  4th,  the  following 
members  were  elected  for  the  coming  season: 

Chairman:  D.  J.  Emery. 

Secretary-Treasurer:  A.  R.  Jones. 

Meetings  and  Papers  Committee:  A.  J.  Girdwood. 

Social  and  Entertainment  Committee:  J.  Cameron. 

Membership  and  Attendance  Committee:  A.  L.  Malby. 

Branch  News  Editor:  J.  F.  Osborn. 

Branch  Auditor:  E.  R.  Shirley. 

Representative  on  Nominating  Committee  :W.  T.  Fanjoy. 

Students'  Guidance  and  Counselling  Committee:  G.  R. 

Langley. 
Committee  on  Post- War  Problems:  G.  R.  Langley. 


D.  S.  ESTABROOXS,  M.E.I.C. 
J.  B.  D'AOUST,  M.E.I.C. 


Secretary-  Treas  urer 
Branch  News  Editor 


A  meeting  of  the  Saguenay  Branch  of  the  Institute  was 
held  in  the  Protestant  school  at  Arvida  on  the  evening  of 
May  18th. 

It  was  the  privilege  of  the  members,  on  this  occasion,  to 
hear  an  address  by  Professor  F.  Webster,  deputy  chief 
engineer,  of  the  Ministry  of  Home  Security,  London, 
England,  on  the  subject  of  Air  Raid  Shelters.  Professor 
Webster  is  considered  one  of  the  foremost  authorities  on  the 
subject  of  air  raid  shelters  for  protection  against  high 
explosive  bombs. 

The  various  types  of  bombs  used  by  the  Germans  in  their 
raids  on  England  were  described  and  their  characteristics 
discussed.  This  was  followed  by  a  detailed  account  of  the 
experiments  with  various  types  of  shelters  and  the  evolu- 
tion of  the  most  satisfactory  designs — work  which  was 
seriously  hampered  by  the  shortage,  at  that  time,  of  the 
most  commonly  used  structural  materials. 

The  effects  of  bombs  on  structures,  as  discussed  by 
Professor  Webster,  was  very  well  illustrated  by  a  film, 
after  which  the  speaker  answered  a  number  of  questions 
raised  by  the  members.  It  was  reassuring  to  Canadians  to 
learn  that  the  frame  house  common  in  this  country  could  be 
expected  to  stand  up  comparatively  well  under  a  bombing 
raid  and  that  the  injuries  and  loss  of  life  due  to  falling 
debris  would  in  all  probability  be  small  as  compared  to 
that  experienced  in  England. 

Mr.  N.  F.  McCaghey,  branch  chairman,  called  upon  Mr. 
S.  J.  Fisher  to  express  the  thanks  and  appreciation  of  the 
members  present  to  Professor  Webster  for  his  most  in- 
teresting address. 

SAINT  JOHN  BRANCH 

G.  W.  Griffin,  m.e.i.c.       -     Secretary-Treasurer 

The  Saint  John  Branch  tendered  a  luncheon  on  the  22nd 
May  at  the  Admiral  Beatty  Hotel,  Saint  John,  to  the 
Dominion  Council  of  the  Association  of  Professional 
Engineers  of  Canada  on  the  initial  day  of  their  recent  visit 
to  New  Brunswick.  Thirty-three  members  of  the  branch 
attended. 

The  visit  was  the  result  of  an  invitation  extended  by  the 
New  Brunswick  Association  in  October,  1940,  to  the 
Dominion  Council  that  they  hold  their  1942  annual  meeting 
in  this  province. 

D.  R.  Smith,  chairman  of  the  branch,  presided  at  the 
luncheon  and  other  speakers  were  D.  A.  R.  McCannel, 
m.e.i.c,  of  Regina,  and  W.  H.  Golding,  president  and 
councillor  of  the  Association  of  Professional  Engineers. 

A  report  of  the  year's  activities  was  delivered  by  Presi- 
dent McCannel.  He  noted  that  the  work  of  the  Association 
was  most  important,  particularly  in  war-time.  He  felt  that 
the  war  presented  a  challenge  to  the  Council  in  that  "we 
must  take  our  place  in  aiding  with  post-war  problems." 

Among  those  present  at  the  luncheon  were  F.  W. 
MacNiell,  A.  D.  Créer,  Vancouver;  J.  B.  deHart,  Calgary; 
P.  Burke-Gaffney,  Winnipeg;  W.  P.  Dobson,  Major  M. 
Barry  Watson,  Toronto;  C.  L.  Dufort,  Montreal;  F.  W.  W. 
Doane,  Halifax;  Professor  E.  O.  Turner,  W.  J.  Lawson, 
Fredericton;  G.  L.  Dickson,  A.  R.  Bennett,  T.  H.  Dickson, 
Moncton;  and  J.  M.  M.  Lamb  and  C.  C.  Kirby,  Saint  John. 

VANCOUVER  BRANCH 

P.  B.  Stroyan,  m.e.i.c.        -    Secretary-Treasurer 


A.  Peebles,  m.e.i.c. 


-     Branch  News  Editor 


The  Vancouver  Branch  concluded  a  particularly  success- 
ful programme  at  a  meeting  on  May  27th,  in  the  Medical- 
Dental  Building,  when  Professor  Frank  Forward,  professor 
of  metallurgy  at  the  University  of  British  Columbia,  spoke 
on  Metallurgical  Progress  in  the  War. 


THE  ENGINEERING  JOURNAL     July,  1912 


443 


The  measure  of  our  future  success  depends  upon  those 
working  on  advances  in  technical  knowledge.  "The  spirit 
of  an  age  must  not  be  judged  on  the  finality  of  its  achieve- 
ment, but  on  the  seriousness  of  its  effort." 

Metallurgy  was  an  art  up  to  the  end  of  the  last  century, 
before  which  it  had  advanced  but  slowly,  depending  upon 
the  wisdom  of  plant  operators  rather  than  upon  any  seri- 
ous attempts  to  discover  new  methods  or  to  improve 
processes.  Such  men  as  did  carry  on  research  work  received 
little  co-operation  from  those  in  the  operation  field  and 
each  tended  to  deprecate  the  efforts  of  the  other.  After 
1870,  there  was  a  gradual  change  in  which  scientific  re- 
search began  to  play  a  more  important  part  in  the  direction 
of  metallurgical  processes,  and  a  number  of  notable  im- 
provements came  into  use.  One  of  the  first  great  scientists 
in  this  field  was  Charles  Benjamin  Dudley,  who  set  up 
chemical  analysis  specifications  for  metal  products  pur- 
chased by  the  Pennsylvania  Railroad.  These  were  soon 
copied  by  other  railroads  and  later  adopted  by  the  steel 
manufacturers  themselves.  Andrew  Carnegie  enlisted  scien- 
tific research  in  his  steel  mills,  as  did  other  operators,  but 
progress  was  slow,  and  in  1890  the  United  States  Steel 
Company  employed  only  one  research  metallurgist. 

More  rapid  progress  was  made  in  non-ferrous  metals  than 
in  the  iron  and  steel  industry.  In  the  early  part  of  this 
century,  chloride  processes,  flotation,  and  chemical  com- 
position were  introduced.  During  the  last  war,  very  rapid 
developments  took  place  in  all  branches  of  the  field  of 
metallurgy.  Durai  was  discovered,  and  the  electrolytic 
process  for  zinc  and  nickel  were  put  into  practice.  Alloy 
steels  were  required  for  war  purposes  and  by  the  end  of 
the  war,  their  production  was  on  a  thoroughly  scientific 
basis.  Efficiency  and  output  increased  very  rapidly,  and  the 
quality  of  carbon  steels  improved  tremendously.  Alloyed 
and  stainless  steels  were  made  available,  and  controlled 
grain  size  was  made  standard  production  practice.  Soon 
after  1930  the  continuous  strip  mill  was  developed,  which 


greatly  increased  the  output  of  sheet  steel  for  automobiles 
and  many  other  products.  The  average  life  of  steel  products 
was  increased  by  more  than  100  per  cent.  The  Bessemer 
process,  which  had  remained  rather  stationary  after  the 
introduction  of  the  open  hearth  furnace,  was  developed  and 
brought  under  scientific  control. 

In  the  non-ferrous  field  the  purity  of  metals  was  greatly 
increased,  an  important  factor  since  extremely  small 
amounts  of  impurities  have  pronounced  effects  upon  the 
physical  properties  of  metals. 

In  the  present  war  the  necessity  has  arisen  to  produce 
some  metals  no  longer  available,  as  a  result  of  loss  of  im- 
ports and  the  increased  demands.  A  limited  amount  of  tin 
is  being  produced  in  British  Columbia  and  low  grade 
tungsten  is  being  refined  by  new  processes.  Magnesium  is 
now  being  made  in  several  different  ways  to  meet  the 
tremendous  demand  for  this  metal.  The  expansion  in  the 
aluminum  industry  is  well  known.  Electric  furnace  steel  is 
being  made  in  larger  quantities  for  work  requiring  high 
quality  control.  Silver  is  being  used  as  a  tin  substitute  in 
many  cases.  Boron  steels  are  being  used,  and  carbide  tools 
are  playing  a  large  part  in  the  machining  of  parts.  Induc- 
tion heating,  or  a  means  of  localized  heat  treatment  is  now 
quite  common.  Powdered  iron  is  now  used,  eliminating 
much  machine  work,  and  resulting  in  a  product  of  pure  iron. 
The  present  trend  in  steel  metallurgy  is  the  improvement 
of  hardenability,  and  good  results  are  being  achieved  in 
steel  and  alloy  metals. 

There  is  still  plenty  of  room  for  further  knowledge  in  the 
field  of  metallurgy,  and  in  several  new  phases  which  have 
recently  been  opened  up.  The  chief  gain  in  recent  decades 
is  that  complete  co-operation  between  the  scientist  and  the 
operating  engineer  has  been  achieved. 

The  meeting  was  under  the  chairmanship  of  W.  O.  Scott, 
branch  chairman,  and  closed  with  a  vote  of  thanks  proposed 
by  P.  Buchan. 


Library  Notes 


NEW  C.E.S.A.  SPECIFICATIONS 

The  Canadian  Engineering  Standards  Asso- 
ciation has  recently  issued  the  following  new 
standards  : 

A23  Concrete  and   Reinforced   Concrete. 
2nd  ed. 

The  first  edition  of  this  specification  was 
published  in  1929  and  the  second  edition 
has  been  revised  extensively  to  take  cog- 
nizance of  the  many  developments  that  have 
taken  place  in  concrete  and  reinforced  con- 
crete construction  since  the  first  edition  was 
published.  This  specification  is  intended  to 
cover  the  use  of  concrete  and  reinforced 
concrete  in  general.  In  such  structures  as 
arches,  tanks,  reservoirs,  chimneys,  etc., 
where  specialization  relates  principally  to 
the  mechanics  of  design  and  details  of  con- 
struction, the  general  provisions  of  the 
specification  may  be  applied  with  the 
modifications  necessary  to  suit  the  special 
conditions.  An  extensive  cross-reference 
index  has  been  added  for  the  convenience 
of  the  users  of  this  specification.  $1.00  per 
copy. 

A72T  Alkali  Sulphate  Resisting  Cement 

This  specification  covers  alkali  sulphate 
resisting  cement  which  is  a  modified  Port- 
land cement  that  resists  to  a  considerable 
degree,  the  deteriorating  action  of  alkali 
sulphate  on  concrete.  This  specification  is 
published  in  tentative  (mimeographed)  form 
to  provide  for  trial  in  the  field  prior  to 
future  publication  as  a  formally  adopted 
CESA  standard.  80.50  per  copy. 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of    New    Books    and    Publications 


C22.2  CESA    Electrical    Standards.    Part 
11  of  the  Canadian  Electrical  Code 

No.  14  Industrial  Control  Equipment  for 
Use  in  Ordinary  (non-hazardous) 
Locations.  2nd  edition. 
This  specification  applies  to  control  and  pro- 
tective devices  for  electric  motors  and  for  in- 
dustrial-heating apparatus,  for  potentials 
up  to  and  including  2500  volts  between  con- 
ductors on  ungrounded  systems  and  1^500 
volts  between  conductors  on  grounded- 
neutral  systems,  and  intended  to  be  em- 
ployed in  accordance  with  the  Rules  of  Part 
1  of  the  Canadian  Electrical  Code.  Equip- 
ment for  higher  voltages  shall  be  made  the 
subject  of  special  investigation.  Fuses,  cir- 
cuit-breakers, snap  switches,  and  trans- 
formers will  only  be  judged  under  this 
specification  in  relation  to  their  assembly 
as  part  of  a  control  appliance.  Individually 
they  shall  conform  to  the  particular  speci- 
fication covering  the  type  of  device  to  which 
they  belong.  It  should  be  noted  that  elec- 
trical instruments,  such  as  meters,  which 
may  be  mounted  along  with  control 
apparatus  as  part  of  control  equipment, 
are  not  covered  by  this  specification.  $0.50 
per  copy. 

No.    42  Receptacles,    Plugs   and    Similar 
Wiring  Devices.  2nd  edition. 
This  specification  is  intended  to  apply  to: 
1.  Attachment-plugs  (caps  and  adapters) 
cord    connectors,    motor    attachment-plugs 


and  current  taps,  rated  at  20  amperes  and 
less,  at  250  volts  and  less,  designed  to  be 
employed  in  accordance  with  the  rules  of 
Part  1  of  the  Canadian  Electrical  Code. 
J.  Receptacles  and  plugs  rated  at  200 
amperes  and  less  at  750  volts  and  less 
designed  to  be  employed  in  accordance  with 
the  rules  of  Part  1  of  the  Canadian  Elec- 
trical Code. 

It  should  be  noted  that  lampholders  and 
pull-off  plugs  for  electrothermal  appliances 
are  not  included  in  this  specification. 
$0.50  per  copy. 

Copies  of  these  standards  may  be  obtained 
from  the  Canadian  Engineering  Standards 
Association,  National  Research  Building, 
Ottawa. 


ADDITIONS    TO   THE    LIBRARY 
TECHNICAL  ROOKS 

Industrial  Statistics: 

H.  A.  Freeman.  N.Y.,  John  Wiley  and 
Sons,  Inc.,  1942.  6x9  in.,  $2.50. 

Electric  Motors  in  Industry: 

D.  R.  Shoults  and  C.  J.  Rife.  Edited  by 
T.  C.  Johnson.  N.Y.,  John  Wiley  and 
Sons,  Inc.,  1942.  General  Electric  Series. 
6x9%  in.,  $4.00. 


444 


July,  1942     THE  ENGINEERING  JOURNAL 


Engineering  Drawing  and  Mechanism: 

Harold  J.  Brodie.  N.Y.,  Harper  and 
Brothers  Publishers  (c.  1942).  Rochester 
Technical  Series.  8Yi  x  11  in.,  $2.25. 

Bibliography  on  Circuit-Interrupting 
Devices  1928-1940: 

American  Institute  of  Electrical  Engineers, 
Committee  on  Protective  Devices,  N.Y., 
1942.  26  p.,  $0.80. 

Canadian  Engineering  Standards  Asso- 
ciation : 

Canadian  Electrical  Code  pt.  2,  Essential 
requirements  and  minimum  standards 
covering  electrical  equipment.  C22.2  No.  3, 
Construction  and  test  of  electrical  equip- 
ment for  oil-burning  apparatus  2nd  ed. — 
No.  64,  Construction  and  test  of  cooking 
and  liquid— heating  appliances  {domestic 
and  commercial  types). — No.  72,  Con- 
struction and  test  of  heating  and  heater 
elements  replacement  types. 

PROCEEDINGS,  TRANSACTIONS 

\merican  Institute  of  Consulting 
Engineers  : 

Proceedings  of  the  annual  meeting  held 
January  19,  1942. 

rhe  Institution  of  Mechanical 
Engineers  : 

Proceedings  July-December  1941  ■  Vol.  146. 

University  of  Toronto — Engineering 
Society  : 

Transactions  and  year  book  1942. 

REPORTS 

\ssoeiation  of  Professional  Engineers  of 
Nova  Scotia: 

Year  Book  1941. 

Canada.   Department  of  Labour: 

Report  for  the  fiscal  year  ending  March  31, 
1941. 

Canada.  National  Harbours  Hoard: 

Report  for  the  calendar  year  1941. 

Australia.  Council  for  Scientific  and 
Industrial  Research.  Bulletin  No. 
145: 

Friction  and  lubrication,  report  No.  1. — 
Part  1  :  The  theory  of  metallic  friction  and 
the  role  of  shearing  and  ploughing. — Part 
2:  The  friction  of  thin  metallic  films. 

Alberta.  Department  of  Lands  and 
Mines: 

Report  for  the  fiscal  year  ended  March  31, 
1940  and  for  the  year  ended  March  31, 
1941. 

U.S.  Bureau  of  Standards.  Building  Ma- 
terials and  Structures  Report  No.  81  : 

Field  inspectors'  check  list  for  building 
construction. 

U.S.  Bureau  of  Mines  :  Technical  Papers  : 

Collecting  and  examining  subsurface  sam- 
ples of  petroleum:  No.  629 — Technical  and 
economic  study  of  drying  lignite  and  sub- 
bituminous  coal  by  the  fleissner  process: 
No.  633 — Design  of  air-blast  meter  and 
.  calibrating  equipment:  No.  635 — Produc- 
tion of  explosives  in  the  United  States  dur- 
ing the  calendar  year  1940:  No.  636 — 
Index  of  coals  tested  in  the  Bureau  of  Mines 
survey  of  carbonizing  properties  of  Ameri- 
can coals:  No.  637 — Coke-oven  accidents 
in  the  United  States  during  the  calendar 
year  1940:  No.  640. 

Cornell  University — Engineering  Experi- 

Iment  Station:  Bulletin: 
The  buckling  of  compressed  bars  by  torsion 
and  flexure:    No.    27 — FlexuraVtorsional 
buckling  of  bars  of  open  section:  No.  28. 


University  of  Minnesota — Engineering 
Experiment   Station — Bulletin: 

Pulp  paper  and  insulation  mill  waste 
analysis.  No.  19. 

University  of  Minnesota.  Engineering 
Experiment  Station.  Technical 
Papers: 

Lightning  discharge  investigation:  No.  38 
— The  effect  of  fine  aggregate  on  the  dur- 
ability of  mortars:  No.  39 — Effect  of  sur- 
face resistance  on  thermal  conductivity  by 
the  hot  plate  method:  No.  40. 

Bell  Telephone  System — Technical  Pub- 
lications: 

Improved  ceramic  dielectric  materials. — 
Programme-operated  level-governing  am- 
plifier.— Stereophonic  sound-film  system. — 
Trajectories  of  electrons  in  an  arbitrary 
field.— Monographs  No.  1325-1328. 

Bell  Telephone  Laboratories: 

Your  voice  and  the  telephone  by  Franklin 
L.  Hunt:  Feb.  1942. 

Elec  t  rochemical  Society  : 

The  use  of  statistical  control  in  corrosion 
and  contact  resistance  studies: — Principles 
of  microelectrophoresis  cells:  Conversion  of 
magnesite  to  periclase:  Preprints  no.  81-26 
to  81-28. 

Edison  Electric  Institute: 

Specification  for  strand-eye  anchor  rods 
approved  by  Transmission  and  distribution 
committee.  TD— 2,1942. 

Low-Frequency  Shielding  in  Telephone 
Cables  : 

Joint  subcommittee  on  development  and 
research,  Edison  Electric  Institute  and  Bell 
Telephone  System.  Engineering  report  No. 
48. 

Bonneval,  Henri  A.  de: 

Review  of  the  direct-current  compound 
generator  as  used  aboard  ship.  Reprinted 
from  Marine  Engineering  and  Shipping 
Review,  March  1942. 

The  Use  of  Air-Locks: 

George  Oswald  Boulton.  Reprinted  from 
the  Journal  of  the  Institution  of  Engineers, 
Australia,  Vol.  14,  No.  1,  January  1942. 

Aluminium  Research  Laboratories: 
Technical  Paper: 

Typical  tensile  and  compressive  stress- 
strain  curves  for  aluminium  alloy  24S-T, 
Alclad  24S-T,  24S-RT  and  alclad  24  S- 
RT  products.  No.  6. 

AIR  RAID  PRECAUTION 

What  the  Citizen  Should  Know  about 
Civilian  Defense: 

Walter  D.  Binger  and  Hilton  H.  Railey. 
N.Y.,  W.  W.  Norton  and  Co.,  Inc.  (c. 
1942).  5Y2x8  in.  $2.50. 

Ministry  of  Home  Security — Research 
and  Experiments  Department. 
Bulletin: 

Shelter  design  by  Professor  J.  F.  Baker. 
No.  27. 

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. 

ACID-BASE  CATALYSIS 

By  R.  P.  Bell.  Oxford  University  Press, 
New  York;  Clarendon  Press,  Oxford,  Eng- 
land, 1941.  211  pp.,  diagrs.,  charts,  tables, 
9  x  5Yi  in.,  cloth,  $3.50. 
A  general  account  of  the  phenomena  of 
catalysis  by  acids  and  bases  is  presented  in 


this  book.  The  earlier  chapters  contain  a 
systematic  description  of  the  laws  governing 
catalysis  in  aqueous  solution,  with  special 
reference  to  the  work  of  Brônsted  on  salt 
effects  and  general  acid-base  catalysis.  After 
a  section  on  non-aqueous  solutions,  the  last 
part  of  the  book  deals  with  recent  attempts 
to  obtain  a  molecular  picture  of  the  mechan- 
ism of  catalysed  reactions  and  their  bearing 
on  modern  theories  of  reaction  kinetics. 

ALLOY  CONSTRUCTIONAL  STEELS 

By    H.    J.    French    and    F.    L.    Laque. 

American  Society  for  Metals,   Cleveland, 

Ohio,  1942.  294  pp.,  Mus.,  charts,  tables, 

9)4x6  in.,  cloth,  $4.00. 
Based  on  a  series  of  lectures,  this  discussion 
of  the  utilization  of  alloys  in  constructional 
steels  illustrates  the  importance  of  the  alloy 
steels  and  is  also  intended  to  provide  help  in 
the  selection  of  steels  for  different  classes  of 
service.  Following  a  general  survey  of  the 
subject  of  alloy  steels,  both  unhardened  and 
heat-treated,  the  author  covers  service  at  sub- 
atmospheric  and  elevated  temperatures,  wear, 
corrosion  and  special  treatments.  The  methods 
of  identification  of  S.A.E.  and  A. I.S.I,  steels 
are  explained. 

DRILL  PRESS,  Job  Training  Units 
SHAPER  and  PLANER,  Job  Training 
Units 

(Dunwoody  Series  Machine  Shop  Training 
Jobs).  103  pp. 

(Dunwoody  Series  Machine  Shop  Training 

Jobs).  115  pp. 

American  Technical  Society,  Chicago,  III., 

1942.  Illus.,  diagrs.,  charts,  tables,  11  x 

8Y1  in.,  paper,  $1.25  each. 
As  in  previous  volumes  of  this  set  of 
manuals  for  machine  tool  training,  the 
material  consists  of  instruction  sheets  for  jobs 
covering  the  setting  up  and  operation  of 
various  types  of  machines  as  in  actual  prac- 
tice. The  jobs  are  progressively  more  difficult, 
and  each  is  accompanied  by  a  check  sheet 
containing  questions  to  be  answered  by  the 
learner.  Each  manual  contains  hints  on  blue- 
print reading. 

EMPLOYMENT  TESTS  in  INDUSTRY 
and  BUSINESS,  a  Selected,  Anno- 
tated Bibliography.  (Bibliographical 
Series  No.  67) 

Prepared  by  H.  C.  Benjamin.  Princeton 
University,   Industrial  Relations  Section, 
Princeton,  New  Jersey,  1942.  32  pp.,  9  x 
6  in.,  paper,  $0.25. 
To  aid  war  industries  and  agencies  in  can- 
vassing the  possibilities  of  employment  tests 
this  selected,  annotated  bibliography  of  the 
best  available  literature  in  the  field  has  been 
compiled.    The    two    largest    sections    cover 
material   concerning  specific  types  of  tests, 
and  reports  of  company  experience  and  of 
research  in  the  use  of  tests. 

ENGINEERING  DRAWING  AND 
MECHANISM 
(Rochester  Technical  Series) 

By  H.  J.  Brodie.  Harper  &  Brothers,  New 
York  and  London,  1942.  241  pp.,  diagrs., 
charts,  tables,  11  x  9  in.,  cloth,  $2.25. 
This  textbook  is  one  of  a  series  developed 
as  part  of  a  programme  for  developing  prac- 
tical teaching  materials  which  will  be  closely 
related  to  the  actual  requirements  of  various 
jobs  in  industry.   The  two  sections  of  this 
book    provide    a    sound    foundation    in    the 
general  phases  of  mechanical  drawing  and  in 
the  drafting  of  cams,  gears  and  mechanisms. 

Fairhurst  Manual  of  HIGH  EXPLO- 
SIVES, INCENDIARIES  and  POISON 
GASES,  for  Home  Defense  Workers 
and  Wardens 

By    I.    Fairhurst.    Fairhurst    Book    Co., 

Greenfield,  Mass.,  1942.  110  pp.,  tables, 

7Y2  x5  in.,  paper,  $1.00. 

This  pamphlet  is  intended  for  wardens  and 

laymen    interested    in    civilian    defence,    for 


THE  ENGINEERING  JOURNAL     July,  1942 


445 


whom  it  provides  a  simple,  understandable 
description  of  various  explosives,  incendiaries 
and  poison  gases,  with  instructions  as  to 
methods  of  protection. 

FIRE  PROTECTION  IN  REFINERIES 
3  ed.  1941 

American    Petroleum    Institute,    Division 

of  Refining,  50  West  50th  St.,  New  York. 

116  pp.,  Mus.,  diagrs.,  charts,  tables,  10Y2 

x  8  in.,  paper,  $1.00. 
A  comprehensive  review  is  presented  of  the 
principles  underlying  adequate  measures  for 
fire  prevention,  control  and  extinguishment, 
with  the  emphasis  on  prevention.  An  appen- 
dix contains  detailed  information  and  tabular 
data  illustrative  of  the  manner  in  which  these 
principles  have  been  applied  in  some  typical 
refineries. 

(The)  FIRST  CENTURY  and  a  QUARTER 
of  AMERICAN  COAL  INDUSTRY 

By  H.  N.  Eavensen.   {Privately  printed, 
Koppers  Bldg.,  Pittsburgh,  Pa.,  composed 
and  printed  at  the  Waverly  Press,  Balti- 
more, Md.),  1942.  701  pp.,  tables,  charts, 
maps,  10y2  x  7  in.,  cloth,  $8.00. 
Compiled  mainly  from  original  documents, 
this  comprehensive  history  of  the  American 
coal  industry  presents  an  authentic  picture 
of  its  development.  The  bulk  of  the  material 
is  arranged  by  states,  with  a  brief  section  on 
the  very  early  history  and  a  general  summary. 
Direct   quotations   from   many   sources   and 
reproductions  of  original  maps  preserve  the 
feeling  of  the  early  periods.    160  pages  are 
devoted  to  an  extensive  compilation  of  pro- 
duction statistics,  and  there  is  a  large  bibli- 
ography. 

FLUORESCENT  LIGHTING  MANUAL 

By  C.  L.  Amick.  McGraw-Hill  Book  Co., 
New   York  and  London,   1942.  312  pp., 
Mus.,  diagrs.,  charts,  tables,  9Y2  x  6  in., 
cloth,  $3.00. 
This  practical  manual  gives  authoritative 
information  on  the  construction  and  perform- 
ance of  all  types  of  fluorescent  lamps,  covers 
principles  and  methods  of  calculating  illum- 
inating  requirements   and   designing   lumin- 
aries,   and    furnishes    methods    and    special 
pointers    for    installation    and    maintenance. 
Working  data  are  given,  and  a  comparison 
of  the  economic  factors   of  fluorescent  and 
incandescent  lighting  is  included. 

FOUNDRY  SAND  CONTROL 

By  H.  W.  Dietert.  Great  Lakes  Foundry 

Sand  Co.,   United  Artists  Bldg..  Detroit, 

Mich.,  1941.  54  PP-,  Mus.,  charts,  tables, 

11x9  in.,  cardboard,  $4-00. 

This    book    is    designed    to    provide    the 

detailed    information   on   core   and   molding 

sands  which  every  foundry  needs,  and  to  act 

as  a  reliable  guide  to  the  precautions  needed 

to  prevent  defects  in  castings,   and  to  the 

methods    of    discovering    their    causes    and 

applying    corrections    when    defects    occur. 

Complex  relationships  have  been  simplified 

by  charts,  graphs  and  formulae  to  facilitate 

finding  and  applying  the  information  given. 

FOUR  TREATISES  OF  THEOPHRASTUS 
VON  HOHENHEIM  CALLED  PARA- 
CELSUS, translated  from  the  origin- 
al German,  with  introductory  essays 
By  C.  L.  Temkin,  G.  Rosen,  G.  Zilboorg 
and  H.  E.  Sigerist.  Johns  Hopkins  Press, 
Baltimore,  1941.  256  pp.,  Mus.,  9Y2  x  6 
in.,  cloth,  $3.00. 
In  commemoration  of  the  four  hundredth 
anniversary  of  the  death  of  Paracelsus,  these 
four  works  by  the  great  Renaissance  physician 
are  presented  in  English  translation.  Of  these 
treatises  the  second,  "On  the   Miners'  Sick- 
ness   and    Other    Miners'    Diseases"    is    an 
interesting  contribution  to  mining  literature. 
This  is  the  first  monograph  ever  written  on 
the  diseases  of  an  occupational  group.  The 
diseases    of    miners,    smelter    workers    and 
metallurgists   are   discussed   and   treatments 
recommended. 


446 


FUNDAMENTALS  OF  INDUSTRIAL 
PSYCHOLOGY  (Industrial  Series) 

By  A.   Walton.   McGraw-Hill  Book  Co., 

New   York  and  London,   1941.  231   pp., 

diagrs.,  charts,  tables,  7%  x  &  in->  cloth, 

$2.00. 

This  book  has  been  prepared  primarily  for 

use  as  a  text  for  foreman  training  in  industrial 

plants.  It  states  the  essential  concepts  and 

principles  of  psychology  and  explains  their 

application  in  industrial  management.  Topics 

discussed  include  aptitude  and  ability  tests, 

psychological  factors  in  production,   fatigue 

problems  and  morale. 

GENERAL  TRADE  MATHEMATICS 

By  E.  P.  Van  Leuven.  McGraw-Hill  Book 
Co.,  Whittlesey  House  Dept.,  New  York, 
1942.  575  pp.,  Mus.,  diagrs.,  charts,  tables, 
9y2x6in.,  cloth,  $3.50. 

The  mathematics  needed  to  solve  actual 
shop  problems  in  manufacturing  and  mechani- 
cal operations  is  presented  in  a  step-by-step 
manner  for  quick  grasp  and  practical  use. 
Beginning  with  various  straight  arithmetical 
operations,  the  book  works  through  simple 
algebra  and  geometry  to  specific  industrial 
calculations.  A  wealth  of  practical  problems 
furnishes  useful  practice  material. 

HANDBOOK    OF    CIVILIAN    PROTEC- 
TION 

Edited  by  L.  L.  Snyder,  R.  B.  Morris  and 
others.  McGraw-Hill  Book  Co.  {Whittlesey 
House),  New  York,  1942.  184  PP-,  Mus., 
diagrs.,  tables,  7Yi  %  5  in.,fabrikoid,  $1.25. 

This  little  book  provides  the  basic  inform- 
ation concerning  protection  in  air  attacks 
which  the  general  public  should  have.  In 
simple  language  it  gives  definite  advice  on 
air-raid  conduct  and  services,  fire  fighting, 
incendiary  bombs,  poison  gas,  first  aid, 
civilian  conservation  and  salvage,  and  war- 
time nutrition.  There  is  a  bibliography. 

HOW  TO  READ  ELECTRICAL 
BLUEPRINTS 

By  G.  M.  Heine  and  C.  H.  Dunlap. 
American  Technical  Society,  Chicago, 
1942.  Paged  in  sections,  Mus.,  diagrs., 
charts,  tables,  8x/2  x  5Yi  in.,  cloth,  $3.00. 

The  major  part  of  this  book  is  devoted  to 
an  explanation  of  the  symbols  used  to  repre- 
sent the  various  pieces  of  electrical  equipment 
which  must  be  indicated  on  a  blueprint. 
Owing  to  the  diversified  character  of  the 
electrical  industry,  separate  sections  are  used 
for  such  major  branches  as  house  wiring, 
automobile  wiring,  motor  and  generator 
diagrams,  etc.  The  book  is  copiously,  illus- 
trated, including  nine  large  sample  blueprints 
as  a  practical  aid. 

ILLUMINATION  ENGINEERING 

By  W.  B.  Boast.  McGraw-Hill  Book  Co., 
New  York  and  London,  1942.  274  PP-, 
diagrs.,  charts,  tables,  9 Y  %  6  in.,  cloth, 
$3.00. 

The  purpose  of  this  text  is  to  give  electrical 
engineering  students  a  detailed  treatment  of 
the  fundamental  concepts  of  illumination, 
their  historical  background  and  the  inter- 
relationships among  them.  Following  a  con- 
sideration of  the  present  electrical  sources  of 
light,  the  book  takes  up  the  design  and  test- 
ing of  illumination  systems.  A  long  list  of 
recommended  standards  for  commercial,  in- 
dustrial ami  public  interior  illumination  is 
included. 

INTRODUCTION  TO  CHEMICAL 
THERMOD  YN  AM  ICS 

By  L.  E.  Steiner.  McGraw-Hill  Book  Co., 
New  York  and  London,  194-1-  516  /)/>., 
diagrs..  charts,  tables,  9Yi  x  6  in.,  cloth, 

s ',.00. 

The  author  of  this  new  text  aims  to  acquaint 
the  student  with  the  fundamental  theory  of 
thermodynamics  and  of  the  relations  between 
the  thermodynamic  functions;  to  prepare  him 


to  utilize  the  various  tables  of  thermo- 
dynamic data  and  the  data  found  in  chemical 
literature;  and  to  give  him  a  sound  back- 
ground for  more  extended  work  in  thermo- 
dynamics. To  this  end  the  book  deals  with 
the  basic  laws  and  concepts  of  thermo- 
dynamics and  with  their  application  both  to 
relatively  simple  chemical  systems  and  to 
nonideal  systems  where  the  concepts  of  par- 
tial molal  quantities  and  activities  are  useful. 

INTRODUCTION  TO  HEAT  TRANSFER 

By  A.  I.  Brown  and  S.  M.  Marco. 
McGraw-Hill  Book  Co.,  New  York  and 
London,  1942.  232  pp.,  diagrs.,  charts, 
tables,  9Y2x6  in.,  cloth,  $2.50. 

In  this  book  the  authors'  purpose  is  to 
present  the  essential  fundamentals  of  heat 
transmission  in  a  treatment  that  is  readily 
comprehensible  and  at  the  same  time  fairly 
comprehensive.  Emphasis  is  placed  upon 
acquiring  a  clear  conception  of  the  manner  in 
which  heat  is  transmitted  and  upon  develop- 
ment of  the  fundamental  mathematical 
expressions  which  apply  to  calculations  of 
heat  transfer  through  clean  surfaces. 

MECHANICS  OF  FLUIDS 

By  G.  Murphy.  International  Textbook 
Co.,  Scranton,  Pa.,  1942.  329  pp.,  Mus., 
diagrs.,  charts,  tables,  8Y2  x  5  in.,  fabri- 
koid,  $3.25. 

In  this  introductory  textbook  on  the 
behaviour  of  fluids,  the  approach  and  tech- 
niques are  those  which  have  proved  successful 
in  the  mechanics  of  solids.  The  basic  method 
of  analysis  is  that  of  the  free-body,  used  in 
conjunction  with  the  fundamental  principles 
of  mechanics,  expressed  in  Newton's  laws  of 
motion.  Numerous  practical  applications  of 
the  theory  are  cited,  and  numerical  and 
laboratory  problems  are  provided. 

METALLURGY 

By  C.  G.  Johnson.  American  Technical 
Society,  Chicago,  1942.  262  pp.,  Mus., 
diagrs.,  charts,  tables,  8]/>  x  5}/2  in.,  cloth, 
$2.50. 

The  purpose  of  this  textbook  is  to  present 
information  on  the  subject  of  metals  in  such 
a  way  that  the  average  untrained  person  will 
be  able  to  obtain  some  working  knowledge 
of  the  manufacture  and  behaviour  of  metals 
and  their  alloys.  The  questions  at  the  end  of 
each  chapter  help  the  student  to  check  his 
understanding  of  the  material  covered,  and 
a  list  of  books  and  magazines  useful  for  fur- 
ther reference  is  provided. 

MILLING  MACHINE  Job  Training  Units 
(Dun woody  Series,  Machine  Shop 
Training  Jobs) 

American  Technical  Society,  Chicago,  III., 
1942.  110  pp.,  Mus.,  diagrs.,  tables,  11  x 
8l/2  in.,  paper,  $1.25. 

This  book  covers  jobs  in  connection  with 
setting  up  and  operating  various  types  of 
milling  machines,  and  forms  part  of  a  series 
of  six  manuals  for  training  on  different 
machine  tools.  A  job  check-sheet  accompanies 
every  job  in  order  to  test  the  learner's  under- 
standing before  he  starts  on  the  job  itself. 
Hints  on  blueprint  reading  and  a  list  of  useful 
shop  knowledge  items  are  included. 


MODERN  SMALL  ARMS 

Compiled  by  "Steel,"  Panlon  Publishing 
Co..  Cleveland,  Ohio,  1942.  66  pp.,  Mus., 
diagrs.,  charts,  tables,  liy2  x  9  in.,  paper, 
■st. 00. 
This   third   of   a   series   of  handbooks   on 
armament  production  compiled  by  the  maga- 
zine   "Steel"    contains    reprints    of    ai  -tides 
describing  the  construction  and  operation  of 
various  types  of  semi-automatic,  machine  and 
sul  (-machine  guns.  The  types  of  small  arms 
ammunition  and  representative  manufactur- 
ing   processes    for    cartridge    cases    are    also 
described. 


July,  1912     THE  ENGINEERING  JOl  KÎNAL 


(The)  MUNICIPAL  YEAR  BOOK,  1942 

Edited  by  C.  E.  Ridley  and  0.  F.  Nolting. 
{International  City  Managers'  Association, 
1313  East  60th  St.,  Chicago.  685  pp., 
maps,  charts,  tables,  10  x  6Y<i  in.,  cloth, 
$8.50. 

The  Year  Book  provides  an  accurate  pic- 
ture of  municipal  conditions  each  year,  dis- 
cussing new  developments,  trends  and  the 
various  activities,  and  providing  much  statis- 
tical information,  directories  of  officials,  etc., 
Maps  showing  all  cities  of  over  5,000  popula- 
tion are  included  in  the  present  issue,  as  is 
information  upon  metropolitan  districts. 
Other  new  sections  deal  with  city  planning, 
city-owned  parking  lots  and  wartime  organi- 
zation. 

OPTICAL  MINERALOGY  (published 
formerly  under  the  title  "Thin- 
Section  Mineralogy") 

By  A.  F.  Rogers  and  P.  F.  Kerr.  2nd  ed. 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1942.    390   pp.,    illus.,    diagrs., 
charts,  tables,  9lA  *  6  in.,  cloth,  $3.75. 
Part  I  of  this  volume  deals  with  the  pre- 
paration of  thin  sections  of  minerals  and  rocks, 
the   use    of   the   polarizing   microscope,    the 
optical  principles  which  apply  and  the  pro- 
cedure for  the  identification  of  minerals  in 
thin  sections.  Part  II  contains  descriptions  of 
the  optically  important  properties  of  prac- 
tically  all   the   common   minerals    found   in 
igneous,  sedimentary  and  metamorphic  rocks, 
and   of  the  most   important  vein   minerals. 
Microscopic  identification  of  minerals  in  other 
than   thin   sections   is   also   covered   in   this 
revised  edition. 

OUTLINES  OF  FOOD  TECHNOLOGY 

By  H.  W.  von  Loesecke.  Reinhold  Publish- 
ing Corp.,  New  York,  1942.  505  pp., 
illus.,  diagrs.,  charts,  tables,  9}/i  x  6  in., 
cloth,  $7.00. 

The  purpose  of  this  book  is  to  outline  the 
more  important  processes  used  in  preparing, 
preserving  and  storing  all  kinds  of  foodstuffs. 
Detailed  descriptions  have  not  been  attempt- 
ed, owing  to  the  breadth  of  the  field,  but 
suggestions  for  further  reading  are  appended 
to  each  chapter.  Analyses  and  many  other 
technical  data  are  included,  but  no  attempt 
has  been  made  to  discuss  nutritive  values. 

PRACTICAL  CONSTRUCTION  OF 
'   WARSHIPS 

By  R.  N.  Newton.  Longmans,  Green  & 
Co.,  London,  New  York  and  Toronto,  1941. 
318  pp.,  illus.,  diagrs.,  charts,  tables,  10  x 
6Y2  in.,  cloth,  $6.00. 

This  textbook  is  based  on  courses  at  the 
Royal  Naval  Engineering  College  and  the 
Royal  Naval  Dockyard,  and  replaces  an  older 
text  by  N.  J.  McDermaid,  "Shipyard  Practice 
as  applied  to  Warship  Construction."  It  deals 
with  the  principles  of  construction  and  erec- 
tion of  the  structure  and  the  more  important 


ships'  services  of  modern  warships.  Chapters 
on  launching,  docking  and  undocking,  and  on 
the  prevention  of  corrosion  are  included. 

PREVENTING  FATAL  EXPLOSIONS 
IN  COAL  MINES 

By  E.  A.  Wieck.  Russell  Sage  Foundation, 
New  York,  1942.  156  pp.,  9Y2  x  6  in., 
paper,  $0.75. 

This  book  presents  a  study  of  recent  major 
disasters  in  coal  mines  in  the  United  States  as 
accompaniments  of  technological  change.  Six 
major  disasters  from  explosions  in  1940  are 
described  and  analyzed,  explosion  hazards  and 
principles  of  safety  with  particular  reference 
to  mechanized  mines  are  discussed,  and  the 
various  agencies  currently  involved  in  or 
responsible  for  the  promotion  of  safety  in  coal 
mines  are  designated. 

(The)  RECOVERY  OF  VAPORS 

with  Special  Reference  to  Volatile 
Solvents 

By  C.  S.  Robinson.  Reinhold  Publishing 
Corp.,  New  York,  1942.  278  pp.,  illus., 
diagrs.,  charts,  tables,  9l/i  x  6  in.,  cloth, 

$4.75. 

This  work  is  an  enlarged,  revised  edition  of 
an  earlier  book,  "The  Recovery  of  Volatile 
Solvents."  It  aims  to  present,  as  simply  and 
completely  as  possible,  the  fundamental  prin- 
ciples involved  in  the  recovery  of  vapors, 
with  numerous  illustrative  examples,  to  dis- 
cuss briefly  the  various  factors  entering  into 
the  design  of  recovery  equipment,  and  to 
describe  the  standard  forms  of  apparatus  in 
more  common  use.  It  is  intended  for  engineers 
and  others  in  search  of  a  course  of  study  in 
the  basic  theory  of  the  recovery  of  vapors, 
not  as  a  reference  book  for  experts. 

Short  Course  in  TENSOR  ANALYSIS 
for  ELECTRICAL  ENGINEERS 

By  G.  Kron.  John  Wiley  &  Sons,  New 
York;  Chapman  &  Hall,  London,  1942. 
250  pp.,  diagrs.,  charts,  tables,  9x/<i  x  6  in., 
cloth,  $4.50. 

This  volume  contains  a  series  of  lectures 
delivered  to  students  in  the  Advanced  Course 
in  Engineering  of  the  General  Electric  Com- 
pany. It  provides  a  short  outline  of  the 
tensorial  method  of  attack  of  certain  problems 
in  electrical  engineering  and  shows  its  appli- 
cation to  those  confronting  the  power  engineer. 

SURFACE  FINISH 

Report  of  the  Research  Department 

By  G.  Schlesinger.  Institution  of  Produc- 
tion Engineers,  London,  W.l,  1942.  231 
pp.,  illus.,  diagrs.,  charts,  tables,  9  x  5Y2 
in.,  cloth,  15s.  6d. 

In  1939  the  Institution  of  Production 
Engineers  began  an  investigation  of  the 
problem  of  surface  finish.  The  present  report 
covers  the  initial  stage  of  the  work.  It  gives 
the  results  of  a  study  of  limits  of  surface 
roughness  already  in  use  and  as  inspected  by  the 


existing  surface  measuring  appliances,  under- 
taken as  a  first  step  toward  the  establishment 
of  standards  for  measuring  surface  finish. 
These  results  are  presented  in  detail.  There  is 
a  bibliography. 

SURVEYORS'  FIELD-NOTE  FORMS 

By  C.  E.  Bardsley  and  E.  W.  Carlton. 
2  ed.  International  Textbook  Co.,  Scran- 
ton,  Pa.,  1942.  127  pp.,  diagrs.,  charts, 
tables,  7}/<l  x  4Yi  in.,  fabrikoid,  $1.00. 

This  book  offers  a  sample  set  of  field  notes 
for  use  with  classroom  lectures  and  a  text  on 
plane  surveying,  and  is  intended  especially 
for  students  beginning  that  subject. 

TABLE  OF  NATURAL  LOGARITHMS, 
Vol.  4,  Logarithms  of  the  Decimal 
Numbers  from  5.0000  to  10.0000. 

Prepared  by  the  Federal  Works  Agency, 
Work  Projects  Administration  for  the  City 
of  New  York.  Published  by  the  National 
Bureau  of  Standards,  1941,  Washington, 
D.C.  506  pp.,  tables,  11  x  8  in.,  cloth,  $2.00 
{payment  in  advance). 

This  last  volume  of  a  series  of  four  contains 
the  sixteen  decimal  place  values  of  the  natural 
logarithms  of  the  decimal  numbers  from  5  to 
10  at  intervals  of  0.0001.  The  previous  three 
volumes  contained  the  sixteen  decimal  place 
values  of  the  natural  logarithms  of  the  decimal 
numbers  from  0  to  5  at  intervals  of  0.0001 
and  of  the  integers  from  1  to  100,000. 

(The)  TECHNIQUE  OF 

EXECUTIVE  CONTROL 

By  E.  H.  Schell.  5th  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1942. 
252  pp.,  7Y2x5  in.,  cloth,  $2.00. 

This  book  defines  the  tools  of  executive 
control,  outlines  the  factors  involved  in  the 
successful  handling  of  others  and  gives  prac- 
tical methods  for  getting  a  maximum  output 
of  work  with  a  minimum  amount  of  friction. 
The  equally  important  factors  of  maintaining 
cordial  and  mutually  helpful  relations  with 
associates  and  superiors  also  receive  detailed 
consideration.  A  new  chapter,  "Executive 
conduct  and  the  national  effort,"  shows  the 
influence  of  the  war  on  executive  technique. 

(The)  TECHNOLOGY  OF 
NATURAL  RESINS 

By  C.  L.  Mantell  and  others.  John  Wiley 
&  Sons,  New  York;  Chapman  &  Hall, 
London,  1942.  506  pp.,  illus.,  diagrs., 
charts,  maps,  tables,  9%  x  6  in.,  cloth, 

$7.00. 

While  the  literature  on  synthetic  resins  is 
extensive,  material  on  natural  resins  is  not  so 
readily  accessible.  This  volume  is  designed  to 
provide  a  summary  of  information  on  the 
latter  group.  The  properties  of  the  various 
resins  and  the  methods  of  collecting  and 
purifying  them  are  described,  and  their  uses 
in  varnishes,  paints,  printing  inks,  etc.,  are 
presented  in  detail.  A  chapter  is  devoted  to 
methods  of  testing. 


THE  ENGINEERING  JOURNAL     July,  1942 


447 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


June  27th,  1942. 

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  August  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  matriculatien  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 

BAINBRIDGE—  ARTHUR  STANLEY,  of  Hamilton,  Ont.  Born  at  Sunderland, 
England,  June  2nd,  1899;  Educ:  Two  years  mech.  engrg.,  Sunderland  Technical 
School;  1915-21,  ap'ticeship  in  marine  engrg.,  Wm.  Doxford  &  Sons  Ltd.,  Sunder- 
land; 1922-28,  mtce.  (mech.),  and  shift  engr.,  I.C.  engines  for  power  plant  supply, 
James  A.  Jobling  &  Co.  Ltd.,  Sunderland;  1930  to  date,  plant  engr.,  respons.  for 
mech.,  elec.  &  steam  equipment,  mtce.  alterations  &  additions,  development  of 
special  equipment,  Porritts  and  Spencer  (Canada)  Co.  Ltd.,  Hamilton,  Ont. 

References:  J.  T.  Thwaites,  C.  H.  Hutton,  A.  C.  Macnab,  A.  R.  Hannaford, 
P.  Ford-Smith. 


448 


FOR  ADMISSION— Continued 

BROOKS— KENNETH  MAHR,  of  Welland,  Ont.  Born  at  Ottawa,  Ont.,  April 
22nd,  1906;  Educ:  B.Sc.  (Mech.),  N.S.Tech  Coll.,  1929;  1927-28  (Summers), 
Topographic  Survey  of  Canada,  Ottawa  Suburban  Roads  Commission;  1929,  Foun- 
dation Co.  of  Canada  (Maritime);  1929-30,  sales  engr.,  Riley  Engineering  &  Supply 
Co.;  1931-39,  asst.  engr.  &  master  mechanic,  Canadian  National  Carbon  Co.,  To- 
ronto; 1939-42,  with  National  Carbon  Co.,  6  mos.  in  Edgewater  plant  checking 
equipment  for  new  plant  to  be  built  in  India,  and  from  1940  chief  engr.i/c  of  organ- 
ization of  this  plant  in  Calcutta;  at  present,  gen.  engrg.  dept.,  Electro-Metallurgical 
Company,  Welland,  Ont. 

References:  A.  Hay,  T.  C.  Agnew,  M.  B.  Watson. 

DILLON— ELDRIDGE  ARTHUR,  of  467  Downie  St.,  Peterborough,  Ont.  Born 
at  Round  Island,  C.B.,  N.S.,  Jan.  17th,  1915;  Educ:  B.Eng.,  N.S.  Tech.  Coll.,  1941; 
1941  (June-Aug.),  junior  instructor  in  radio,  Dalhousie  Univ.;  Sept.  1941  to  date, 
student,  test  dept.,  Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 

References:  J.  Cameron,  G.  R.  Langley,  D.  V.  Canning,  B.  I.  Burgess,  W.  M. 
Cruthers,  W.  T.  Fanjoy,  H.  R.  Sills. 

HARVEY— ERIC  WILLIAM,  of  Montreal,  Que.  Born  at  North  Sydney,  N.S., 
July  16th,  1906;  Educ:  5  years  ap'ticeship,  marine  &  mech.,  Newfoundland  Dock- 
yards Ltd.,  St.  John's,  Nfld.  Two  additional  years  ap'ticeship  drfsman.,  same  com- 
pany; Three  years  as  engr.  at  sea,  passed  exams,  and  obtained  Board  of  Trade  Engrs. 
Cert.;  Seven  years,  shop  supt.,  Jeffery  Mfg.  Co.  Ltd.,  Montreal;  With  paper  com- 
pany in  Cornerbrook,  Nfld.,  in  engrg.  dept.,  on  design  &  layout  of  new  boiler  plant; 
With  Canadian  International  Paper  Co.  Ltd.,  Three  Rivers,  on  gen.  engrg.  design, 
etc.;  March  1941,  loaned  by  C.I.L.  as  co-ordinator.  Wartime  Machine  Shop  Board, 
Canadian  Pulp  &  Paper  Assn.,  i/c  all  war  work  in  paper  mill  shops. 

References:  A.  Cunningham,  G.  F.  Layne,  E.  Cowan,  L.  Sterns,  W.  T.  Bennett, 
J.  Frisch,  C.  H.  Champion. 

LETTERICK— CAMERON  JOHN,  of  345  Robinson  St.,  Moncton,  N.B.  Born 
at  Keavan's,  Scotland,  June  7th,  1888;  1909-11,  i/c  steam  plant,  cheese  factory, 
Dalreagle,  Scotland;  1912-18,  asst.  city  electrician,  and  1918  to  date,  city  electrician 
and  wiring  inspr.,  City  of  Moncton,  N.B. 

References:  V.  C.  Blackett,  G.  L.  Dickson,  T.  H.  Dickson,  H.  J.  Crudge,  C.  S.  G. 
Rogers,  B.  E.  Bayne,  C.  H.  Wright. 

MELANSON— JOSEPH  ERIC,  of  Mont  Joli,  Que.  Born  at  Bathurst,  N.B.  Oct. 
30th,  1914;  Educ:  1935-36,  Univ.  of  N.B.;  I.C.S.;  1936,  rodman,  1937-39,  instr'man., 
1939-40,  dftsman.,  Dept.  Public  Works  N.B.;  Aug.  1940  to  date,  res.  engr.,  No.  9 
Bombing  &  Gunnery  School,  Mont  Joli,  Que. 

References:  E.  L.  Miles,  J.  N.  Flood,  A.  Collett,  J.  H.  T.  Morrison,  W.  L.  Rice. 

SWINTON— KURT  RUDOLF,  Lieut.,  R.C.C.S.,  Ottawa,  Ont.  Born  at  Vienna, 
Austria,  March  3rd,  1915;  Educ:  B.Sc,  1936,  M.Sc,  1938  Technical  University, 
Vienna;  1933,  Fiat  Works,  Vienna;  1934,  Henry  Limited,  Vienna;  1935,  O.S.T.A.R. 
Ganz  and  Co.,  Vienna;  1936-38,  Henry  Ltd.,  Korting  Radio,  consultant  on  circuit 
patents,  type  tests,  etc.;  1939-40,  research  and  development  engr.,  Sangama  Weston 
Ltd.,  Enfield,  Middlesex,  England;  1940  (Feb.-July),  technical  asst.  to  chief  of 
design  &  development  lab.,  Decca  Radio  &  Television  Co.  Ltd.,  London,  England; 
At  present  on  staff  of  Director  of  Signals  (Army  Engrg.  Design  Branch),  Dept.  of 
Munitions  &  Supply,  Ottawa. 

References:  L.  A.  Wright,  R.  D.  Harkness,  R.  H.  Hall,  H.  J.  MacLeod,  A.  B.  Hunt, 
C.  A.  Peachey. 

TOURIGNY— CHARLES  E.,  of  2670  Pie  IX  Blvd.,  Montreal,  Que.  Born  at 
Magog,  Que.,  Sept.  12th,  1900;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal, 
1924.  R.P.E.  of  Que.;  1922-23  (summers),  gen.  work  in  constg.  engr's.  office;  1924-25, 
i/c  survey  work  on  trans,  line  for  Lower  St.  Lawrence  Power  Co.;  1925-26,  ap'ticeship 
course,  Shaw.  Water  &  Power  Co.;  1926-30,  i/c  constrn.  work  for  Electric  Service 
Corporation  and  other  Shawinigan  subsidiaries;  1930-34,  i/c  bldg.  constrn.,  Com- 
mercial &  Distr.  Dept.,  1934-35,  gen.  power  sales  work,  and  1935  to  date,  Director 
of  Customer's  Service  Bureau  and  Employee  Education,  Shawinigan  Water  &  Power 
Co.  Ltd.,  Montreal,  Que. 

References:  R.  H.  Mather,  L.  Trudel,  L.  A.  Duchastel,  A.  Duperron,  J.  A.  Beau- 
chemin,  A.  B.  Normandin,  J.  A.  Lalonde,  A.  Lariviere. 

VAN  den  BROEK,  Jan.  A.,  of  785  Arlington  Blvd.,  Ann  Arbor,  Mich.  Born  at 
Middelharnis,  Holland,  March  6th,  1885;  Educ:  B.Sc,  Univ.  of  Kansas,  1911; 
Ph.D.,  Univ.  of  Mich.,  1918;  R.P.E.  State  of  Mich.;  1911,  surveyor  on  rly.  location; 
1911-12,  bridge  engr.,  dftsman.,  Kansas  City;  1911-12,  detailer,  Boston  Bridge 
Works;  1912-14,  designer,  bridge  dept.,  C.P.R.;  1914  to  date,  professor  of  engrg. 
mechanics,  University  of  Michigan.  Also  consultant  for  various  firms,  and  research 
for  U.S.A.  Govt. 

References:  C.  M.  Goodrich,  P.  B.  Motley,  P.  E.  Adams,  A.  Duperron,  L.  Trudel, 
L.  A.  Wright. 

WATTS— THOMAS  ORD,  of  Lampton  Mills,  Ont.  Born  at  London,  England, 
Sept.  18th,  1907;  Educ:  B.Sc,  Queen's  Univ.,  1933;  1928-31,  Otis-Fensom  Elevator 
Co.  Ltd.;  1934-39,  plant  supt.,  E.  L.  Ruddy  Co.;  1939-40,  mgr.,  Claude  Neon  Com- 
pany; 1940  to  date,  works  mgr.,  Sutton-Horsley  Co.  Ltd.,  Toronto,  Ont. 

References:  D.  M.  Jemmett,  L.  M.  Arkley,  E.  G.  Wyckoff,  O.  W.  Ellis,  W.  J.  W. 
Reid. 

FOR  TRANSFER  FROM  JUNIOR 

CHARLEWOOD— CHARLES  BENJAMIN,  of  London,  England.  Born  at 
Toronto,  Ont.,  Aug.  10th,  1908;  Educ:  B.Sc.  (Mech.),  McGill  Univ.,  1931;  Assoc. 
Member,  Inst.  Mech.  Engrs.;  1929,  instr'man.,  C.P.R.;  1930,  student  engr.,  Canada 
Power  &  Paper  Corpn.;  1931,  production  foreman  i/c  coil  winding,  R.C.A.  Victor 
Corpn.,  Montreal;  1931-32,  service  engr.,  Canadian  Diesel  Engine  Corpn.,  Montreal; 
1932-36,  underground  pumpman,  mechanic,  dftsman.,  lubrication  foreman,  boiler  & 
turbine  operator,  Noranda  Mines  Ltd.;  1936-37,  contract,  proposition  and  service 
work  on  steam  boiler  plant,  Babcock-Wilcox  &  Goldie-McCulloch  Ltd.,  Gait,  Ont.; 
1937-40,  design  of  steam  boilers  and  related  equipment,  operation  &  service,  also 
charge  of  erection,  Foster  Wheeler  Limited,  London,  England;  At  present,  Lieut., 
R.C.A.  (St.  1931,  Jr.  1937). 

References:  C.  M.  McKergow,  C.  W.  Crossland,  F.  B.  Rolph,  A.  R.  Roberts,  E.  A. 
Allcut. 

PETURSSON— HANNES  JON,  of  Longlac,  Ont.  Born  at  Foam  Lake,  Sask., 
Oct.  24th,  1908;  Educ:  B.Sc,  Univ.  of  Man.,  1930;  R.P.E.  Ont.;  1928-29,  (summers) 
chainman,  rodman,  res.  engr.,  highway  constrn.,  Dept.  Public  Works,  Man.;  1931-36, 
instr'man.  &  res.  engr.  on  location  &  constrn.  of  highways,  Ont.  Dept.  of  Northern 
Development;  1937,  gen.  concrete  design  &  dfting.  for  J.  C.  Krumm,  consltg.  engr.; 
1937-40,  instr'man.  i/c.  constrn.  &  location,  Dept.  of  Highways  of  Ont.  ;  1940-41,  res. 
engr.  i/c  constrn.  Gananoque  Airport,  Dept.  of  Transport;  March  1941  to  date, 
instr'man.  i/c  constrn.,  Dept.  of  Highways  of  Ontario,  Longlac,  Ont.  (Jr.  1932). 

References:  G.  H.  Herriot,  R.  O.  Paulsen,  C.  K.  S.  Macdonell,  T.  F.  Francis, 
J.  A.  McCoubrey. 

FOR  TRANSFER   FROM  AFFILIATE 

HALTRECHT— ARNOLD,  of  Ottawa,  Ont.  Born  at  Berlin,  Germany,  Aug.  11th, 
1902;  (Naturalized  British  subject  July  1935);  Educ:  M.E.,  Technical  University, 
Darmstadt,  Germany;  R.P.E.  Ont.;  1928,  testing  high  voltage  apparatus,  Voigt  A 
Haeffner,  Frankfort;  1928-29,  designing  radio  equipment,  Kramolin  &  Co.,  Berlin; 
1930-31,  estimating,  designing,  etc.,  chief  elec.  engr's.  office,  C.N.R.;  1932-41,  own 
business — Electroradio  Engineering  Co.,  Montreal.  Designing  &  bldg.  testing 
equipment  and  public  address  systems;  April  1941  to  date,  elect,  engrg.  lab., National 
Research  Council,  Ottawa,  Ont.  (Affiliate  1940). 

References:  R.  W.  Boyle,  B.  G.  Ballard,  R.  G.  Gage,  H.  J.  Roast,  W.  H.  Cook, 
N.  B.  MacRostie. 


July,  1942     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

MECHANICAL  DRAUGHTSMAN  experienced  in 
piping  and  equipment  layout,  or  heating  and  ventilat- 
ing work  for  war  wark  in  Montreal.  Apply  to  Box  No. 
2375-V. 

MECHANICAL  ENGINEER  for  Mackenzie,  British 
Guiana.  Man  with  machine  shop  experience  preferred. 
Apply  to  Box  No.  2441-V. 

MECHANICAL  ENGINEER  for  British  Guiana. 
Some  experience  on  diesels  and  tractors  preferred. 
Apply  to  Box  2482-V. 

ELECTRICAL  ENGINEER,  construction  and  main- 
tenance of  diesel  electric  locomotives  for  work  at 
Mackenzie,  B.G.  Apply  to  Box  No.  2536-V. 

MECHANICAL  DESIGNING  DRAUGHTSMAN, 
on  permanent  moulds  and  die  casting  dies.  Apply 
to  Box  No.  2537-V. 

CIVIL  ENGINEER,  with  actual  pile  driving  and 
heavy  construction  experience  required  for  work  in 
British  Guiana.  Apply  to  Box  No.  2538-V. 

YOUNG  GRADUATE  ENGINEER  required  by 
machinery  supply  firm  located  in  Montreal.  Some 
selling  experience  preferred.  State  military  status. 
Apply  to  Box  No.  2539-V. 

CIVIL  ENGINEER,  supervising  construction  opera- 
tions in  Mackenzie,  B.G.  Apply  to  Box  No.  2549-V. 

MECHANICAL  DRAUGHTSMAN,  for  important 
war  work  in  Montreal.  Apply  to  Box  No.  2550-V. 

ELECTRICAL  ENGINEER  with  ten  to  fifteen  years 
experience.  Theoretical  electrical  engineering.  To 
undertake  the  various  electrical  engineering  studies 
requiring  ability  to  handle  theoretical  problems 
combined  with  knowledge  of  actual  system  require- 
ments.    Apply  to  Box  No.  2557 -V. 

MINING  ENGINEER  with  operating  experience  for 
work  in  Newfoundland.  Single  man  preferred.  Apply 
to  Box  No.  2558-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. 


ELECTRICAL  ENGINEER  for  Arvida.  Testing  and 
maintenance  of  system  relays.  Short  circuit  studies. 
Preparation  of  wiring  diagrams,  etc.  Apply  to  Box 
No.  2559-V. 

ASSISTANT  WORKS  MANAGER  with  machine  or 
boiler  shop  experience,  or  both,  by  engineering  firm 
in  western  Ontario.  Permanent  job  for  progressive  man 
not  afraid  of  work.  Apply  to  Box  No.  2560-V. 

SITUATIONS  WANTED 

GRADUATE  MECHANICAL  ENGINEER,  military 
exempt.  Age  33,  married.  Detail  experience  in 
mechanical  departments  of  paper -making,  construc- 
tion and  foundry  work.  Available  immediately. 
Location  immaterial.  Desirous  of  executive  or 
production  position  with  prospects  of  advancement. 
Apply  to  Box  No.  1650-W. 

DESIGNING  DRAUGHTSMAN,  M.E.I.C.  Age  47. 
Married.  Location  immaterial.  Experienced  in 
estimates,  design,  layouts  and  details  of  industrial 
buildings.  Presently  employed  but  desirous  of  change 
with  prospects  of  advancement.  Apply  to  Box  No. 
2439-W. 

GRADUATE  CIVIL,  STRUCTURAL  ENGINEER, 
M.B.i.c,  middle  age.  Twenty  years'  experience 
estimator,  designer,  and  sales  engineer.  Excellent 
references.  Open  for  engagement.  Apply  to  Box 
No.  2440-W. 


CIVIL  ENGINEER,  Jr.i.i.c.,  age  28,  Canadian, 
married.  McGill  graduate  '37.  Employed  since 
graduation  with  large  industrial  concern.  Enthu- 
siastic, energetic,  seasoned  with  five  years  shop 
experience.  Understands  labour.  Study  made  of 
management  from  the  shop  floor.  In  responsible 
position  but  desirous  of  following  natural  bent  for 
organizing.  Opportunities  available  with  present 
employers  unsuitable.  Work  leading  to  development 
as  planning  engineer,  administrator,  manager  or 
personnel  representative  desired.  Good  background, 
strong,  clean  character,  excellent  health,  best  of 
references.  Home  city,  Montreal.  Work  near  a  city 
preferred.  Location  and  salary  considered  but  type 
of  work  to  be  determining  factor.  Apply  to  Box  No. 
244 1-W. 

ELECTRICAL  ENGINEER,  age  34,  twelve  years 
experience  in  design,  manufacture  and  application  of 
fire  protection  systems.  Good  general  knowledge  of 
mechanical  engineering,  experience  with  tool  design 
machine  tools  and  shop  practice.  Trained  in  business 
administration  and  accustomed  to  responsible  charge 
of  large  staff.  Available  immediately.  Apply  to  Box 
No.  2442-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  self  for 
$225.00.  Apply  Box  No.  45-S. 


RADIO    BROADCASTS 


on  "THE  ENGINEER  AT  WAR' 


Dr.  R.  L.  Sackett,  of  The  American  Society  of  Mechanical 
Engineers,  announces  that  beginning  Thursday,  July  16,  the  National 
Broadcasting  Company  will  broadcast  from  6.30  to  6.45  p.m.,  over 
its  nationwide  network  and  possibly  also  by  short  wave  a  series  of 
eleven  radio  programmes  dealing  with  the  contributions  of  engineers 
to  the  prosecution  of  the  war. 

The  idea  of  telling  the  world  by  radio  about  engineers  and  their  war 
activities  came  from  a  series  of  radio  programmes  put  on  the  air  in 
1941  by  the  American  Institute  of  Electrical  Engineers.  The  success 
of  this  series  led  the  American  Society  of  Civil  Engineers,  The  Amer- 
ican Institute  of  Mining  Engineers,  The  American  Society  of  Mechan- 
ical Engineers,  The  American  Institute  of  Electrical  Engineers  and  The 
American  Institute  of  Chemical  Engineers  to  appoint  three  represent- 
atives of  each  society  to  form  a  committee  to  consider  a  possible 
programme  and  report  to  each  society.  Dr.  Sackett  is  a  member  of 
this  committee. 

The  programme  selected  is  one  which  is  intended  to  reflect  the 


varied  contributions  of  engineers  to  the  prosecution  of  the  war.  The 
committee  began  its  deliberations  before  Pearl  Harbour  was  attacked 
and  had  scripts  under  way  on  blackouts,  bombs,  and  damage  to 
structures. 

The  National  Broadcasting  Company  and  the  Office  of  Civilian 
Defense  enthusiastically  endorsed  the  committee's  proposal  and  have 
been  generous  in  their  help  and  approval  of  scripts  so  far  submitted. 
Controversial  matters  are  included  in  the  broadcasts  and  changes  will 
be  made  when  requested  by  OCD  up  to  the  minute  that  a  programme 
goes  on  the  air.  In  this  way  the  latest  authoritative  information  will  be 
given. 

The  material  has  been  prepared  by  eminent  men  or  by  those 
selected  from  their  staffs  because  of  special  knowledge.  The  scripts 
have  then  been  woven  into  a  story  which  presents  a  few  of  the  striking 
features  of  the  part  played  by  engineers  in  some  of  the  more  im- 
portant fields. 


THE  ENGINEERING  JOURNAL     July,  1942 


449 


Industrial  News 


PUMPING  CONTROL 

"Rotax"  electric-operated  control  as  em- 
ployed in  pumping  applications  is  described 
in  an  8-page  bulletin,  No.  B-294,  just  issued 
by  Foxboro  Company,  Montreal,  Que.  This 
bulletin  shows  "Rotax"  controllers  of  the 
recording  and  indicating  type,  together  with 
specimen  chart  records  and  installation  photo- 
graphs. The  text  is  largely  devoted  to  water- 
works and  sewage  engineering  but  also  covers 
pumping  applications  which  are  common  in 
various  industrial  fields.  Schematic  diagrams 
of  typical  pumping  installations  are  also 
given. 

PACKING  RING 

Joseph  Robb  &  Company,  Limited,  Mont- 
real, Que.,  have  just  issued  a  4-page  folder 
which  gives  sectional  views  showing  com- 
ponent parts  of  "Hunt-Spiller"  duplex  sec- 
tional lip  type  packing  ring  for  locomotive 
service  and  also  describes  its  construction. 
This  folder  also  tells  how  to  determine  when 
renewals  should  be  made,  and  gives  directions 
for  renewal,  and  methods  of  application  of 
this  type  of  packing  ring. 

SCIENTIFIC  INSTRUMENTS 

A  20-page  catalogue  has  been  issued  by 
Frederick  C.  Baker  &  Company,  Toronto, 
Ont.,  featuring  tachometers,  thermo  switches, 
hydrometers,  thermometer  dials,  recording 
and  indicating  thermometers,  laboratory  in- 
struments, pressure  gauges,  vacuum  and 
compound  gauges,  thickness  and  speed  indi- 
cators, stack  thermometers  and  magnifiers. 
The  catalogue  also  gives  descriptions,  specifi- 
cations, performance  applications  and  price 
of  each. 

REFERENCE  LIST 

Mussens  Limited,  Montreal,  Que.,  have 
made  available  bulletin  No.  10,  16  pages, 
which  is  a  ready  reference  list  of  all  types  of 
new,  used  and  rebuilt  machinery  and  sup- 
plies for  coal  yards,  contractors,  factories, 
lumbering,  paper  mills,  mines,  railroads  and 
municipalities,  handled  by  this  company. 

SOLDERING  IRONS 

Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  have  issued  a  2-page  leaflet, 
CGEA-2619A,  giving  tables  of  specifications 
and  renewal  parts  for  types  I  and  CI  General 
Electric  soldering  irons  of  various  sizes.  Con- 
struction details  and  reasons  for  their  popu- 
larity are  also  included. 

NICKEL  IN  OIL  REFINING 

The  International  Nickel  Company,  Inc., 
New  York,  N.Y.,  have  published  a  30-page 
bulletin,  C-2,  which  describes  how  nickel, 
Monel  metal  and  Inconel  are  specially  useful 
in  resisting  refinery  corrosives  such  as  sul- 
phuric and  hydrochloric  acid,  solvents, 
caustic  soda  and  brine.  Illustrations  are  given 
of  many  types  of  refinery  equipment,  along 
with  tables  and  graphs  showing  corrosion 
rates  in  different  metals;  details  of  small  parts 
are  also  illustrated.  Properties  of  Monel,  "S" 
Monel,  nickel,  Inconel  castings  and  nickel- 
clad  steel  are  given,  together  with  notes  on 
fabrication  and  technical  service  by  the 
company. 

INDUSTRIAL  INSULATION 

A  14-page  bulletin  issued  by  Fiberglas 
Canada  Limited,  Oshawa,  Ont.,  illustrates 
Fiberglas  products  including  insulating  blocks, 
"PF"  insulation  in  bats  and  panels,  metal 
mesh  blankets,  insulating  and  finishing 
cements,  mastic  and  wool.  Performance  and 
applications  of  each  are  given  and  their  advan- 
tages for  ventilating,  heating,  air  conditioning, 
plumbing  and  weatherproofing  are  shown. 
Also  included  are  photographs  illustrating 
how  the  product  is  handled  and  cut  to  fit. 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special    events   —    trade     literature 


The  Geologists'  Paradise 

The  province  of  Nova  Scotia  is  the 
geologists'  paradise  because  all  ages  of  rocks 
from  Mesozoic  down  to  Precambrian  are 
predominately  displayed  within  a  relatively 
small  area. 

Fossil  ferns  and  stems  found  in  the  coal 
measures  are  the  palaeo-botanists'  delight. 

Pitching  anticlines,  synclines  and  anti- 
clinal domes  are  prominently  displayed  in 
the  Precambrian  sediments. 

The  rock  exposures  around  Minas  Basin 
are  the  museum  curators'  favourite  hunting 
ground  for  zeolites. 

Shortage  of  gasoline  and  tires  may  curtail 
your  proposed  motor  trip — but  come  just 
the  same — the  province  is  well  served  by  the 
two  largest  railway  systems  on  the  North 
American  continent,  and  inter -connecting 
bus  lines. 

THE  DEPARTMENT  OF  MINES 

HALIFAX,  NOVA  SCOTIA 

L.  D.  CURRIE  A.  E.  CAMERON 

Minister  Deputy  Minister 


ARRASIVE  CUT-OFF  WHEELS 

Norton  Company  of  Canada  Limited, 
Hamilton,  Ont.,  have  issued  a  28- page  book- 
let illustrating  and  describing  uses  of  abrasive 
cut-off  wheels  in  industry,  telling  of  their  ad- 
vantages over  metal  saws  and  comparing 
various  bonds.  The  booklet  also  explains  the 
selection  of  the  right  type  of  wheel  and  how  to 
use  it  and  what  speeds  are  suitable,  and  tables 
of  recommendations  of  wheels  for  dry  and 
wet  cutting  are  added  for  a  hundred  materials. 

AIR  RAID  SYRENS 

A  6-page  folder  is  being  distributed  by 
Burlec  Limited,  Toronto,  T3nt.,  illustrating 
the  Burlec-Carter  twin-note  air  raid  syrens 
and  controls,  and  gives  sizes,  capacities  and 
performance,  with  descriptions  of  controls 
and  directions  for  setting  them  up.  Also  in- 
cluded are  interconnection  diagrams,  wiring 
diagrams,  control  dimensions,  wire  size  tables 
and  dimension  tables. 

ASBESTOS  SUIT 

Mine  Safety  Appliances  Company  of 
Canada,  Limited,  Toronto,  Ont.,  have  issued 
Bulletin  No.  CF-7,  illustrating  and  describing 
the  "M.S. A."  one-piece  asbestos  protective 
suit.  Details  are  given  of  its  construction  and 
also  lists  industries  or  services  where  fire 
hazards  call  for  its  use. 

CARBON  TOOL  STEEL 

Jessop  Steel  Company,  Limited,  Toronto, 
Ont.,  have  published  an  8-page  booklet  out- 
lining the  history  of  the  Company,  and  des- 
cribing each  step  in  the  manufacture  of  its 
products,  from  ingot  to  finished  tool.  Analysis, 
tempers  and  applications  for  each  tool  are 
given  and  critical  range  diagrams  are  also 
added.  A  tempering  diagram  listing  step  by 
step  directions  for  hardening  is  also  included. 

CONNECTION  DIAGRAMS 

Canadian  Westinghouse  Company,  Limited, 
Hamilton,  Ont.,  have  issued,  in  bulletin  form, 
a  reprint  from  Factory  Management  and 
Maintenance,  October,  1941,  by  E.  B. 
Ankerman,  Westinghouse  Electric  &  Manu- 
facturing Company.  This  reprint,  H-210, 
shows  connection  diagrams  for  pushbutton 
circuits,  with  explanations.  Definitions  of 
terms  used  with  pushbutton  applications  are 
given,  together  with  fundamental  rules  for 
obtaining  control  sequence  for  low-voltage 
protection. 


PRESSURE  INSTRUMENTS 

Taylor  Instrument  Companies  of  Canada 
Limited,  Toronto,  Ont.,  have  available  for 
distribution  Catalogue  76  JF,  28  pages,  which 
fully  describes  the  bourdon  spring,  bellows 
and  manometer  type  instruments  for  indicat- 
ing, recording  and  controlling  pressures.  All 
the  latest  information  on  gauge,  differential 
and  absolute  pressure  and  vacuums  can  be 
found  in  this  catalogue.  The  Taylor  indicat- 
ing mercury  gauges  for  absolute  pressures  and 
vacuums  are  listed,  as  well  as  complete  infor- 
mation on  Taylor  charts  for  pressure  recorders 
and  controllers. 

SCREWS  AND  BOLTS 

A  folder  recently  issued  by  The  Steel  Com- 
pany of  Canada  Limited,  Montreal,  Que.,  and 
Hamilton,  Ont.,  entitled  "A  New  Head  Takes 
Half  the  Work  Out  of  Screw  Driving,"  accom- 
panies the  announcement  that  this  Company 
have  been  appointed  sole  licensees  for  manu- 
facturing "Phillips"  recessed  head  screws  in 
Canada.  The  folder  describes  and  illustrates 
these  products,  at  the  same  time  features  the 
advantage  of  this  type  of  recessed  head  for 
screws  and  bolts.  Four  types  of  Stelco 
Phillips  head  screw  drivers  and  power  bits 
are  also  described. 

CORRUGATED  PIPE 

The  Pedlar  People  Limited,  Oshawa,  Ont., 
have  published  a  folder  illustrating  and  des- 
cribing the  various  uses  for  Pedlar's  "Metal 
Built"  products.  Views  are  shown  of  processes 
in  manufacture  of  culvert  pipe  and  of  the 
methods  of  shipment  and  installation. 

WHEEL  DRESSING  MANUAL 

"For  Grinder  Men  Only"  is  the  title  of  a 
24-page  booklet  issued  by  Canadian  Koebel 
Diamond  Tools  Limited,  Windsor,  Ont.  This 
is  a  wheel  dressing  manual  for  grinder  opera- 
tors and  combines  concise  statements  of 
informative  facts  with  attention-directing 
headings  and  humourous  drawings  which  help 
to  emphasize  each  point.  It  is  virtually  a 
treatise  on  the  dressing  of  grinding  wheels 
and  contains  much  information  of  special 
importance  to  operators  in  shops  where  there 
is  such  a  variety  of  work  that  it  is  not  practical 
to  have  a  special  tool  for  each  kind  of  work. 

RESUSCITATION     AFTER     ELECTRIC 
SHOCK 

Canadian  Line  Materials  Limited,  Toronto. 
Ont.,  have  published  a  6-page  bulletin,  No, 
4245,  which  is  a  reprint  of  an  article  by  Mr. 
Charles  F.  Dalziel  appearing  in  Volume  20, 
No.  2,  of  the  company's  house-organ,  "The 
Line."  It  reviews  the  mechanisms  of  death 
due  to  severe  electric  shock  and  deals  with 
methods  of  resuscitation  including  the  "prone 
pressure  method"  and  the  "pole  top  method." 

DIAL-INDICATING  THERMOMETERS 

Catalogue  1170,  18  pages,  just  issued  by 
C.  J.  Tagliabue  Manufacturing  Company, 
Brooklyn,  N.Y.,  features  "Tag"  standard 
dial-indicating  thermometers.  The  catalogue 
is  illustrated  and  gives  performance,  dial 
ranges  and  specifications  and  lists  and  des- 
cribes the  thermometers'  various  uses;  also 
gives  illustrated  descriptions,  with  dimen- 
sions, specifications  and  capacities,  of  electric 
contact  alarms,  connecting  tubes,  standard 
all-stainless  steel  bulbs,  plain  capillary  bulbs, 
adjustable  connection  bulbs,  fixed-stem  in- 
dicating thermometers  and  bakélite  cases. 
Other  catalogues  of  "Tag"  instruments  are 
listed. 


450 


July,  1942     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL,  AUGUST  1942 


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 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


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


LOUIS  TRUDEL,  m.e.i.c. 
Assistant  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. 


THREE  DESTROYERS  OF  THE  ROYAL  CANADIAN  NAVY         .          .  Cover 
(Photo  Public  Information,  Ottawa) 

CONSTRUCTION   FEATURES   ON  THE   EXTENSION   OF  THE   SAN- 

TURCE  STEAM  PLANT,  PUERTO  RICO 454 

J.  T.  Farmer,  M.E.I.C.  and  E.  A.  Goodwin,  M.E.I.C. 

WATER  WHEEL  DRIVEN  GENERATORS  IN  THE  U.S.A.       ...  457 
C.  M.  Lajfoon 

DISCUSSION  ON  ACCIDENT  PREVENTION  METHODS  AND  RESULTS  459 

RECONSTRUCTION  AND  RE-ESTABLISHMENT           ....  465 

PROFESSIONAL  DEVELOPMENT  AND  RESPONSIBILITY           .         .  469 
Robert  E.  Doherty 

ABSTRACTS  OF  CURRENT  LITERATURE 471 

FROM  MONTH  TO  MONTH 478 

PERSONALS 483 

Visitors  to  Headquarters  .........  484 

Obituaries           .           .           .          .           .          .           .           .           .           .          .  485 

NEWS  OF  THE  BRANCHES 486 

LIBRARY  NOTES 487 

PRELIMINARY  NOTICE 489 

EMPLOYMENT  SERVICE 490 

INDUSTRIAL  NEWS 491 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
•K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS.  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
•J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
•J.  GARRETT,  Edmonton,  Alta. 
fF.  W.  GRAY.  Sydney,  N.S. 
•8.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EM  ERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 

VICE-PRESIDENTS 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

*J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

*E.  M.  KREBSER,  Walkerville,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

•H.  N.  MACPHERSON.  Vancouver.  B.C 

•W.  H.  MUNRO,  Ottawa.  Ont. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


JC.  J.  MACKENZIE,  Ottawa,  Ont. 


tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont. 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

•M.  G.  SAUNDERS,  Arvida.  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

*J.  A.  VANCE,  Woodstock,  Ont. 

•A.  O.  WOLFF,  Saint  John,  N.B. 

•For  1942         tFor  1942-43  tFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


STANDING  COMMITTEES 

LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PUBLICATION 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

I.  M.  FRASER 

W.  E.  LOVELL 

A.  P.  LINTON 

H.  R.  MacKENZIE 

E.  K.  PHILLIPS 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 
A.  C.  D.  BLANCHARD 
T.  H.  JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE,  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 
T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
R.  F.  LEGGET 
A.  E.  MACDONALD 
H.  W.  McKIEL 


C.  K.  McLEOD.  Chairman 

R.  DeL.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 

MEMBERSHIP 

J.  G.  HALL,  Chairman 
S.  R.  FROST 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 
E.  W.  IZARD 
H.  N.  MACPHERSON 
Zone  B  (Province  of  Ontario) 
John  Calbraith    Prize 

J.  L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelpa  Johnson   Prize  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest  Marceau   Prize  (French) 

H.  CIMON,  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime   Provinces) 
Martin  Murphy   Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,   Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.   R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 

0.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 

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

ENGINEERING  FEATURES  OF 
CIVIL  DEFENCE 

J.  E.  ARMSTRONG,  Chairman 

P.  E.  ADAMS 

J.  N.  ANDERSON 

S.  R.  BANKS 

H.  F.  BENNETT 

R.  S.  EADIE 

E.  V.  GAGE 

G.  A.  GAHERTY 
R.  J.  GIBB 

A.  GRAY 
J.  GRIEVE 
J.  L.  LANG 
R.  F.  LEGGET 

1.  P.  MACNAB 
J.  A.  McCRORY 
H.  J.  MrEWEN 
C.  B.  MUIR 

W.  H.  MUNRO 
G.  McL.  PITTS 
M.  G.  SAUNDERS 
T.  G.  TYRER 
H.  K.  WYMAN 

INDUSTRIAL  RELATIONS 

WILLS  MACLACHLAN,  Chairman 
E    A.  ALLCUT 
J.  C.  CAMERON 

E.  R.  COMPLIN 
J.  A    COOTE 
W.  0.  CU DWORTH 

F.  W.  GRAY 
E.  G.  HEWSON 


ERASER  S.  KEITH 

A     M     REID 

A.   ROSS  ROBFK  I'M  IN- 


POST-WAR  PROBLEMS 

W.  C.  MILLER,  Chairman  G.  R.  LANGLEY 


F.  ALPORT 
deGASPE  BEAUBIEN 
A.  L.  CARRUTHERS 
.1    M     FLEMING 
E.  R.  JACOBSEN 


G.  l.  Mackenzie 

D.  A.  R.McCANNKL 
\    N     F.  McQUEEN 
G.   McL.  PITTS 

n.  C.  TENN  W  r 


452 


August,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


Sec.-Treas., 


BORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 
CALGARY 

Chairman,     H.  J.  McEWEN 
Vice-Chair.,  J.  G.  MacGREGOR 
Executive,      J.  N.  FORD 

A.  GRIFFIN 
H.  B.  SHERMAN 

(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 
Executite,      J.  A.  RUSSELL 
(Ex-Officio),  F.  W.  GRAY 
See.-Treat.,    S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

EDMONTON 

Chairman,     D.  A.  HANSEN 
Vice-Chair.,  D.  HUTCHISON 
Executive,      C.  W.  CARRY 

B.  W.  PITFIELD 
E.  R.  T.  SKARIN 
J.  A.  ALLAN 

E.  ROBERTSON 
J.  W.  JUDGE 
(Ex-Officio),  J.  GARRETT 

R.  M.  HARDY 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


M.  F.  COSSITT 


HALIFAX 

Chairman 
Executive, 


P.  A.  LOVETT 

A.  E.  CAMERON 

G.  T.  CLARKE  G.  J.  CURRIE 

A.  E.  FLYNN  J.  D.  FRASER 

D.  G.  DUNBAR  J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 
G.  T.  MEDFORTH 
(Bx-Officio),  S.  L.  FULTZ  J.  R.  KAYE 

Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 


HAMILTON 

Chairman, 
Vice-Chair. 
Executive, 


STANLEY  SHUPE 

T.  S.  GLOVER 

H.  A.  COOCH 

NORMAN  EAGER 

A.  C.  MACNAB 

A.  H.  WINGFIELD 
(Ex-Officio),  W.  J.  W.  REID 

W.  A.  T.  GILMOUR 
Sec.-Treas.,    A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 
KINGSTON 

Chairman,     T.  A.  McGINNIS 
Vice-Chair.,  P.  ROY 
Executive,      V.   R.  DA  VIES 

K.  H.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.  MUNRO 
(Ex-Officio),  G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
Sec.-Treaê.,  J.  B.  BATY, 

Queen's  University, 
Kingston,  Ont. 
I.AKKHEAD 
Chairman,     MISS  E.  M.  G.  MacGILL 
Vice-Chair.,  E.  J.  DA  VIES 
Executive,      J.  I.  CARMICHAEL 
R.  B.  CHANDLER 
S.  E.  FLOOK 
O.  J.  KOREEN 
S.  T.  McCAVOUR 
W.  H.  SMALL 

E.  A.  KELLY 
J.  S.  WILSON 

(Ex-Officio),  B.  A.  CULPEPER 

J.  M.  FLEMING 
Sec.  Treas.,   W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
LETHBRIDGE 
Chairman,     J.  M.  DAVIDSON 
V Ke-Chair.,Vf .  MELDRUM 

executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio),  J.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio), 
Sec.-Treas., 


MONCTON 

Chairman, 
Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.  Treas., 


MONTREAL 

Chairman, 
Vice-Chair. , 
Executive, 


F.  T.  JULIAN 

T.  L.  McMANAMNA 

F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 

R.  W.  GARRETT 

J.  A.  VANCE 

H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 

H.  J.  CRUDGE 
J.  A.  GODFREY 
A.  S.  DONALD 

E.  R.  EVANS 
H.  W.  HOLE 

F.  O.  CONDON 

G.  L.  DICKSON 
V.  C.  BLACKETT 

Engrg.  Dept.,  C.N.R., 

Moncton,  N.B 


E.  B.  MARTIN 
G.  C.  TORRENS 

H.  W.  McKIEL 


J.  A.  LALONDE 
R.  S.  EADIE 
R.  E.  HEARTZ 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
H.  F.  FINNEMORE 
R.  C.  FLITTON 
G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 
J.  G.  HALL 
W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA  PENINSULA 

Chairman,      C.  G.  CLINE 
Vice-Chair.,   G.  E.  GRIFFITHS 
Executive,       A.  G.  HERR 

R.  T.  SAWLE 

G.  F.  VOLLMER 

W.  D. BRACKEN 

J.  W.  BROOKS 

J.  H.  TUCK 

D.  S.  SCRYMGEOUR 
(Ex-Officio),  A.  L.  McPHAIL 

A.  W.  F.  McQUEEN 
Sec.-Treas.,    J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falta,  Ont. 
OTTAWA 

Chairman,     N.  B.  MacROSTIE 
Executive,      W.  G.  C.  GLIDDON 

R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY       R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 


Chairman, 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


QUEBEC 

Life  Hon.- 
Chair., 
Chairman 
Vice-Chair. 
Executive 


(Ex-Officio) 
Sec.-Treas., 


SAGUENAY 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 

Sec.-Trers., 


D.  J.  EMERY 

C.  R.  WHITTEMORE     F.  R.  POPE 

I.  F.  McRAE  R.  L.  DOBBIN 

A.  J.  GIRDWOOD 

J.  CAMERON 

H.  R.  SILLS 

A.  R.  JONES, 

5,  Anne  Street, 

Peterborough,  Ont. 


A.  R.  DECARY 

L.  C.  DUPUIS 

RENÉ  DUPUIS 

O.  DESJARDINS 

R.  SAUVAGE 

S.  PICARD 

G.  W.  WADDINGTON 

E.  D.  GRAY-DONALD 

R.  B.  McDUNNOUGH     P.  MÉTHÉ 

H.  CIMON 

PAUL  VINCENT, 

Colonization  Department, 
Room  333-A,  Parliament  Bldgs., 

Quebec,  Que. 


G.  ST-JACQUES 
L.  GAGNON 


N.  F.  McCAGHEY 

R.  H.  RIMMER 

B.  BAUMAN 

G.  B.  MOXON 

A.  I.  CUNNINGHAM 

W.  J.  THOMSON 

M.  G.  SAUNDERS 

J.  W.  WARD 

D    S.  ESTABROOKS, 

Price  Broa.  &  Co.  Ltd., 
Riverbend,  Que. 


SAINT  JOHN 

Chairman,  D.  R.  SMITH 
Vice-Chair.,  A.  O.  WOLFF 
Executive,       H.  P.  LINGLEY 

c.  d.  McAllister 

C.  C.  KIRBY 
(Ex-Officio),  F.  A.  PATRIQUEN 
V.  S.  CHESNUT 
G.  G.  MURDOCH 
Sec.-Treas.,    G.  W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  J.  B.  SWEENEY 

Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 
SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio).  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101. 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 
C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

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

159  Upton  Road, 
Sault  Ste.  Marie,  Ont. 


TORONTO 

Chairman, 

Vice-Chair., 

Executive, 


Vf.  S.  WILSON 

W.  H.  M.  LAUGHLIN 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 
F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 

(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 

H.  E.  BRANDON  J.  J.  SPENCE 

Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 


VICTORIA 

Chairman, 
Vice-Chair 
Executive, 


A.  S.  G.  MUSGRAVE 
KENNETH  REID 

A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Ex-Officio),  A.  L.  CARRUTHERS 
G.  M.  IRWIN 
E.  W.  IZARD 
Sec.-Treas.,  J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     D.  M.  STEPHENS 
Vice-Chair.,  J.  T.  DYMENT 
Executive,      C.  V.  ANTENBRING 
N.  M.  HALL 
T.  H.  KIRBY 
E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
(Ex-Officio),  J.  W.  SANGER 
V.  MICHIE 
C.  P.  HALTALIN 
Sec.-Treas.,  THOMAS.  E.  STOREY, 
5.5  Princess  Street, 

Winnipeg,  Man. 


fHE  ENGINEERING  JOURNAL     Aususl,  1942 


453 


CONSTRUCTION  FEATURES  ON  THE  EXTENSION  OF  THE 
SANTURCE  STEAM  PLANT,  PUERTO  RICO 

J.  T.  FARMER,  m.e.i.c,  and  E.  A.  GOODWIN,  m.e.i.c. 
Montreal  Engineering  Company,  Limited,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada  on  March  19th,  1942. 


NOTE — The  information  contained  herewith  supplements  the 
paper  on  "The  Modernization  of  a  Puerto  Rico  Steam  Plant," 
by  the  same  authors,  published  in  the  June  issue  of  the  Journal. 

In  carrying  out  the  latest  extension  of  the  power  plant 
of  the  Puerto  Rico  Railway,  Light  &  Power  Company,  in 
San  Juan,  Puerto  Rico,  a  number  of  problems  of  con- 
struction arose  which  are  of  some  interest. 

A  construction  schedule  was  drawn  up  in  Montreal,  but 
as  is  often  the  case,  could  not  be  followed  exactly  as 
planned.  The  matter  was  of  some  urgency  as  the  power 
company  needed  the  new  unit  as  soon  as  possible. 

It  was  known  that  a  number  of  changeover  jobs  and 
dismantling  operations  had  to  be  done  in  sequence,  before 
the  real  work  of  new  construction  could  begin.  The  old 
steel  chimney  had  to  be  removed  to  allow  for  the  extra  bay 
necessary  on  the  north  end  of  the  building,  and  before  this 
could  be  done  it  was  nece  sary  to  construct  a  new  breeching 
from  the  old  low  pressure  boiler  system  into  the  new 
concrete  stack.  The  low  pressure  steam  main  had  to  be  re- 
routed to  make  way  for  the  new  high  pressure  boiler.  Also, 
the  station  switchboard  which  was  located  at  the  extreme 
north  end  of  the  building  had  to  be  removed  and  re- 
located. Each  one  of  these  operations  had  to  be  done  in 
such  a  way  as  to  reduce  the  period  of  shut-down  to  a 
minimum. 

But  on  December  29th,  1940,  the  5,000  kw.  unit  No.  5, 
the  largest  and  latest  addition  to  the  station  stripped  its 
blading  and  disarranged  the  whole  carefully  arranged 
schedule.  It  became  impossible  to  shut  down  any  of  the 
low  pressure  units  or  boilers  until  No.  5  was  on  the  line 
again.  The  two  old  boilers  and  the  500  kw.  turbo-generator 
that  were  about  to  be  dismantled  were  therefore  put  back 
in  service  and  the  steel  stack  had  to  remain  until  stoppage 
for  changeover  was  possible. 

Due  to  the  conditions  at  the  hydro  plants  at  this  time, 
the  steam  plant  was  being  called  on  to  carry  a  base  load  of 
about  8,000  kw.,  and  this  with  a  nominal  capacity  of 
12,000  kw.  all  told.  With  the  largest  unit  out  of  commission 
this  nominal  capacity  was  reduced  to  7,000  kw.  For  the 
time  being  the  maintenance  of  the  supply  became  a  hand- 
to-mouth  performance.  It  is  to  the  credit  of  the  operating 
staff  that  they  managed  to  carry  the  load  through  this 
critical  period,  without  any  dislocation  of  the  service. 

It  was  therefore  necessary  to  change  the  order  of  pro- 
cedure, early  in  February,  1941,  and  while  the  completion 
of  the  contract  took  somewhat  longer  than  originally 
estimated,  it  would  seem  that  after  allowing  for  the  break- 
down, the  load  conditions,  the  weather,  the  war  and  its 
effect  on  labour  conditions  and  delivery  of  materials,  a 
very  expeditious  job  was  carried  out  and  the  final  results 
were  not  too  unsatisfactory. 

It  was  found  that  in  general,  the  unskilled  labour 
available  was  willing  and  hard  working,  but  of  a  low  order 
of  education.  Racially  the  labourers  ranged  from  jet  black 
to  sunburned  white,  being  composed  of  Negroes,  Indians, 
Spanish  and  mixtures  of  all  these  races.  Most  of  them  were 
illiterate  and  lived  under  the  poorest  conditions  in  squat- 
ters' huts,  build  at  the  edge  of  the  bays  and  inlets  around 
San  Juan.  They  were,  however,  a  happy  crowd  and  re- 
sponded very  quickly  to  decent  treatment.  Tempers, 
however,  were  quick  and  quarrels  between  them  not 
infrequent.  Many  a  morning  showed  the  results  of  "a  few 
words"  in  the  form  of  cuts  and  bruises.  The  skilled  workers, 
such  as  carpenters,  fitters,  etc.,  were  intelligent  and,  when 
relieved  from  the  fear  of  unemployment,  were  willing  to 
work  hard. 


454 


The  Puerto  Rican  engineers  and  technical  men  are  of 
quite  a  high  order  and  take  a  keen  interest  in  the  work.  At 
Rio  Piedras  they  have  a  University  consisting  of  modern 
buildings  set  in  a  spacious  campus,  and  staffed  with 
American  professors.  It  is  quite  evident  that  the  engineer 
graduates  have  been  very  thoroughly  grounded  and  are 
very  keen  to  use  the  knowledge  gained  there.  The  only 
criticism  which  might  be  levelled  at  them  would  be  a  slight 
lack  of  initiative  and  a  tendency  to  look  for  leadership  to 
any  one  in  authority  who  might  be  working  with  them. 

The  Puerto  Ricans  really  excel  in  the  making  of  concrete 
structures,  and  if  properly  watched,  make  a  very  good  job 
of  it  indeed.  They  seem  to  have  a  natural  instinct  for 
formwork  and  make  and  install  it  in  double  quick  time. 
They  have  to  be  carefully  watched,  however,  when  it 
comes  to  mixing  concrete,  as  they  appear  to  be  great 
believers  in  using  plenty  of  water  in  the  mixing,  without 
any  regard  to  the  cement  water  ratio.  The  consequence 
is  that  unless  some  engineer  is  placed  over  them  at  the 
mixer,  great  variation  in  the  batches  occurs,  some  being 
wet  and  others  much  wetter.  One  of  the  contractors' 
foremen  told  me,  at  the  beginning  of  the  job  "that  concrete 
always  cracks,"  and  this  became  one  of  the  problems  of  the 
job — to  see  that  the  mix  was  such  that  the  risk  of  cracking 
was  at  least  reduced  to  a  minimum. 

Labour  of  any  kind,  skilled  and  unskilled,  on  this 
particular  contract  was  very  difficult  to  obtain,  owing  to 
the  tremendous  activity  on  the  Island  due  to  war  work. 
The  construction  of  many  naval  and  military  projects 
together  with  civilian  extensions  and  alterations  to  docks, 
etc.,  caused  a  scarcity  of  available  men,  and  the  best  of 
them  were  all  snapped  up  long  before  we  began  our  project. 

The  contractor,  who  incidentally  carried  out  the  exten- 
sions in  1936  and  1938  became  inundated  with  new  work. 
After  the  signing  of  the  contract  in  November  1940,  he 
obtained  a  contract  from  the  Waterman  Lines  to  build  a 
new  wharf  and  buildings,  and  another  one  from  the  Navy 
of  some  million  and  a  quarter  dollars,  both  of  which  con- 
tracts had  very  binding  clauses  regarding  progress.  As 
this  man,  although  very  capable,  was  at  best  only  equipped 
for  work  under  ordinary  conditions  it  will  be  realized  that 
his  lack  of  equipment  and  his  limited  ability  to  give  full 
personal  attention  to  our  work  tended  to  hamper  progress. 

An  interesting  difference  between  this  project  and  the 
ordinary  run  of  construction  lay  in  the  erection  of  the  new 
extension  over  the  top  of  the  old  building  and  then,  after  all 
sheeting  had  been  put  in  place,  removing  the  old  structure 
from  the  inside.  (Fig.  1).  This,  of  course,  had  to  be  done 
whilst  retaining  continuous  electrical  service.  Some  very 
careful  planning  was  necessary  when  removing  the  old 
roof  trusses,  but  we  were  fortunate  enough  to  completely 
dismantle  everything  without  any  mishap  and  without 
stopping  a  machine. 

The  foundations  for  the  new  building,  lying  well  outside 
the  boundaries  of  the  old  structure,  presented  no  particular 
difficulties.  The  turbine  room  pit  floor,  located  13  ft.  be  ow 
turbine  room  floor  level  made-  it  necessary  to  sheet  and 
shore,  but  as  the  ground  there  consists  of,  in  the  main,  good 
sharp  sand,  the  driving  of  the  sheet  piling  was  easy  and 
quickly  done.  One  trouble,  however,  was  experienced  at  the 
north  end  of  the  building  where  there  is  a  concrete  tank 
16  ft.  6  in.  deep.  This  tank  is  very  important  as  the  cooling 
water  for  all  the  low  pressure  units  is  drawn  from  here.  On 
excavating  for  the  north  wall  it  was  discovered  that  the 
tank  was  leaking  from  an  old  crack  about  9  or  10  ft.  down. 
Excavation  had  to  be  stopped,  sandbags  placed  and  pumps 


August,  1942    THE  ENGINEERING  JOURNAL 


operated  to  keep  the  water  out  of  the  excavation  for  the 
east  wall.  A  form  was  made  and  placed  inside  the  tank. 
No.  1,  2  and  3  units  were  then  shut  down,  the  tank  emptied 
and  a  concrete  liner  8  in.  thick  extending  from  the  bottom 
of  the  tank  to  the  top  was  cast.  This  work  was  carried  out 
very  expeditiously,  as  the  whole  job  was  completed  inside 
of  48  working  hours  and  the  shut-down  was  less  than  24. 
It  was  fortunate,  however,  that  No.  5  unit  had  just  been 
brought  into  operation  again  and  made  a  shut-down 
possible. 

In  the  centre  of  the  building  some  difficulty  was  exper- 
ienced in  underpinning  the  centre  columns.  The  old  found- 
ations were  only  about  6  ft.  below  turbine  room  floor  level 
and  it  was  necessary  to  excavate  down  to  below  the  13  ft. 
level,  propping  up  the  steel  columns  B,,  B2  and  B3, 
forming  a  concrete  foundation  column  under  them,  and  a 
continuous  wall  between  them. 


Fig.  1 — East  wall  of  turbine  room  looking  towards  northwest. 

The  piping  and  equipment  both  on  the  east  and  west 
side  of  the  columns  were  very  close  indeed  and  the  sheet 
piling  had  to  be  driven  almost  touching  the  form  work. 
Water  trouble  was  experienced  as  two  streams  came  in, 
in  such  quantities  that  a  three  inch  centrifugal  pump  had 
to  be  kept  going  all  the  time. 

The  subsoil  was  not  too  good  here  and  as  it  was  not 
possible  to  get  in  with  a  pile  driver,  it  was  decided  instead 
of  piling  under  the  columns  to  make  a  spread  footing  for 
the  pit  wall  and  put  in  enough  reinforcement  that  some 
support  would  be  given  to  the  column  foundations. 

One  of  the  greatest  difficulties  met  with  during  the  build- 
ing of  the  turbine  room  pit  was  water.  Being  so  close  to 
the  bay  and  so  much  below  sea  level  this  had  to  be  coped 
with  as  well  as  some  small  streams  that  were  flowing  from 
south  to  north. 

As  mentioned  before,  the  contractor  was  very  short  of 
reliable  equipment  and  his  pumping  equipment  was  the 
most  unreliable  of  all.  Two  three-inch  antiquated  gasoline 
driven  clack  pumps  were  installed  but  never  at  any  time 
were  both  operating  due  to  breakdowns  and  finally  we  had 
to  lend  him  a  three  inch  motor  driven  centrifugal. 

After  the  floor  of  the  pit  was  cast  the  pump  had  still  to 
work  continuously  to  keep  the  water  anything  like  under 
control. 

It  was  finally  discovered  that  most  of  this  leakage  was 
coming  up  through  the  bottom  of  the  sump  which  up  to 
this  time  had  been  unsuspected. 

In  making  this  sump,  a  steel  box  without  a  bottom  had 
been  forced  down  into  the  sand  and  the  inside  excavated. 
The  concrete  sump  was  then  formed,  but  it  was  finally 
discovered  that  water  was  coming  in  from  two  places 
close  to  the  bottom.  In  order  to  cure  this  a  form  was 
finally  put  in  about  6  in.  from  the  bottom,  with  23^  in. 
pipes  coming  out  above  floor  level.  Over  the  form  the 
sump  was  filled  with  rock  and  sand  and  a  6  in.  concrete 
slab  laid  over  the  top  at  floor  level.  Four  holes  were  then 
punched  in  the  floor  outside  the  box.  When  the  concrete 
was  set  a  cement  gun  was  attached  to  one  of  the  pipes  and 
a  thick  grout  was  forced  down  under  air  pressure  until  the 


grout  appeared  at  the  top  of  the  other  pipe,  which  was  then 
capped  and  pressure  re-applied.  After  some  time  the  grout 
appeared  at  two  of  the  holes  made  in  the  floor.  We  then 
changed  the  gun  over  to  the  second  pipe,  capping  the  first 
one.  When  grout  appeared  at  the  other  two  holes  in  the 
floor,  the  form  was  removed  and  the  grout  allowed  to  set; 
after  which  the  top  slab  was  broken  out.  This  appears  to 
have  cured  the  trouble  and  the  whole  floor  was  afterwards 
surfaced. 

The  pumphouse  was  an  interesting  structure  to  build  and 
as  it  was  an  extension  of  the  one  built  in  1936,  care  had  to 
be  taken  to  keep  the  building  looking  symmetrical. 

The  work  consisted  in  sinking  six  concrete  piles  10  x  10 
in.  x  35  ft.  long,  cutting  off  the  tops  after  they  had  been 
driven  to  refusal  and  capping  them  with  reinforced  con- 
crete beams.  On  top  of  and  integral  with  the  beams  was 
cast  a  6  in.  floor  with  a  rectangular  hole  14  ft.  10  in.  x 
7  ft.  in  it  to  receive  the  precast  pump  suction  box. 

The  piles  were  located  by  falsework  attached  to  the 
existing  building,  the  pile  driving  barge  approaching  the 
falsework  and  when  in  position  allowing  the  pile  to  sink  as 
far  as  it  would  by  its  own  weight.  This  appeared  to  be  an 
average  of  about  12  ft.,  after  which  it  was  driven  by  means 
of  a  three-ton  steam  driven  pile  driver.  When  all  were 
driven  the  supports  for  the  form  work  consisting  of  3  x  12 
in.  planks  were  bolted  in  exact  position  on  the  piles  and 
using  the  planks  as  a  platform  support,  the  tops  of  the  piles 
were  cut  off  and  their  reinforcing  rods  laid  over.  The  floor — 
or  rather,  under- floor,  was  then  formed  and  cast  and  after 
setting,  a  temporary  plank  floor  was  laid  down.  On  this 
the  form  for  the  suction  box  was  made,  care  being  taken 
to  make  the  form  as  nearly  as  possible  over  the  hole  that 
the  box  had  to  go  through.  As  the  box,  when  finished 
weighed  approximately  19  tons,  it  will  be  seen  that  too 
much  lateral  movement  was  not  advisable. 

At  the  bottom  of  the  box  stirrups  were  cast  in  each  corner 
for  lowering  purposes.  These  stirrups  were  an  afterthought 
put  in  on  the  job,  but  they  saved  quite  a  lot  of  work  and 
avoided  the  use  of  a  diver  to  release  the  tackle  after  the 
box  was  lowered  into  place. 

Turbine  Foundation 

Due  to  the  delay  in  completing  the  turbine  room  pit, 
it  was  decided  to  construct  the  formwork  for  the  turbine 
foundation  outside  in  the  open  and  so  save  some  time. 
Accordingly,  a  flat  piece  of  land  was  chosen  and  the  work 
laid  out  and  constructed  there  in  such  a  manner  that 
it  could  easily  be  taken  down  and  re-erected  in  place. 

The  foundation  was  15  ft.  high  by  10  ft.  4  in.  wide,  by  30 
ft.  long.  The  generator  end  was  a  complete  structure  as 
was  the  turbine  support,  the  two  portions  being  joined  at 
the  top  by  two  main  steel  beams  25^  in.  deep  cross-tied 
by  channels,  all  the  steel  being  set  in  concrete.  The 
form  was  made  by  one  carpenter  and  two  helpers  and  took 
three  weeks  to  complete.  It  took  one  day  to  dismantle  and 
four  days  to  re-assemble  in  place.  The  concrete,  about  90 
cu.  yd.,  was  placed  in  one  day  up  to  the  underside  of  the 
steel  beams.  The  beams  were  placed  the  following  morning 
and  the  balance  of  the  concrete  work  completed  the  same 
day. 

Although  perhaps  a  little  unusual,  this  method  of 
construction  worked  out  very  well,  because  after  the  form- 
work  was  removed  and  the  position  of  the  foundation  re- 
checked  it  was  found  to  be  less  than  3de  °f  an  incn  out  in 
any  direction. 

The  formwork  also,  because  of  its  method  of  construction 
was  found  after  removal  to  be  in  such  good  condition  that 
it  was  decided  to  save  it  for  use  in  the  next  extension  job 
(which  is  at  present  proceeding) . 

Before  placing  the  formwork  in  the  pit  however,  it  was 
necessary  to  place  the  condenser  roughly  in  position  and 
assemble  the  formwork  around  it.  This  was  something  of  a 
problem  as  the  condenser  weighed  35  tons  and  the  capacity 
of  the  crane  was  only  20  tons.  It  was  therefore  decided  to 


THE  ENGINEERING  JOURNAL     August,  1942 


455 


construct  a  moveable  skidway  and  this  was  done  in  the 
following  manner:  Two  15  in.  "I"  beams,  32  ft.  long  (which 
fortunately  we  had  on  the  site,  having  salvaged  them  from 
the  old  building  structure)  were  tied  together  with  cross 
channels  to  form  a  frame  of  a  width  equal  to  the  supporting 
feet  of  the  condenser.  A  crib  formed  of  rail  ties  was  made 
at  one  side  of  the  building  to  the  full  height  of  the  pit  and 
at  the  other  side  to  a  height  about  half  that  of  the  pit.  The 
frame  was  set  on  this  and  the  condenser  was  skidded  down, 
being  controlled  by  four  sets  of  chain  blocks,  two  in  front 
and  two  behind. 

When  the  condenser  had  been  thus  lowered  about  half- 
way down,  the  framework  was  attached  to  the  crane  at  the 
high  end  and  the  cribwork  removed  the  crane  slowly 
lowering  the  framework  to  the  pit  floor,  the  condenser 
meanwhile  being  held  from  sliding  by  two  sets  of  chain 
blocks.  The  operation  of  skidding  was  then  repeated  in  the 


Fig.  2 — Boiler  foundation.   Note  the  temporary  supports  for  the 
centre  building  columns  in  the  background. 

opposite  direction  until  the  condenser  was  practically  at 
pit  floor  level,  when  the  crane  was  attached  to  the  other 
end  of  the  skids  and  the  other  crib  removed.  The  crane 
was  then  used  on  each  end  of  the  condenser  in  order  to 
turn  it  90  deg.  into  its  position  and  block  it  up  to  the 
proper  height.  It  was  found  possible  to  set  the  condenser 
within  half  an  inch  of  its  final  setting. 

The  whole  operation  took  two  days  and  worked  very 
smoothly.  The  main  difficulty  was  that  the  condenser  was 
very  cumbersome  and  top-heavy,  but  before  any  work 
was  done  at  all,  three  men  were  chosen  to  act  as  leaders, 
one  in  charge  at  either  end  and  one  located  centrally  to 
control  all  movements.  A  rough  sketch  was  laid  out  and  the 
three  men  rehearsed  in  every  move  to  be  made,  and  for- 
tunately everything  worked  out  exactly  as  planned. 

Boiler  Foundations 

A  change  in  the  construction  under  the  boiler  had  to  be 
made  after  excavation  started. 

A  design  for  a  two  ft.  thick  reinforced  concrete  mat  had 
been  made  in  Montreal,  but  it  was  found  that  after  dis- 
mantling the  old  boilers  and  taking  out  the  mat  con- 
structed under  them,  there  was  another  old  foundation 
below,  which  in  turn  had  to  be  removed.  The  excavation, 
when  this  was  done  was  about  four  ft.  six.  in.  deep  and  the 
condition  of  the  ground  such  that  30  piles,  25  ft.  long  had 
to  be  driven.  (Fig.  2). 

On  top  of  this  it  was  decided  to  build  a  kind  of  wall 
construction,  the  outside  walls  forming  a  box,  with  cross 
walls  joining  wherever  there  was  any  heavy  loading.  These 
walls  extended  to  the  underside  of  the  designed  mat,  and 
after  being  made,  the  spaces  between  the  walls  were  filled 
with  good  firm  sand  tamped  down,  the  whole  forming  a 
good  bottom  for  the  mat.  The  whole  excavation  could,  of 
course,  have  been  filled  with  solid  concrete,  but  as  the 
contract  was  based  on  a  price  per  cubic  yard  about  $500.00 
was  saved  by  the  method  carried  out. 


The  erection  of  the  boiler  was  carried  out  by  the  boiler 
manufacturers  and  calls  for  no  special  comment,  except 
for  a  curious  accident  which,  while  serious  enough  and  the 
cause  of  a  second  accident,  had  no  fatal  results  and 
occasioned  no  very  serious  delays. 

After  the  mat  was  finished,  the  mud  drum  was  placed 
in  position  on  its  saddles  and  the  steam  drum  was  placed 
on  the  mat  ready  for  lifting. 

Two  30  ft.  power  poles  were  selected  as  single  sticks, 
either  of  which  should  have  had  ample  strength  to  carry 
the  whole  drum  load  of  nine  tons.  When  the  drum  was 
about  12  ft.  up  in  the  air,  the  pole  taking  the  front  end  of 
the  drum  began  to  slowly  give  at  the  centre.  There  was  no 
noise  of  breaking  at  first  and  the  front  end  seemed  to 
come  down  quite  slowly.  Two  men  who  were  handling  the 
hoisting  chains  on  the  top  of  the  drum  almost  had  time 
to  slip  down  the  chains  to  the  floor  before  the  pole  cracked 
off  short,  letting  the  load  go.  The  front  end  of  the  drum  hit 
the  mud  drum  and  slid  over,  trapping  one  of  the  men  by  the 
foot  and  the  other  was  just  pinned  at  the  soft  part  of  the 
leg.  This  man  released  himself,  but  the  drum  had  to  be 
jacked  up  to  release  the  other  who  was  found  to  have  a 
very  badly  lacerated  foot  indeed. 

A  light  truck  was  brought  into  service  as  an  ambulance, 
and  it  was  here  that  the  second  accident  occurred.  The 
men  were  placed  lying  down  on  the  bottom  of  the  truck 
whilst  another  man  sat  on  the  side  of  the  truck  holding  the 
injured  foot  high  in  the  air. 

The  truck  driver,  a  coloured  man,  appeared  to  think 
that  he  was  driving  a  real  ambulance  and  dashed  off 
towards  the  gates  at  top  speed.  The  gates  were  only  about 
half  open  when  he  reached  them  and  the  latch  of  the  gate 
caught  the  man  sitting  on  the  side  of  the  truck  in  his  side, 
breaking  two  ribs  and  lacerating  him  badly.  He,  also,  was 
left  in  the  hospital  and  was  indeed  there  when  the  man 
with  the  lacerated  foot  was  discharged. 

The  only  other  accident  was  a  shock  received  by  a  man 
who  tried  to  saw  through  a  conduit  on  the  lighting  circuit 
without  first  making  the  line  dead. 

* 

Diversion  Wall 

During  the  1941  extension  it  was  decided  to  go  ahead 
with  the  construction  of  a  diversion  wall  in  the  Condado 
bay.  This  had  been  under  consideration  for  some  time, 
and  city  drainage  which  had  recently  been  led  into  the  bay 
close  to  the  pumphouse  depositing  silt  and  offal,  made  it 
necessary  to  do  something  soon  or  have  trouble  with  the 
pumps.  It  was  decided  to  construct  a  diversion  wall 
extending  about  two  ft.  above  high  tide  and  for  a  distance 
of  300  ft.  into  the  bay.  This  would  have  the  effect  of 
carrying  all  drainage  well  past  the  pumphouse  before 
spreading.  It  also  had  the  advantage  of  conducting  the 
warm  water  from  the  circulating  water  discharge  canal  to  a 
point  where  it  would  not  be  re-circulated. 

Concrete  piles  about  30  ft.  long  x  12  x  10  in.  were  precast 
on  the  shore.  They  had  a  groove  4  x  4  in.  cast  in  on  two 
sides  for  the  reception  of  12  x  3  in.  precast  slabs  which 
were  laid  horizontally.  The  piles  were  driven  to  refusal, 
and  measurements  were  then  taken  for  the  horizontal  slabs. 
After  the  slabs  had  been  laid  in  to  the  necessary  height, 
formwork  was  set  up  on  the  top  and  a  10  x  12  in.  concrete 
beam  was  cast  continuous  along  the  top.  Soffits  set  in  the 
beam  allowed  a  handrail  to  be  easily  erected.  No  attempt 
was  made  to  make  a  tight  joint  between  the  slabs  as  it  was 
felt  that  shellfish  would  soon  do  all  that  was  necessary  in 
the  way  of  jointing.  As  a  matter  of  fact,  there  was  very 
little  opening  observed  after  the  slabs  were  originally  laid. 

The  results  of  this  installation  have  been  highly  satis- 
factory in  every  way.  Not  only  was  the  debris  kept  clear  of 
the  pumps,  but  the  temperature  of  the  cooling  water,  at 
certain  directions  of  the  wind  became  noticeably  cooler 
with  a  beneficial  effect  on  the  vacuum  at  the  condensers. 

The  machinery,  such  as  the  turbo-generator  and  boiler, 


456 


August,  1942    THE  ENGINEERING  JOURNAL 


was  erected  by  contract  under  the  supervision  of  manufac- 
turers' erectors,  such  skilled  and  unskilled  help  as  they 
needed  being  supplied  by  the  light  company. 

The  erection  of  the  steam  piping  and  auxiliary  equip- 
ment was  carried  out  by  the  light  company  staff  and  it  was 
very  pleasing  to  note  that,  thanks  to  the  care  taken  in 
setting  out  the  various  foundations  and  main  equipment, 
every  flange  on  the  whole  job  came  to  its  companion, 
straight  and  square  and  not  one  pipe  had  to  be  changed. 

The  whole  job  was  completed  about  ten  weeks  later  than 


originally  estimated,  but  in  view  of  the  breakdown  men- 
tioned, this  was  fairly  satisfactory.  In  order  to  do  this,  it 
was  necessary  to  work  long  hours  and  very  often  Sunday 
was  forgotten.  This,  in  war  time  is  not  a  great  hardship,  but 
to  work  the  hours  necessary  to  complete  the  job  in  the  time 
taken,  in  the  hot  and  humid  climate  of  Puerto  Rico  was 
something  of  a  trial.  Great  credit  is  due  to  the  regular  staff 
of  the  Puerto  Rico  Railway,  Light  and  Power  Company, 
for  the  unceasing  efforts  they  made  to  do  this  work  in 
addition  to  their  regular  maintenance  duties. 


WATER  WHEEL  DRIVEN  GENERATORS  IN  THE  U.S.A. 

C.  M.  LAFFOON 
Manager,  A.C.  Generator  Engineering  Department,  Westinghouse  Electric  and  Manufacturing  Company,  East  Pittsburgh,  Pa.,  U.S.A. 

Paper  presented  before  the  Hamilton  Branch  of  The  Engineering  Institute  of  Canada  on  April  9th,  1942. 


During  the  past  decade  the  U.S.A.  government  has 
undertaken  a  broad  scale  development  of  the  water  power 
resources  of  the  nation.  The  development  programme  is  long 
range  in  scope,  and  embraces  navigation,  flood  control, 
irrigation,  and  power  production.  At  the  present  time 
power  production  is  of  major  importance,  whereas  in  the 
future  the  other  aspects  may  be  of  equal  or  greater  im- 
portance. Water  power  projects  that  fall  under  these 
classifications  come  under  the  jurisdiction  of  the  United 
States  Army,  Bureau  of  Reclamation,  Special  Authorities 
set  up  by  Congress,  states  and  municipalities. 

The  United  States  Army  Engineers  Corps  has  been 
engaged  for  many  years  in  developing  navigation  and 
flood  control  projects  for  our  principal  rivers.  Two  of  the 
most  important  recent  projects  are  Fort  Peck  on  the  upper 
Missouri  river  and  Bonneville  on  the  lower  Columbia 
river.  When  completed,  the  Bonneville  Power  Plant  will 
have  approximately  500,000  kw.  generating  capacity. 

Two  of  the  largest  and  most  important  power,  flood 
control,  and  irrigation  projects  under  the  jurisdiction  of 
the  Bureau  of  Reclamation,  are  Boulder  and  Grand  Coulee 
Dams.  The  Boulder  Dam  power  house  has  space  for  15- 
82,500  kw.  units  and  two  40,000  kw.  units  with  a  total 
capacity  of  1,277,500  kw.  Nine  82,500  kw.  and  one  40,000 
kw.  units  with  a  total  capacity  of  782,500  kw.  are  now  in 
operation.  Three  82,500  kw.  units  are  now  under  con- 
struction. The  unapplied  space  will  accommodate  three 
82,500  kw.  and  one  40,000  units  for  future  installation. 

Grand  Coulee  will  have  an  ultimate  capacity  of  approx- 
imately 2}4  million  kw.  involving  18-108,000  kw.  and  two 
12,500  kva.  generating  units.  Three  108,000  kw.  and  the 
two  12,500  kva.  units  are  now  in  commercial  operation, 
and  six  aditional  units  are  on  order.  These  108,000  kv., 
120  r.p.m.  generators  are  the  largest  capacity  water- 
wheel  generators  built  to  date. 

The  Tennessee  Valley  Authority  (T.V.A.)  has  under 
development  and  near  completion,  a  most  comprehensive 
and  complete  flood  control,  power  generation  and  dis- 
tribution programme  for  the  Tennessee  river  and  its 
tributaries.  This  programme  includes  27  dams  which  will 
have  an  aggregate  capacity  of  2^  million  kw.  when 
completed. 

Other  recent  hydro-electric  developments  of  this  type  are 
Shasta  in  upper  California,  Parker  Dam  on  the  Colorado 
river  below  Boulder  Dam,  Grand  river  in  Oklahoma, 
Santee-Cooper  in  South  Carolina,  Dennison  Dam  in 
Texas,  and  numerous  others. 

The  major  items  in  connection  with  waterwheei  gener- 
ators at  present  are  associated  with  manufacturing  and 
production  problems.  The  following  units  are  either  under 
construction  or  are  being  installed  by  the  Westinghouse 
Company  at  the  present  time.  Additional  projects  and 
additional  generating  capacity  for  existing  projects  are 
being  actively  negotiated. 


TABLE  I 

WATER  WHEEL  GENERATING  UNITS  ON  ORDER  OR  BEING 

INSTALLED  BY  THE  WESTINGHOUSE  ELECTRIC 

&  MFG.  CO. 


Units 

R.P.M. 

Kva- 
Unit 

Total 
Kva. 

Customer 

6 

120 

108,000 

648,000 

U.S.    Bu.    of    Reclam. — Grand 
Coulee 

3 

81.8 

40,000 

120,000 

TVA.— Pickwick  Station 

3 

150 

75,000 

225,000 

TVA. — Fontana  Station 

2 

150 

33,333 

66,666 

TVA. — Wautagua  Station 

2 

138.5 

27,778 

55,556 

TVA.— South  Holston 

1 

200 

26,667 

26,667 

TVA. — Ocoee 

2 

225 

40,000 

80,000 

TVA. — Appalachia 

2 

94.7 

33,333 

66,666 

TVA.— Watts  Bar 

1 

150 

.16,000 

16,000 

Grand  River 

2 

90 

36,842 

73,684 

U.S.  Eng.,  Dennison  Dam 

2 

180 

82,500 

165,000 

Bu.  of  Reclam. — Boulder  Dam 

1 

94.7 

30,000 

30,000 

Bu.  of  Reclam. — Parker  Dam 

1 

300 

11,000 

11,000 

Pacific  Gas  &  Elec.  Co. 

2 

300 

40,000 

80,000 

Pacific  Gas  &  Elec.  Co. 

1 

600 

31,000 

31,000 

Mexican  Fed.  Commission 

3 

300 

32,000 

96,000 

Cachapool  Elec. — Chili 

1 

600 

35,000 

35,000 

Rio  de  Janeiro 

1 

138.5 

16,500 

16,500 

Sao  Paulo 

Total 

2,082,739 

Kva. 

Since  hydro-electric  plants  are  usually  remote  from  the 
utilization  centres  and  transmission  problems  are  involved 
in  the  disposal  of  the  power,  the  stability  characteristics 
of  the  generating  units  for  each  plant  must  be  determined 
from  the  conditions  existing  on  the  systems  involved  or 
contemplated  for  the  future.  The  desired  characteristics 
are  usually  determined  by  analytical  studies  and  calculating 
board  investigations.  The  characteristics  normally  asso- 
ciated with  rating  can,  and  do  conform  to  accepted  stand- 
ards. Most  units  are  designed  for  operation  at  13,800  volts, 
a  few  at  16,500  volts,  and  very  few  at  higher  voltages. 

Usually  waterpower  projects  of  major  scope  are  designed 
and  built  for  long  time  service.  It  has  thus  become  standard 
practice  for  the  generating  equipment  to  be  designed  on  the 
same  premise.  Class  B  insulation  (mica,  glass  and  asbestos), 
are  therefore  used  for  both  the  conductor  and  ground 
insulation  for  both  the  stator  and  rotor  windings.  The 
temperature  rises  are  limited  to  60  deg.  C.  in  order  to 
obtain  generators  of  long  life  and  which  will  have  low 
maintenance.  The  performance  record  of  this  type  of  unit 
has  been  further  improved  by  using  the  closed  circuit 
ventilating  system  with  surface  type  of  air  coolers.  This 
insures  a  continuous  supply  of  clean  air  free  of  excessive 
moisture.  In  many  cases  the  housing  enclosure  is  made 
sufficiently  tight  that  the  C02  can  be  economically  injected 
into  the  system  and  an  inert  gas  mixture  obtained  for 
extinguishing  internal  fires.  When  C02  fire  extinguishing 
is  required,  protection  against  excessive  internal  pressure  is 
provided  for  by  using  spring  or  pressure  loaded  relief 
doors,  which  open  automatically  when  the  pressure  reaches 


THE  ENGINEERING  JOURNAL    August,  1942 


457 


a  pre-determined  value.  The  customary  procedure  is  for 
the  generator  manufacturer  to  provide  and  install  suitable 
nozzles  for  the  introduction  of  the  C02  and  the  fire- 
extinguishing  companies  to  supply  the  piping  and  equip- 
ment external  to  the  generator. 

In  order  to  utilize  most  effectively  the  entire  available 
water  head,  vertical  type  units  are  used  almost  universally. 
The  weight  of  turbine  and  generator  rotating  parts  and  the 
water  thrust  are  supported  on  a  single  thrust  bearing 
which  is  normally  furnished  by  the  generator  builder  and 
mounted  on  generator  parts.  The  most  widely  used  thrust 
bearing  is  the  Kingsbury  adjustable  shoe  type  with  pivoted 
supports  for  the  individual  shoes.  In  the  case  of  low  speed, 
large  diameter,  short  core-length  units,  it  is  rapidly  becom- 
ing accepted  practice  to  use  only  one  guide  bearing  and  to 
locate  it  and  the  thrust  bearing  below  the  rotor  spider. 
The  design,  construction,  and  lubrication  of  the  bearings 
has  been  greatly  simplified  by  using  the  adjustable  shoe 
type  for  both  guide  and  thrust  bearings,  and  mainly  there 
is  a  common  oil  pot  which  forms  an  integral  and  standard 
part  of  the  supporting  bracket.  Water-cooling  coils  are 
usually  located  in  the  oil  pot  and  no  pump  or  piping  are 
required  for  circulating  the  oil.  Waterwheel  generators  with 
this  type  of  construction  are  slightly  less  costly  and  easier 
to  maintain  than  the  conventional  unit  with  two  guide 
bearings,  one  located  above  and  the  other  below  the  rotor 
spider.  Over  2  million  kva.  of  single  guide  bearing  (um- 
brella type)  units  are  in  service  giving  satisfactory 
performance. 

The  overall  performance  of  the  Kingsbury  type  thrust 
bearing  has  been  remarkably  good.  Two  recent  unexplained 
cases  of  trouble  occurred  during  the  initial  starting-up 
period  after  completion  of  erection.  Two  other  cases  of 
bearing  trouble  developed  in  which  the  trouble  first 
manifested  itself  as  vertical  vibration  of  the  thrust  bearing 
support,  at  a  frequency  equal  to  the  product  of  the  speed 
and  the  number  of  thrust  shoes.  An  investigation  disclosed 
that  the  trouble  was  caused  by  distortion  of  the  thrust 
bearing  runner.  It  is  believed  that  the  distortion  was 
caused  by  a  gradual  release  of  residual  stresses  in  the 
runner  material. 

The  development  in  the  welding  art  has  resulted  in  the 
use  of  fabricated  construction  instead  of  castings  for  the 
major  mechanical  parts.  The  shipping  dimension  limitations 
are  such  that  the  stator  frame  and  rotor  spider  must  be 
shipped  in  parts  or  sections.  The  rotor  core  is  usually  built 
from  laminations  and  since  it  must  withstand  stresses  due 
to  rotation,  it  is  imperative  that  it  be  assembled  at  destina- 
tion as  a  complete  circle.  In  the  case  of  the  stator  core,  only 
static  forces  are  involved  and  its  laminations  can  be 
assembled  complete  in  the  individual  frame  sections, 
shipped  as  individual  unit  parts,  and  bolted  together  to 
form  a  complete  frame.  This  type  of  construction  is  less 
costly  than  building  the  core  in  a  complete  circle  at  des- 
tination  and  is  being  used  almost  universally  for  modern 
units.  It  is  recognized  that  the  separate  core  section  must 
be  solidly  clamped  together  to  avoid  movement  between 
adjacent  sections.  Provision  is  made  in  modern  design  to 
increase  the  bolting  force  between  the  frame  section  at 
definite  time  intervals  as  a  part  of  normal  maintenance. 

Elimination  of  Corona  on  Stator  end  Windings 

The  elimination  of  corona  from  the  entire  stator  winding 
and  wiring  connectors  of  high  voltage  rotating  machines 
at  operating  voltages  has  been  desired  by  both  manufac- 
turer and  user  for  many  years.  Since  1929,  successful 
elimination  of  corona  on  the  straight  or  buried  part  of  the 
coil  has  been  accomplished  by  applying  a  semi-conducting 
material  known  commercially  as  Aquadag  to  the  outer 
surface  of  the  coil.  This  high  resistance  conducting  material 
in  contact  with  the  stator  iron,  brings  the  potential  of  the 
coil  surface  to  ground  potential  and  thus  completely 
eliminates  corona. 

With    the    conventional    two-coil-side-per-slot    type    of 


458 


windings,  two  adjacent  coils,  or  two  coils  within  the  same 
slot,  may  differ  in  potential  by  full  line  voltage.  The 
amount  of  corona  existing  in  the  end  winding  zone  depends 
on  the  distance  between  coil  surfaces,  condition  of  the 
surface  with  respect  to  smoothness,  and  the  type  of  bracing 
used.  The  corona  situation  can  be  appreciably  improved  by 
obtaining  smooth  surfaces  free  of  projections  or  sharp 
corners,  and  avoid  small  spacing  between  coil  sides  which 
have  high  potential  differences.  Generally  speaking,  such 
coils  should  be  sufficiently  insulated  so  that  the  surfaces  can 
be  brought  firmly  together,  or  the  spacing  made  great 
enough  to  prevent  appreciable  corona.  Further  reduction 
of  corona  can  only  be  accomplished  by  applying  a  semi- 
conducting material  to  the  surfaces  of  the  parts  in  question. 
The  end  winding  problem  is  essentially  different  from  that 
of  the  part  in  the  slots  due  to  the  fact  that  the  electrical 
charges  on  the  end  turns  must  be  conducted  over  the 
surface  of  the  coil  to  ground  (stator  iron).  The  surface 
coating  of  each  section  of  the  coil  must  permit  the  total 
charge  on  the  coil  beyond  this  section  to  flow  across  the 
surface  without  overheating.  With  the  present  state  of  the 
art  it  is  not  deemed  advisable  to  use  relatively  low  resist- 
ance material  such  as  Aquadag  over  the  entire  end  winding 
due  to  the  fact  that  it  would  fix  the  entire  surface  of  the 
coil  at  ground  potential  and  thus  puts  full  line  to  neutral 
voltage  on  the  insulation.  This  is  undesirable  because  the 
end  turns  due  to  bends  and  joints  cannot  be  insulated  as 
effectively  as  the  slot  portion. 

An  ideal  solution  to  the  end-turn  problem  would  be  to 
grade  the  resistivity  of  the  semi-conducting  treatment 
applied.  That  is,  start  with  a  low  resistance  value  (Aquadag) 
in  the  slots  and  gradually  increase  to  high  values  at  the 
loops  of  the  winding.  This  would  uniformly  decrease  the 
voltage  stress  on  the  end  turn  insulation.  This  uniform 
grading  of  the  resistance  is  not  easy  to  accomplish  com- 
mercially. It  has  been  found  that  a  single  compromise 
resistance  value  can  reduce  the  voltage  stress  sufficiently  to 
eliminate  the  corona.  Such  a  semi-conducting  material, 
called  Coronox,  has  been  applied  to  windings  during  the 
past  year.  Actual  experience  indicates  that  complete  visual 
elimination  of  corona  at  operating  voltages  can  be  obtained 
by  using  a  single  value  of  surface  resistance. 


During  the 

13.8,  and  16.5 

2  Units 

2  Units 

1  Unit 

1  Unit 

1  Unit 

1  Unit 

1  Unit 

1  Unit 

1  Unit 

1  Unit 

1  Unit 

2  Units 

1  Unit 

3  Units 

past  year,  Coronox  has  been  applied  to  1 

kv.  windings  for  the  following  ratings: 

9,000  kva.  Turbine  Generators 

18,750  kva.  Turbine  Generators 

20,000  kva.  Synchronous  Condenser 

30,000  kva.  Synchronous  Condenser 

31,250  kva.  Turbine  Generator 

40,000  kva.  Waterwheel  Generator 

43,750  kva.  Turbine  Generator 

50,000  kva.  Turbine  Generator 

62,500  kva.  Turbine  Generator 

75,000  kva.  Turbine  Generator 

81,250  kva.  Turbine  Generator 

82,500  kva.  Waterwheel  Generator 

100,000  kva.  Turbine  Generator 

108,000  kva.  Waterwheel  Generator 

Of  these  ratings,  one  unit  has  been  in  continuous  service 
for  the  past  ten  months,  and  other  units  have  been  in  service 
over  six  months.  Three  of  the  largest  waterwheel  generators 
received  their  Coronox  treatment  on  customer's  property. 
Application  of  Coronox  has  been  made  to  existing 
machines  in  the  field,  but  such  consideration  should  be 
given  only  where  actual  damage  from  corona  has  been 
observed.  Not  only  must  the  winding  surface  be  clean  and 
dry  before  application  can  be  made,  but  the  rotor  usually 
needs  to  be  removed.  These  steps  cause  delay  and  great 
expense,  and  are  generally  not  necessary  as  the  entire 
winding  of  machines  built  in  recent  years  are  protected 
against  corona  attack  by  mica  shielding.  Corona  damage 
of  these  machines  has  been  limited  to  oxidation  or  pitting 
of  the  surface  varnishes. 

August,  1942    THE  ENGINEERING  JOURNAL 


1. 


DISCUSSION  ON 

ACCIDENT  PREVENTION  METHODS  AND  RESULTS 

Paper  by  Wills  Maclachlan,1  M.E.I.C.,  published  in  The  Engineering  Journal,  January,  1942,  and  presented  before  the  General 
Professional  Meeting  of  The  Engineering  Institute  of  Canada,  at  Montreal,  Que.,  on  February  6th,  1942. 


J.  A.  Beauchemin,2  m.e.i.c. 

Further  explanations  by  the  author  on  the  following 
points  would  be  much  appreciated  : — ■ 

1.  Who  investigates  the  causes  of  the  accidents  included 
in  the  statistics,  as  affecting  the  interests  of: 

(a)  The  Utilities 

(b)  The  Compensation  Board 

(c)  The  Electrical  Employers'  Association  of  Ontario. 
Are  the  results  of  these  investigations  made  known  to  the 

employees  with  the  view  of  further  accident  prevention  ? 

2.  What  importance  is  given  to  near-accidents,  their 
warning  and  educational  values  ? 

3.  Has  any  relation  been  established  between  the  size  of 
companies  (as  indicated  by  their  annual  output)  and 
the  frequencies  of  accidents  ? 

4.  What  are  the  comparative  frequencies  of  accidents 
affecting  unskilled,  semi-skilled  and  skilled  labour 
classified  under  the  headings  temporary,  permanent  and 
fatal. 

5.  What  have  been  the  most  general  causes  of  accidents 
under  the  same  headings  ? 

J.  H.  Brace3 

I  fully  endorse  the  author's  views  and  suggestions  on 
the  subject  of  Accident  Prevention  Methods  and  Results. 

The  experience  we  have  had  in  telephone  work  is  similar 
to  his  own,  and  confirms  his  view  that  accident  prevention 
is  initiated,  and  must  be  continued,  by  higher  management. 
The  man  on  the  job  and  especially  the  first  line  supervisor 
must  also  be  sold  on  accident  prevention,  or  the  effort  will 
not  reach  maximum  effectiveness. 

At  one  time  in  our  experience  we  used  to  give  awards  in 
the  form  of  pocketbooks,  silver  trophies,  etc.,  to  those 
foremen  whose  vigilance  had  prevented  accidents.  It  was 
soon  found  that  this  did  not  produce  the  desired  results. 
The  next  step  was  to  make  accident  prevention  and  the  safe 
conduct  of  the  job  the  direct  responsibility  of  the  foreman 
or  supervisor  in  charge  of  the  work.  As  the  theory  of  this 
principle  commended  itself  to  supervision  the  ratio  of 
accidents  was  reduced.  After  this  had  been  made  generally 
effective  the  next  step  was  to  educate  the  line  employee 
and  the  new  employee  in  these  ideas.  This  has  been  done  in 
various  ways  and,  of  course,  includes  supervision.  Motion 
pictures  and  sound  slides  are  used  to  demonstrate  safe 
methods  of  performing  the  work.  The  design  of  tools  and 
equipment  is  looked  at  from  the  safety  angle  as  well  as  the 
utility  or  economic  one.  Methods  of  operation  and  con- 
struction are  designed  to  perform  the  job  the  safe  way  and 
are  under  review  continuously  to  reduce  any  possible 
accident  hazard. 

Some  years  ago  a  Safety  Code  was  developed  and  has 
since  undergone  two  or  three  revisions.  In  each  instance 
employees  were  selected  from  different  lines  of  occupation 
to  suggest,  consider  and  approve  the  information  to  go  into 
this  safety  code.  In  this  way  the  employee  feels  that  it  is 
his  safety  code. 

Posters,  bulletins,  etc.,  are  issued  periodically  drawing 
attention  to  safe  methods  of  doing  work.  Demonstration 
boards  illustrating  the  various  phases  of  the  safe  way  of 
work  have  been  used  to  good  advantage.  Safety  inspectors 

1  Secretary-Treasurer  and  engineer,  Electrical  Employers'  Assoc. 
of  Ont. 

2Chief  engineer,  Public  Service  Board  of  the  Province  of  Quebec. 
3Vice-president,  Bell  Telephone  Co.  of  Canada. 


are  also  used  in  this  way.  These  men  spend  enough  time 
with  the  foreman  and  his  gang  to  be  looked  upon  as  part 
of  the  gang,  and  they  continue  their  regular  working  habits. 
In  this  way  they  are  in  a  position  to  point  out  any  undesir- 
able habits  or  to  commend  the  men  on  safe  practices. 

Throughout  all  of  this  effort  the  safe  conduct  of  the 
work  is  considered  just  as  much  as  quality  or  production. 

Some  years  ago  an  extensive  First  Aid  programme  was 
started  with  a  view  to  improving  the  accident  situation. 
This  is  a  continuous  programme  and  employees  are  en- 
couraged to  take  refresher  courses  at  short  intervals.  The 
results  obtained  have  been  quite  satisfactory.  At  the  present 
time  we  have  about  90  per  cent  of  our  outside  forces 
trained  in  first  aid.  In  numbers  we  have  between  2,000  and 
2,500  people  who  take  first  aid  during  the  year. 

In  all  of  our  accident  prevention  work  we  discuss  and 
show  the  safe  and  correct  way  of  doing  the  work  rather 
than  to  emphasize  what  should  not  be  done.  We  feel 
that  this  is  the  more  effective  method. 

Angus  D.  Campbell,4  m.e.i.c. 

This  paper  is  particularly  important  at  this  time  when  a 
casualty  in  Canadian  industry  is  as  much  a  gain  to  Hitler 
as  a  casualty  in  the  armed  forces.  The  paper  demonstrates 
conclusively  that  accident  prevention  methods,  based  on 
engineering,  do  get  results.  Figure  2  with  its  steadily 
downward  curve  of  frequency  of  accidents  shows  an  achieve- 
ment in  safety  of  which  the  Electrical  Employers'  Associa- 
tion and  its  engineer,  Mr.  Maclachlan,  may  well  be  proud. 
It  is  an  achievement  that  has  favourably  affected  each  of 
us  as  private  or  industrial  users  of  electricity,  and  we  are 
grateful  for  it. 

The  paper  gives  a  clear  exposition  of  how  this  increasing 
safety  in  public  electrical  utilities  is  being  obtained. 
Accident  prevention  methods  for  all  industries  are  here 
charted.  But  there  is  a  real  danger  that  we  members  of 
The  Engineering  Institute  of  Canada  may  not  take  this 
paper  as  personally  as  we  should.  The  conclusion  says  "the 
sincere  leadership  of  management  is  vital  to  the  whole 
matter."  That  puts  it  right  up  to  each  of  us.  Canadian 
engineers  have  done  and  are  doing  much  for  safety,  but 
can  achieve  a  much  greater  measure  of  industrial  and 
highway  safety  than  Canada  now  has.  A  plan  for  accident 
prevention  is  presented  by  Mr.  Maclachlan.  Let's  get  on 
with  the  job. 

R.  N.  Coke,5  m.e.i.c. 

I  should  like  to  add  the  following  notes  to  Mr.  Maclach- 
lan's  able  paper. 

In  sub-stations  and  power  houses  safe  operating  con- 
ditions are  obtained  by: 

1.  Design  which  allows  safe  clearance  between  live  parts 
and  to  ground. 

2.  The  use  of  gang-operated  disconnecting  switches  and 
the  locking  of  same. 

3.  Clear  marking  of  the  disconnecting  switches  and  other 
equipment  so  that  the  operator  can  definitely  see  which 
switch  he  is  going  to  operate. 

4.  The  use  of  barriers  between  disconnecting  switches 
when  installed  indoors. 

5.  For  smaller  stations  where  switching  may  be  done  by 
other  than  experienced   operators,  proper  interlocking  of 

4Manager,  Omega  Gold  Mines  Ltd.,  Larder  Lake,  Ont. 
5Vice  chief  engineer  and  general  superintendent,  Montreal  Light, 
Heat  &  Power  Co. 


THE  ENGINEERING  JOURNAL    August,  1942 


459 


the  oil  circuit  breakers  and  the  sectionalizing  disconnecting 
switches  is  advocated  to  compel  the  following  of  a  definite 
sequence  of  operation. 

6.  Operators  are  carefully  trained  with  the  idea  im- 
planted in  their  minds  that  operations  must  be  carefully 
performed  and  that  the  operations  must  be  definitely  and 
deliberately  done  without  undue  hurry.  Many  of  the 
mistakes  made  by  experienced  operators  are  due  to  either 
misunderstanding  the  instructions  or  attempting  to  unduly 
hurry  the  operations. 

7.  When  shifts  are  changed  the  operating  set-up  of  the 
station  is  discussed  by  the  off-going  and  incoming  operators. 
Any  change  in  operation  which  has  taken  place  from  the 
usual  routine  is  clearly  pointed  out. 

8.  The  entire  operation  of  the  system  is  under  the  control 
of  one  man,  in  our  case  the  system  supervisor,  and  no 
operation  is  allowed  without  his  knowledge  and  sanction. 

Distribution 

Lines  with  voltages  up  to  and  including  4,000  volts 
between  phases  are  worked  on  alive,  weather  permitting. 
Lines  with  voltages  above  4,000  volts  are  always  killed 
before  work  is  performed  on  them. 

By  proper  engineering,  adequate  clearance  is  allowed 
between  different  lines  and  phases,  also  between  lines  and 
cables.  Sufficient  working  clearance  is  also  arranged  so  that 
the  workman  may  safely  perform  his  duties. 

All  senior  men  are  taught  first  aid  and  resuscitation  work, 
with  the  result  that  many  lives  have  been  saved  and 
accidents  quickly  treated  until  a  doctor's  care  could  be 
obtained. 

Linemen  are  instructed  that  before  attempting  to  climb 
a  pole  they  must  be  properly  equipped  with  rubber  gloves, 
rope,  etc.,  and  that  they  are  to  stay  at  the  foot  of  the  pole 
until  they  have  figured  out  the  best  and  safest  way  to  climb 
the  pole  and  actually  do  the  work  on  the  pole. 

Where  men  work  in  close  proximity  to  live  wires,  rubber 
protectors  are  placed  on  550  volt,  2,300  and  4,000  volt 
wires  to  protect  the  man. 

Belts  and  rubber  protecting  equipment,  etc.,  are  supplied 
and  maintained  by  the  company. 

The  question  of  grounding  transformers  is  one  that  has 
occasioned  a  great  many  discussions  with  regard  to  the 
policy  of  the  different  companies.  One  school  of  thought  is 
that  if  the  transformer  case  is  grounded  and  the  man  is 
accidentally  in  contact  with  a  live  wire,  and  at  the  same 
time  his  foot  touches  the  case  of  the  transformer,  then  a 
short  circuit  will  occur.  The  other  school  of  thought  is  that 
if  the  case  of  the  transformer  is  not  grounded  and  there  is  an 
insulation  breakdown  in  the  transformer,  the  case  of  the 
transformer  will  probably  be  energized  with  the  result  that 
if  the  man  comes  in  contact  with  the  transformer  case  and 
contacts  either  live  wires  or  grounded  wires  he  will  cause  a 
short  circuit. 

Distribution — Overhead 

Tree  trimming — Particular  care  must  be  taken  in  tree 
trimming  to  not  only  protect  the  man  who  is  doing  the  tree 
trimming,  but  also  the  lines  which  will  probably  be  below 
the  trees,  and  the  pedestrian  who  will  probably  attempt  to 
walk  under  the  trees  which  are  being  trimmed. 

No  trees  are  trimmed  in  the  vicinity  of  12,000  volts  and 
higher  voltage  lines  unless  those  lines  are  made  dead  if 
there  is  any  possibility  of  the  limb  coming  in  contact  with 
the  wires. 

Method  of  Giving  Clearance 

Where  lines  and  equipment  have  to  be  made  dead  to 
allow  work  to  be  performed  on  them,  it  is  essential  that  the 
apparatus  or  lines  be  kept  dead  while  men  are  working. 
One  man  is  responsible  for  "taking  the  clearance"  and  to 
see  that  the  equipment  or  lines  are  dead  before  men 
attempt  to  work.  The  same  man  is  responsible  to  see  that 
the  clearance  in  the  form  of  a  pass,  signed  by  him  after  he 
has  personally  made  himself  responsible  to  see  that  the 


line  or  apparatus  is  clear  of  grounds  and  men,  is  returned 
to  the  operator  of  the  station.  Wherever  possible,  apparatus 
and  lines  are  grounded  before  men  work  on  them. 

Handling  of  Explosives 

All  work  performed  with  explosives  is  handled  carefully 
in  accordance  with  instructions  issued  by  the  Dominion 
Government,  Explosives  Division  of  the  Department  of 
Mines. 

The  operation  of  ice-breaking  tugs  is  carried  out  under 
the  jurisdiction  of  the  Department  of  Transport,  Marine 
Service,  and  all  the  necessary  precautions  with  regard  to 
safety  are  taken. 

All  emergency  patrols  are  equipped  with  special  light 
emergency  trucks  whose  crews  are  thoroughly  trained  in 
first  aid  and  resuscitation  methods. 

Particular  care  should  be  taken  in  allotting  different 
types  and  mentalities  of  staff  to  the  various  duties  which 
they  have  to  perform.  Naturally,  certain  men  are  better 
adapted  to  perform  certain  types  of  work  than  others. 

The  question  of  safety  to  the  worker  and  equipment  is  at 
all  times  a  very  important  one.  It  is  especially  so  to-day 
during  war  time  when  so  much  depends  on  the  public 
utilities  maintaining  uninterrupted  service  to  war  plants. 
Without  electric  power  to-day  our  system  of  civilization 
practically  stops. 

We  are  particularly  interested  in  the  author's  handling 
of  the  problem  of  the  re-establishment  of  the  electrical 
worker  who  has  been  hurt  and  cannot  continue  the  work 
he  has  been  doing.  Further  study  is  needed  as  to  the  re- 
establishment  of  the  injured,  handicapped  worker.  We  hope 
Mr.  Maclachlan  will  continue  his  work  on  this  matter. 

T.  Norman  Dean6 

This  splendid  paper  is  perhaps  the  finest  presentation  the 
writer  has  seen  in  an  experience  of  thirty  years.  The  portion 
dealing  with  cost  of  accidents  is  especially  striking.  Too 
often  comparisons  are  made  without  any  examination  of 
underlying  conditions  and  much  so-called  statistical 
evidence  is  based  upon  figures  rather  than  facts.  The 
conclusion  which  Mr.  Maclachlan  has  drawn  from  his 
carefully  discovered  facts'  namely,  that  there  has  been  a 
reduction  of  costs  which  can,  in  part  at  least,  be  attributed 
to  accident  prevention  efforts,  is  sound  from  the  statistical 
point  of  view.  His  ingenious  method  of  applying  the  facts  is 
likewise  sound.  Emphasis  could  be  placed  upon  the  substitu- 
tion of  payroll  for  man-hours  in  expressing  frequency  rates  : 
the  use  of  man-hours  connotes  equal  distribution  of  hazard 
over  each  hour  worked  and  to  my  mind  this  is  reductio  ad 
absurdum.  The  obvious  shift  from  serious  to  less  serious 
accidents  over  the  period  is  important:  the  bettering  of 
medical  service  and  technique  may  be  a  factor  as  well  as 
accident  prevention  methods,  but  the  important  thing  is, 
that  the  decrease  is  real.  The  continuous  decrease  in 
frequency  and  cost  perhaps  indicates  hope  for  the  future — 
that  the  ultimate  in  reduction  has  not  yet  been  reached  and 
that  continuous  and  co-ordinated  effort  will  result  in 
lessening  further  the  burden  of  industrial  accidents. 

R.  L.  Dobbin,7  m.e.i.c. 

The  accomplishments  of  the  Ontario  Electrical  Employ- 
ers' Association  and  particularly  of  Mr.  Maclachlan,  are 
well  known  to  those  connected  with  the  transmission  and 
distribution  of  electrical  power.  But  the  public  generally 
is  not  so  conversant,  and  this  paper  is  valuable  because  it 
brings  out  the  facts  in  connection  with  the  work  of  accident 
protection  for  the  past  twenty-five  years. 

Mr.  Maclachlan's  efforts  have  not  been  wholly  confined 
to  methods  of  work  on  electrical  lines  and  apparatus.  He 
has  gone  further,  and  has  been  able  to  beneficially  influence 

Statistician,  The  Association  of  Workmen's  Compensation  Boards 
of  Canada,  Toronto,  Ont. 

7General  manager,  Utilities  Commission,  Peterborough,  Ont. 


460 


August,  1942    THE  ENGINEERING  JOURNAL 


the  design  of  electrical  materials  and  apparatus,  thus  mak- 
ing them  safer  to  work  with. 

His  figures  show  that  not  only  has  the  number  of  fatal 
accidents  been  reduced  by  two-thirds,  but  accidents  of  all 
kinds  have  been  reduced.  This  shows  what  can  be  done  by 
patience  and  assiduity  in  promulgating  safe  procedures  and 
methods. 

The  financial  saving  has  been  large,  as  is  pointed  out 
in  the  paper,  but  there  has  also  been  the  great  decrease  in 
suffering  and  anguish  attendant  on  serious  and  fatal 
accidents. 

If  one  can  judge  by  the  rates  imposed  by  the  Ontario 
Workmen's  Compensation  Board,  working  for  an  electrical 
utility  is  only  one-half  as  hazardous  as  for  a  waterworks 
utility.  The  rates  are  $1.00  and  $2.00  per  $100  of  payroll, 
respectively. 

The  author  is  to  be  congratulated  on  the  results  of  this 
quarter  of  a  century  campaign  for  safety  in  the  electrical 
business. 

G.  H.  Ferguson,8  m.e.i.c. 

The  paper  presented  by  Mr.  Maclachlan,  (with  whom  I  was 
in  much  closer  contact  during  the  construction  of  the  trans- 
mission lines  of  the  Hydro-Electric  Power  Commission 
between  Niagara  Falls  and  Toronto  than  in  recent  years) 
is  a  splendid  record  of  accomplishment  in  a  very  important 
field  of  work.  The  value  of  his  work  seemed  so  striking  to 
the  writer,  that  it  was  brought  to  the  attention  of  Dr.  C. 
F.  Blackler,  the  acting  chief  medical  officer  of  the  Division 
of  Industrial  Hygiene  of  the  Department  of  Pensions  and 
National  Health  at  Ottawa.  Dr.  Blackler  regards  Mr. 
Maclachlan's  resume  as  an  "excellent  report  on  the  common 
accidents  in  the  electric  public  utility  industry  and  the 
methods  adopted  in  their  prevention." 

The  paper  indicates  a  significant  and  commendable 
reduction  in  fatal  accidents.  Thus  in  the  last  five  years 
fatal  accidents  were  less  than  one  third  of  what  they 
amounted  to  in  the  period  included  between  1915  and  1919. 
So  also  permanent  partial  disabilities  were  so  reduced  that 
in  the  last  five  years  their  total  was  only  15  per  cent  of  the 
total  for  the  1915-1919  period. 

A  preventive  policy  like  that  adopted  in  regard  to  line- 
men's belts,  is  an  excellent  example  of  a  simple  though 
effective  safety  measure.  In  this  particular  instance  the 
replacement  of  malleable  belt  snaps  with  snaps  of  forged 
steel  has  had  the  desired  result. 

Workers  in  occupations  where  hazards  are  great  should 
be  carefully  selected;  they  should  be  well-balanced  indi- 
viduals with  definite  aptitude  for  the  work  in  which  they  are 
engaged.  Indeed,  it  would  be  to  everybody's  great  advant- 
age if  some  form  of  aptitude  test  could  be  given  to  men 
who  are  to  be  exposed  to  great  hazards.  In  this  connection 
the  halt  which  a  lineman  makes  four  feet  below  the  lowest 
cross-arm  is  an  excellent  "pause  and  think"  measure.  But 
no  amount  of  aptitude  can  meet  the  risk  to  which  a  worker 
is  exposed  when  a  supposedly  dead  transmission  line 
accidentally  comes  back  into  service  operating  at  44,000 
volts. 

It  is  most  desirable  that  Mr.  Maclachlan  and  his  col- 
leagues should  continue  to  "carry  on." 

E.  D.  Gray-Donald,9  m.e.i.c. 

I  would  like  to  compliment  Mr.  Maclachlan  on  his  paper, 
and  on  the  work  that  he  and  all  others  engaged  in  the 
promotion  of  safety  are  doing.  We  all  realize  that  it  is 
uphill  work,  but  it  is  worthwhile. 

There  is  one  point  in  the  paper  that  I  think  would  stand 
amplification.  It  is  said  that  discipline  develops  fear,  and 
frequently  results  in  more  accidents.  What  is  the  alternative 
to  discipline  ?  Education  may  be,  but  only  up  to  a  point, 
because  most  accidents  are  due  to  flagrant  disregard  of 

8Chief,  Public  Health  Engineering  Department,  Department  of 
Pensions  and  National  Health,  Ottawa,  Ont. 

9General  superintendent,  Quebec  Power  Company,  Quebec,  Que. 


safety  rules.  I  would  be  interested  to  hear  more  about  this 
matter  of  discipline.  Another  point  I  wish  to  stress,  and  it 
has  been  mentioned  by  Mr.  Maclachlan,  is  the  necessity 
for  simplicity  in  safety  rules.  Keep  them  simple  and  based 
on  plain  common  sense.  If  there  are  too  many  rules  they 
cannot  all  be  known,  and  if  such  a  situation  develops  the 
workmen,  and  very  often  the  supervisor  will  lose  interest. 
It  is  possible  to  get  so  many  rules  that  they  defeat  their 
own  purpose. 

Mr.  Maclachlan's  remarks  on  habit  training  deserve  more 
attention.  There  is  no  doubt  that  a  man  of  careful  habits 
is  much  less  likely  to  get  into  trouble,  and  such  training  is 
worth  a  lot  of  educational  effort. 

R.  B.  Morley  10 

My  thanks,  first  of  all,  are  extended  to  Mr.  Maclachlan 
and  to  the  Institute  for  the  opportunity  to  follow  him  in  the 
comprehensive  story  of  the  work  in  which  he  is  engaged.  I 
wish  that  the  concluding  paragraph  of  his  paper  might  be 
read  by  every  employer,  every  superintendent  and  every 
foreman  in  Canada. 

Mr.  Maclachlan  has  dealt  with  engineering  revision,  with 
the  provision  of  suitable  tools  and  equipment,  with  work 
methods  and  with  the  human  factor,  all  of  these  things 
looking  to  straight  accident  prevention.  Those  of  us  who 
have  been  in  the  work  for  any  length  of  time,  realize  with 
him,  that  accident  prevention  work  to  be  fully  effective, 
must  include  a  certain  amount  of  follow-up  after  an 
accident  has  happened,  in  order  to  see,  first,  that  the  injured 
employee  has  received  proper  treatment,  and,  second,  that 
the  conditions  which  caused  the  accident  are  corrected. 

The  prime  requisite  for  any  machine  is  that  it  should 
turn  out  work  quicker,  more  easily  and  more  cheaply  than 
could  be  done  by  hand.  The  designer  of  the  machine 
probably  had  this  always  in  mind  and  the  safety  of  the 
operator  was  a  subsequent  development  brought  about,  in 
my  opinion,  in  industry  at  least,  by  two  things,  Workmen's 
Compensation  and  ordinary  humanity.  Workmen's  Com- 
pensation served  to  bring  into  sharp  focus  the  cost  of 
accidents  and  it  became  evident  that  it  was  cheaper  and 
better  to  prevent  accidents  than  to  pay  compensation  for 
them.  Engineers  have  a  responsibility  to  design  tools  with  a 
wide  factor  of  safety  for  the  protection  of  the  operator,  as 
properly  guarded  equipment  will  make  production  easier 
and  cheaper  and  quicker.  The  story  of  safeguarding  is  the 
old  story  of  "trial  and  error."  Some  found  out  by  cruel 
experience  that  unguarded  gears  spelt  sorrow,  suffering  and 
expense.  Someone  found  out  that  the  law  of  gravity  was  a 
good  reason  for  foot  protection;  someone  found  that,  not 
only  did  goggles  protect  eyes  and  save  costs,  but  the  man 
wearing  those  goggles  stood  up  better  to  his  job,  I  remember 
a  man  telling  me,  some  years  ago,  that  a  hammer-man  had 
said  to  him  that  he  had  never  really  seen  a  forging  made 
until  he  began  wearing  goggles. 

When  management  and  supervisors  have  accepted 
responsibility  for  accident  prevention  work,  when  working 
conditions  have  been  made  reasonably  good  and  safeguard- 
ing has  been  carried  out,  industry  is  then  faced  with  the 
problem  of  getting  the  interest  of  the  worker,  and  that  is 
not  a  problem  to  be  solved  in  an  afternoon. 

Responsibility  is  something  no  one  of  us  can  shirk.  The 
worker  in  a  plant  has  a  responsibility  for  doing  good  work  in 
a  safe  manner,  a  responsibility  for  using  the  safeguards 
provided  and  for  keeping  them  in  place.  He  has  the  respon- 
sibility for  applying  for  First  Aid  for  any  cut  or  scratch  and 
a  responsibility  to  follow  plant  safety  rules  as  part  of  his 
regular  work.  There  is,  too,  a  responsibility  to  be  clean  and 
orderly  and  to  work  well  with  others. 

Fixing  the  responsibility  from  the  viewpoint  of  accident 
prevention  must  be  quite  independent  of  any  investigation 
connected  with  the  liability  for  compensation.  If  safety 

10General  manager  Industrial  Accident  Prevention  Association  of 
Ontario,  Toronto,  Ont. 


THE  ENGINEERING  JOURNAL     August,  1942 


461 


rules  have  been  broken  and  guards  have  not  been  used,  if 
orders  have  been  disobeyed,  the  responsibility  for  the 
accident  must  rest,  in  part,  on  the  supervisory  force.  Con- 
sciences may  possibly  be  eased  by  blaming  the  injured 
workman,  but,  from  the  viewpoint  of  accident  prevention 
that  is  futile. 

Last  year,  in  Canada,  there  were  314,514  accidents 
reported  to  The  Workmen's  Compensation  Boards  in 
eight  provinces  (Prince  Edward  Island  has  no  Workmen's 
Compensation  Act).  Those  figures  included  1,217  fatalities, 
With  the  standard  charge  of  6,000  days  for  a  fatality. 
you  will  see  that  the  time  lost,  in  fatal  cases,  would  run  to 
more  than  seven  million  man  days  in  1941,  or,  the  equivalent 
of  more  than  twenty  thousand  men  working  300  days  in 
the  year.  The  actual  days  lost  in  temporary  disability 
cases  alone,  would  probably  run  to  1,500,000  days  and 
when  you  are  thinking  in  terms  of  production  and  working 
against  time,  these  figures  represent  colossal  losses;  losses 
that  in  many  instances,  could  be  controlled  to  an  even 
greater  degree  than  is  now  being  done,  but  which  would 
have  been  many  times  greater  had  there  not  been  organized 
accident  prevention  throughout  the  country. 

The  author's  story  of  control  of  accident  experience  in 
the  public  utilities  of  Ontario  is  a  practical  demonstration 
of  the  sound  common  sense  of  intelligent  accident  preven- 
tion work  and  I  quote  from  statements  made  in  1941  by 
Mr.  T.  N.  Dean,  statistician  of  The  Workmen's  Compen- 
sation Board  of  Ontario,  to  indicate  that  industry,  generally, 
has  done  good  work,  but  work  that  can  be  further  extended. 

"From  1915  to  1940  the  benefits  paid  to  or  on  behalf  of 
injured  workmen  steadily  increased  as  revision  upward  was 
made  by  legislative  enactment.  The  general  rate  of  com- 
pensation was  increased  from  55  per  cent  of  earnings  to 
66%  per  cent.  Pensions  to  widows  and  children  were 
doubled.  A  minimum  compensation  for  low  wage  earners 
was  introduced.  Rehabilitation  was  added;  burial  expenses 
were  increased,  and  above  all,  the  Act,  which  provided  for 
no  payment  of  medical  aid  at  its  inception,  now  provides  for 
full  and  complete  medical  aid  without  stint  or  limitation 
of  quality  or  kind  except  the  needs  of  the  workman.  In  a 
general  summing  up,  benefits  under  the  Workmen's 
Compensation  Act  have  at  least  doubled  in  the  twenty-six 
years  of  existence  .  .  .  These,  and  other  amendments  and 
interpretations,  have  increased  the  coverage  of  the  Act 
probably  thirty  per  cent  and  are  in  addition  to  the  increase 
in  benefits  provided  by  the  Act  itself.  In  other  words,  the 
Act  is  probably  130  per  cent  more  liberal  as  far  as  benefits 
are  concerned  than  it  was  at  the  time  of  its  introduction. 
The  cost  of  these  increased  benefits  is  best  measured  by  the 
rates  of  assessments  charged  the  employers  on  the  payrolls 
under  the  Act.  In  1915,  when  of  course  rates  were  experi- 
mental and  very  conservative  as  benefited  the  situation 
when  there  was  no  considerable  body  of  experience  for 
rate-making,  the  average  general  level  of  rates  was  $1.24. 
In  1939  (the  last  complete  year  for  which  figures  are 
obtainable  as  a  large  number  of  accidents  occurring  in 
1940  are  not  yet  finally  disposed  of  and  hence  costs,  there- 
fore, are  not  yet  obtainable),  the  average  general  rate-level 
was  $1.06  for  eash  $100.00  of  payroll.  This  represents  a 
straight  decrease  of  nearly  15  per  cent.  .  .  .  The  fact,  then, 
stands  boldly  forth.  During  the  twenty-five  years  Work- 
men's Compensation  has  been  in  force  in  Ontario,  benefits 
have  been  doubled,  coverage  has  been  increased  one-third 
and  rates  have  decreased  by  one  quarter.  It  is,  of  course, 
entirely  obvious  that  this  situation  might  have  been 
brought  about  if  the  individual  claim  cost  had  decreased 
but  this  is  not  so." 

Mr.  Dean  also  released  some  figures  showing  the  average 
cost  of  medical  aid  only  cases  in  1921  at  $5.19,  as  an  average, 
compared  with  1939,  at  $6.03.  Temporary  Disability  cases 
in  1921  averaged  $80.77,  and  in  1939,  $141.69;  Permanent 
Disability  cases  in  1921  averaged,  $1,163.90,  while  in 
1939,  the  average  was  $2,033.51,  and  death  cases  in  1921 
averaged  $4,352.43,  against  $4,558.87  in  1939. 


John  Morse,11  m.e.i.c. 

The  subject  discussed  by  Mr.  Maclachlan  is  very  timely 
and  one  in  which  we  have  been  greatly  interested  for  some 
years. 

As  one  of  the  large  public  utility  systems  in  Canada,  we 
would  like  to  submit  our  views  on  certain  phases  of  some 
of  the  points  brought  out  from  the  viewpoint  of  a  public 
utility  operating  high  voltage  lines  up  to  220  kv.,  hydro- 
electric generating  stations  having  a  gross  capacity  in 
excess  of  1,000,000  hp.,  and  a  number  of  substations  with 
transformer  units  as  large  as  50,000  kv.a. 

Design 

Modern  design,  particularly  of  substations,  tends  to 
dictate  outdoor  stations  with  gang-operated  disconnecting 
switches  usually  operated  by  means  of  a  crank,  so  that  the 
operator  is  in  little  danger  from  an  arc,  and  with  ample 
clearance  so  that  he  has  many  ways  of  getting  clear  in  case 
of  trouble,  which  is  not  possible  in  the  case  of  many  indoor 
stations. 

Three-phase  grounding  switches  are  provided  in  all  cases 
on  transmission  lines,  which  switches  must  be  closed  and 
locked  closed  before  clearance  for  work  may  be  given  to  any 
employee.  This  is  in  addition,  of  course,  to  the  portable 
grounds  which  will  be  placed  on  the  conductors  by  the 
linemen. 

In  many  cases  to  guard  against  incorrect  switch  operation, 
signal  lights  are  placed  near  important  disconnecting 
switches  to  indicate  the  position  of  the  oil  circuit  breaker 
controlled  by  such  disconnecting  switches  which  should 
never  be  opened  unless  the  signal  light  shows  a  green 
indication. 

In  some  of  the  older  indoor  stations  where  a  large 
number  of  single-pole-operated,  high  current  capacity, 
disconnecting  switches  are  installed  side  by  side,  not  only 
are  insulating  barriers  placed  between  phases,  but  distin- 
guishing insulating  barriers  of  a  different  shape  and  colour 
are  installed  to  isolate  each  three  phase  circuit  from  its 
neighbour.  Together  with  proper  designation,  this  serves, 
when  doing  switching,  to  restrict  the  operator  to  a  par- 
ticular group  of  disconnecting  switches  on  the  same  circuit. 
In  addition,  portable  barriers  are  often  used  which  are  set 
in  place  by  the  foreman  in  front  of  apparatus  which  is  to  be 
worked  on,  and  this  again  serves  to  prevent  the  workman 
from  carelessly  or  otherwise  becoming  involved  with 
neighbouring  equipment  which  looks  identical  but  which 
may  not  be  dead. 

Tools  and  Equipment 

All  tools  and  equipment  used  must  be  of  standard  design 
and  approved  by  the  company.  Furthermore,  our  procedure 
is  that  such  equipment  must  be  inspected  at  definitely 
determined  intervals  of  time,  and  reports  made  out  so  that 
all  such  equipment  is  kept  in  good  working  condition  at 
all  times.  This  is  the  responsibility  of  the  electrical  or 
mechanical  foreman,  as  the  case  may  be,  and  applies  to 
such  matters  as  ropes,  slings,  hand-lines,  grounding  sticks, 
switch  sticks  and  testing  devices. 

We  do  not  make  use  of  any  equipment  for  working  on 
high  voltage  lines  alive.  As  a  matter  of  fact,  we  are  trying 
to  design  our  system  so  that  any  line  may  be  taken  out  for 
work  and  service  maintained  over  a  duplicate  channel. 

Special  attention  is  also  given  to  the  condition  of  rubber 
gloves  and  fire-hose.  Chains  and  insulated  wire  must  not  be 
used  as  grounding  mediums,  but  rather  an  ample  capacity 
braided  and  bare  copper  conductor  is  used  for  temporary 
grounding. 

Methods  of  Work 

A  Standard  Operating  Code  and  Safety  Rules  have  been 
prepared  and  have  been  in  use  for  many  years.  This  was 
originally  intended  as  a  collection  and  standardization  of  a 

11General  superintendent,  Shawinigan  Water  &  Power  Company, 
Montreal,  Que. 


462 


August,  1942    THE  ENGINEERING  JOl  RNAL 


number  of  operating  practices  and  safety  rules  which  had 
existed  in  many  of  the  component  parts  of  the  company. 
This  standardization  has  worked  out  very  well  and  has  been 
of  definite  value  in  reducing  accidents  to  a  minimum  and 
improving  service.  In  order  that  employees  may  know 
these  operating  rules  and  safety  practices  thoroughly,  an 
operating  instructor  is  employed  for  this  purpose.  Such 
operating  instructor  must  be  a  well-qualified  man,  well 
sold  on  the  matter  of  safety  and  reporting  to  the  Head 
Office. 

Without  going  into  the  details  of  the  clearance  system, 
our  general  rule  is  that  before  a  Clearance  Card  is  given  to  a 
foreman  or  workman,  the  apparatus  on  which  he  is  to 
work  must  be  made  dead,  securely  grounded  (or  blocked 
in  the  case  of  mechanical  work)  and  every  reasonable 
safeguard  taken  before  the  clearance  card  is  delivered  to 
the  foreman.  This,  of  course,  is  in  addition  to  any  safety 
measures  which  the  foreman  must  or  wishes  to  take  for  the 
protection  of  himself  and  the  men  working  under  his 
direction. 

The  foreman  is  made  directly  responsible  for  the  safety 
of  men  under  his  supervision.  In  case  of  new  apparatus 
going  into  service  or  extensive  testing  being  undertaken,  a 
competent  man  is  always  detailed  to  supervise  the  whole 
job  from  the  point  of  view  of  safety  only.  We  find  that  this 
is  a  very  necessary  and  valuable  precaution  to  take. 

Another  point  of  interest  is  a  rule  which  makes  it  oblig- 
atory that  where  mechanics,  painters,  cleaners,  or  other 
laymen  are  to  begin  work  near  electrical  apparatus  where 
an  element  of  danger  may  exist,  a  watchman  must  be 
appointed  to  do  nothing  else  but  supervise  the  men  on  that 
job.  The  watchman's  job  is  concerned  with  safety  only.  He 
is  not  there  to  dictate  how  the  job  is  to  be  done  but  to 
dictate  between  what  limits  the  men  are  to  work  and  to  see 
that  men  who  leave  the  job  for  any  reason,  return  to  the 
proper  area.  In  case  the  watchman  has  to  leave  for  any 
reason,  work  must  stop  while  he  is  absent,  unless  another 
wathman  relieves  him. 

To  insure  that  every  effort  is  being  made  to  perform 
switching  operations  properly  and  in  the  proper  sequence, 
a  Switching  Order  Form  has  been  prepared  which  must  be 
filled  out  by  the  shift  operator  and  checked  by  the  control 
operator  before  any  switching  is  started.  The  shift  operator 
does  the  switching  with  the  control  operator  staying  on  the 
control  board. 

From  experience  it  has  been  found  out  that  most  switch- 
ing errors  occur  during  normal  operation  when  time  is  not  a 
deciding  factor.  Every  effort  is  made  to  direct  the  operator's 
attention  to  following  the  sequence  as  outlined  on  the 
Switching  Order,  doing  switching  deliberately  and  taking 
sufficient  time  so  that  the  operations  will  be  properly  done. 
It  is  most  essential  that  an  operator  make  a  final  short 
pause  immediately  before  operating  switch  controllers,  to 
read  the  designation  of  the  switch  he  is  about  to  operate, 
see  that  it  corresponds  with  the  Switching  Order  and  that 
the  switch  is  in  normal  position,  and  to  realize  what  to 
expect  when  he  operates  the  controller. 

Mental  reminders  are  often  used  in  the  way  of  signs  near 
the  controller  where  some  abnormal  condition  exists. 

The  Human  Factor 

Statistics  indicate  that  it  is  not  the  highest  grade  men  or 
the  poorest  men  who  get  involved  in  accidents,  particularly 
electrical  accidents.  In  many  cases,  the  man  cannot  give  a 
plausible  explanation  as  to  why  he  performed  an  incorrect 
operation.  This  is  the  most  difficult  problem  to  cope  with, 
and  we  are  always  interested  to  know  what  other  com- 
panies have  done  or  are  doing  to  try  to  prevent  accidents  due 
to  this  cause.  We  have  succeeded  in  reducing  the  number  of 
controllable  electrical  accidents  to  negligible  quantities, 
and  in  several  cases  which  have  been  investigated,  we  are  at 
a  loss  to  know  what  we  as  a  company  could  have  done  to 
avoid  the  accident. 


Methods  of  Correction  after  an  Accident 

As  far  as  possible,  we  believe  in  the  theory  of  -preventing 
the  accident  if  at  all  possible,  but  we  realize  that  accidents 
may  happen,  and,  therefore,  it  is  essential  that  every 
employee  knows  how  to  conduct  himself  as  far  as  first  aid 
and  resuscitation  are  concerned.  All  employees  in  the  field 
are  given  frequent  examinations  in  their  knowledge  of  these 
principles  of  first  aid  and  resuscitation. 

In  case  of  accidents,  a  careful  investigation  is  made  by 
the  safety  engineer  with  a  view  to  finding  a  method  of 
avoiding  a  repetition  and  working  out  a  solution  which 
might  result  in  changes  to  our  safety  regulations  which 
would  be  beneficial  to  the  company's  staff  in  general. 

In  cases  of  operating  mistakes,  disciplinary  measures  are 
not  taken  except  where  the  operator  deliberately  witholds 
information  or  does  not  tell  a  truthful  story,  or  in  case  the 
accident  involves  an  infraction  of  the  Clearance  or  Hold-off 
System. 

J.  E.  Patterson12 

We  would  like  to  congratulate  Mr.  Maclachlan  on  the 
excellent  manner  in  which  his  subject  is  presented.  The 
examples  and  graphs  make  it  particularly  interesting. 

As  a  matter  of  interest  we  would  like  to  list  a  few  practices 
which  Gatineau  Power  Company  follows  in  its  accident 
prevention  work. 

It  is  our  policy  to  investigate  all  accidents  requiring 
medical  attention  and  also  some  accidents  which  have  not 
required  medical  attention,  but  which  might  have  been 
more  serious  under  less  fortunate  circumstances. 

The  primary  object  of  the  investigation  is  to  determine 
the  cause  or  causes  of  the  accident  being  investigated. 
When  the  cause  or  causes  have  been  determined  the  blame 
is  usually  embodied  therein. 

Employees  have  been  disciplined  in  a  few  rare  cases  and 
the  results  have  been  encouraging.  The  discipline  apparently 
has  reduced  repetition  by  fellow  employees. 

All  accidents  and  causes  are  later  discussed  with  all 
employees  engaged  in  similar  classes  of  work  and  con- 
struction methods  are  altered  when  it  is  in  the  interests  of 
safety. 

For  the  past  few  years  an  annual  questionnaire  has  been 
prepared  and  linemen  are  questioned  individually  on  safe 
practices  in  carrying  out  their  work. 

We  believe  that  this  has  resulted  in  a  decline  in  the 
frequency  and  severity  of  certain  types  of  accidents. 

L.  H.  Urmson13 

The  author,  gives  graphs  showing  the  frequency  and 
cost  of  accidents  in  the  public  utilities  in  Ontario  over  a 
twenty-five  year  period.  These  show  very  substantial, 
steady  improvement,  particularly  in  the  past  ten  years 
since  the  construction  companies'  accident  records  have 
not  been  included  in  the  electrical  industry  class. 

The  Quebec  Public  Utilities  Safety  Association  has  been  in 
existence  since  1931  only.  During  this  entire  time  the  con- 
struction companies  have  been  included  in  Class  22,  and 
for  this  reason,  frequency  and  costs  are  not  comparable 
with  the  electrical  industry  in  Ontario.  The  cost  of  accidents 
for  installation  and  operation  of  electric  power  plants  only 
(apart  from  construction  works,  telephone  and  telegraph 
systems)  averaged  $1.35  per  $100.00  of  payroll. 

In  an  effort  to  reduce  the  accident  toll  amongst  member 
companies,  the  Quebec  Public  Utilities  Safety  Association 
sends  out  educational  literature  such  as  bilingual  safety 
posters,  safety  instruction  cards,  material  for  superinten- 
dents' safety  talks,  accident  history  bulletins,  etc.  The 
Association  has  eight  motion  picture  films,  with  bilingual 
titles,  which  are  available  to  members. 

Histories  of  fatal  and  serious  accidents  to  employees  of 
member  companies  are  sent  out  in  the  form  of  accident 

12Safety  engineer,  Gatineau  Power  Company,  Ottawa,  Ont. 
13Shawinigan  Water  &  Power  Company,  Montreal,  Que. 


THE  ENGINEERING  JOURNAL     August,  1942 


463 


history  bulletins,  and  contain  a  warning  and  how  to  over- 
come hazard.  These  are  bilingual,  and  sufficient  copies  are 
sent  to  give  each  workman  a  copy. 

In  addition  to  the  above,  posters  are  sent  to  non-members 
of  the  Association. 

Since  1933  a  Safe  Driving  Competition,  for  men  driving 
company  automobiles,  trucks,  buses  and  street  cars,  and 
private  automobiles  used  on  company  business,  has  been 
carried  on.  Medals  and  certificates  are  awarded  each  year 
to  men  driving  motor  vehicles  a  minimum  of  5,000  miles 
without  accident,  and  10,000  miles  per  year  for  drivers  of 
street  cars. 

Speaking  for  the  companies  I  am  directly  connected 
with,  The  Shawinigan  Water  &  Power  Company  and  sub- 
sidiaries, for  many  years  have  had  safety  rule  books  for  the 
different  industries,  which  are  distributed  to  all  the  men. 
These  are  brought  up  to  date  and  revised  from  time  to  time. 

All  Shawinigan  workmen  are  trained  in  first  aid  to  the 
injured,  particular  stress  being  laid  on  resuscitation  from 
asphyxiation  by  electric  shock,  gas  or  drowning.  A  first 
aid  man  is  employed,  whose  entire  time  is  given  to  first 
aid  and  safety  instruction  in  the  field.  On  large  construc- 
tion works,  where  it  would  be  impossible  to  train  casual 
labour,  there  is  a  hospital  and  resident  plant  doctor,  and 
special  crews  of  men  are  trained  in  first  aid  and  resuscita- 
tion. 

Our  experience  has  shown  that,  with  proper  direction,  the 
foreman  can  do  most  to  prevent  accidents  to  the  workmen. 
On  two  of  the  large  Shawinigan  construction  jobs,  where 
accident  frequency  and  severity  were  high,  the  foremen 
were  told  they  would  be  held  responsible  for  all  accidents 
to  their  men.  They  were  given  to  understand  that  upon 
the  keeping  down  of  accidents  to  their  men  depended  their 
usefulness  to  the  company.  As  a  result  of  this  the  accidents 
were  cut  down  by  forty  per  cent  almost  immediately,  and 
the  improvement  was  maintained  throughout  the  jobs. 

The  method  used  to  keep  the  figures  before  the  foremen 
was,  first,  by  the  posting  of  a  large  board  in  a  prominent 
spot  on  the  jobs,  which  had  the  names  of  all  the  foremen. 
Each  month  a  record  was  posted  which  showed  the  accum- 
ulated number  of  accidents  chargeable  to  each  foreman. 
Each  month  a  record  was  sent  to  superintendent,  general 
foremen  and  sub-foremen  showing  accidents,  and  to  whom 
chargeable. 

At  the  generating  and  sub-stations  the  superintendents 
give  the  men  weekly  safety  talks,  using  the  General 
Operating  Code  and  Safety  Practices  and  aforementioned 
bulletins  as  material  for  the  talks. 

Frequent  plant  inspections  are  made  in  search  of  physical 
hazards,  which  are  removed  or  guarded  against  when 
discovered. 

By  the  means  outlined  above  our  accidents,  in  which  are 
included  accidents  in  non-electrical  industries,  were 
substantially  reduced  in  frequency  and  cost,  and  this 
reduction  has  been  maintained. 

The  Author 

The  discussion  of  the  paper,  by  members  of  the  Institute 
and  others  is  very  gratifying  to  the  author  and  to  the 
officers  of  the  Electrical  Employers'  Association  of  Ontario. 
The  interest  evidenced  and  the  details  given  in  amplifica- 
tion by  various  senior  officers  of  large  organizations,  add 
very  considerably  to  the  general  outline  given  in  the  paper. 

There  are  certain  specific  points  raised  which  should  be 
answered. 

Mr.  Beauchemin,  asks  specific  questions  and  the  fol- 
lowing are  the  answers: 

1.  The  statistics  used  as  a  basis  of  the  graphs  were 
developed  from  data  prepared  by  the  Workmen's  Compen- 


sation Board  of  Ontario.  The  injury  to  the  man  usually 
defines  whether  the  accident  is  temporary,  permanent  or 
fatal.  Other  statistics  are  prepared  by  the  Electrical 
Employers'  Association  of  Ontario  and  by  some  of  the 
utilities. 

2.  Near-accidents  at  times  are  used  in  drawing  lessons, 
which  of  course  are  not  as  effective  as  accidents  that  cause 
an  injury.  Where  a  similar  accident  results  in  one  case  in  no 
injury  and  in  another  case  a  serious  or  fatal  injury,  the 
lesson  is  presented  to  the  men. 

3.  There  is  no  doubt  that  the  increased  exposure  of  a 
large  company  may  result  in  more  accidents  but  there  are 
so  many  other  factors  present,  such  as  interest  of  senior 
management,  concentrated  or  scattered  employment,  type 
of  work,  etc.,  that  no  definite  relation  can  be  developed. 

4.  No  definite  ratio  can  be  given.  Generally  men  have 
accidents  in  the  first  six  months  of  their  employment  and 
after  five  years  employment.  This  general  statement  has 
many  variations  and  exceptions.  Recently,  serious  accidents 
have  been  occurring  to  trained  and  experienced  men. 

5.  In  the  electrical  public  utility  industry,  electrical 
shock  and  burns  have  been  responsible  for  more  serious 
and  fatal  injuries  than  from  any  other  agency. 

In  the  discussion  by  Mr.  Morse  it  is  very  interesting  to 
note  that  the  Shawinigan  Water  &  Power  Company  is  not 
carrying  out  hot-line  maintenance  of  high  tension  lines  but 
is  providing  a  duplicate  service  so  that  lines  can  be  taken 
out  of  service  for  maintenance.  Further  in  his  discussion 
Mr.  Morse  develops  a  method  for  watchmen  while 
mechanics,  painters,  cleaners  and  other  laymen  are  working 
near  live  apparatus.  This  method  is  receiving  more  and 
more  consideration  in  large  utilities  and  the  results  obtained 
are  well  warranted. 

In  the  discussion  of  Mr.  Brace,  he  points  out  that  the 
Bell  Telephone  Company  in  developing  its  rules  or  safety 
code,  used  the  suggestions  and  criticisms  of  experienced 
employees.  "In  this  way,  the  employee  feels  that  it  is  his 
safety  code."  This  is  a  most  important  point,  for  people 
are  only  interested  in  things  in  which  they  take  part. 

Both  Mr.  Gray-Donald  and  Mr.  Patterson  raise  the 
question  of  discipline,  the  point  being  that  "accidents  are 
due  to  flagrant  disregard  of  safety  rules." 

A  number  of  years  ago,  four  senior  supervisors  examined 
into  the  details  of  one  hundred  serious  accidents.  Of  these 
accidents  very  complete  information  was  available,  as 
careful  investigation  was  made  in  each  instance.  At  that 
time,  it  was  thought  that  placing  the  responsibility  of  the 
accident  was  important.  These  supervisors  placed  54  per 
cent  of  the  accidents  to  the  responsibility  of  the  supervisor; 
36%  per  cent  to  the  responsibility  of  the  workman  and 
10  per  cent  to  the  responsibility  of  design  or  material. 
Similar  investigations  have  been  carried  out  by  other 
organizations  with  very  comparable  results.  It  would 
therefore  appear  that  many  accidents  are  not  primarily  due 
to  flagrant  disregard  of  rules  but  to  lack  of  adequate 
supervision. 

As  is  pointed  out  in  the  paper,  there  is  no  doubt  that 
quick  results  can  be  obtained  by  the  use  of  discipline,  but 
these  results  are  not  lasting.  The  whole  effect  of  discipline 
has  as  its  motive,  fear;  fear  of  being  fined,  fear  of  being 
reduced  in  the  job;  fear  of  losing  the  job.  Fear  is  always 
sickening  and  leads  to  a  sub-normal  man,  who  is  more 
likely  to  have  accidents.  Education  and  leadership  take 
longer  but  the  results  are  well  worth-while.  Dictation  and 
domination  for  a  time  get  quick  results  but  only  postpone 
the  solution  of  the  problem. 

It  is  sincerely  hoped  that  the  paper  and  discussions  may 
be  taken  to  heart  by  some  of  our  war  industries  and  save 
unnecessary  waste  of  men  and  material. 


464 


tugust,  1912    THE  ENGINEERING  JOURNAL 


RECONSTRUCTION  AND  RE-ESTABLISHMENT 


NOTE:  The  following  is  a  summary  of  the  evidence  presented 
by  Dr.  F.  Cyril  James,  Principal  of  McGill  University  and 
Chairman  of  the  Cabinet  Committee  on  Reconstruction  before 
the  Select  Committee  of  the  House  on  Reconstruction  and 
Re-Establishment.  It  has  been  prepared,  at  the  request  of 
Council,  by  Warren  C.  Miller,  M.E.I.C.,  Chairman  of  the  re- 
cently established  Institute  Committee  on  Post-War  Problems 
and  is  published  in  order  to  keep  members  informed  of  the 
work  that  is  being  done  in  that  field. 

'  On  March  24th,  1942,  the  Dominion  Parliament  appoint- 
ed a  Select  Committee  of  the  House  to  report  upon  the 
general  problems  of  Reconstruction  and  Re-establishment 
which  may  arise  at  the  termination  of  the  present  war.  On 
May  14th  and  19th  Principal  James  of  McGill  University 
who  is  the  Chairman  of  the  Cabinet  Committee  on  Recon- 
struction gave  evidence  before  the  House  Select  Committee. 
Principal  James  described  the  general  approach  which 
his  committee  has  been  making  to  the  problem  of  recon- 
struction since  its  appointment  and  the  sequence  of  ideas 
upon  which  its  work  has  been  based.  This  he  did  under 
three  general  headings  :  first,  the  basic  assumptions  or  ideas 
on  which  the  committee  has  worked;  second,  a  description 
of  the  broad  outline  of  the  probable  sequence  of  events  at 
the  end  of  the  war;  and  third,  the  breaking  down  of  the 
problem  into  nine  sections  so  as  to  be  sure  that  nothing 
would  be  overlooked. 

Basic  Assumptions 

Dealing  first  with  basic  assumptions  the  committee  be- 
lieves that  the  essential  requirement  for  Canadian  prosperity 
and  Canadian  progress  at  the  end  of  this  war  is,  that  the 
individual  who  is  able  to  work  and  wishes  work  should 
have  a  decent  opportunity  to  work.  All  our  financial, 
fiscal,  political,  economic,  agricultural  and  other  policies 
should  be  designed  to  produce  that  ultimate  result.  A  solu- 
tion of  the  problem  of  demobilization  should  be  included. 
Workers  in  munition  factories  who  will  presumably  be 
released  from  that  employment  must  also  be  considered 
along  with  all  other  members  of  the  community.  Many 
people  feel  as  well,  that  in  addition  to  full  employment,  a 
definite  increase  in  the  standard  of  living  should  be  con- 
templated. 

Reconstruction  is  not  something  that  begins  one  second 
after  the  last  gun  is  fired.  It  is  intimately  related  to  the 
present  and  the  past.  We  should  not  assume  that  the  end 
of  the  war  will  automatically  bring  us  closer  to  Paradise. 
We  will  not  be  in  a  position  to  start  afresh  with  a  full 
new  plan.  Circumstances  at  the  end  of  the  war  will  be 
those  that  result  from  all  of  the  long  traditions  of  this 
Dominion.  All  the  things  that  have  happened  in  the 
past  and  which  are  happening  during  this  war  will  leave 
an  impress  on  that  moment  of  time.  Reconstruction  is 
something  which  must  be  thought  of  in  advance,  partly  for 
the  purpose  of  recognizing  exactly  the  influence  of  wartime 
activities,  controls  and  regulations  on  the  post-war  Canadian 
scene.  Many  people  are  acutely  interested  in  this  great 
problem.  It  is  not  that  they  are  not  interested  in  the  war 
itself,  or  consider  the  post-war  period  as  more  important 
than  the  epochal  events  that  are  taking  place  from  day  to 
day.  They  have  a  vision  of  that  future  which  they  hope 
will  be  Canada's,  and  this  vision  inspires  them  to  even 
greater  efforts  at  the  present  time.  They  begin  to  see 
the  possibility  of  realizing  many  on  the  things  that  they 
have  dreamed  of  in  the  past.  The  psychological  importance 
of  our  approach  to  the  problem  of  reconstruction  may 
contribute  just  as  directly  to  the  war  effort  as  clearcut 
and  carefully  planned  development  of  reconstruction 
policies  will  contribute  to  the  solution  of  immediate  war 
problems. 

We  should  attempt  to  preserve  as  far  as  we  may,  com- 
patibly with  the  attainment  of  full  employment,  the  basic 
Canadian  tradition  of  free  enterprise  and  personal  initiative 


in  both  political  and  economic  life.  Principal  James'  com- 
mittee is  not  envisaging  the  creation  of  a  completely  new 
society  nor  is  it  writing  a  Utopian  programme  of  what 
society  might  be  if  there  were  no  traditions.  They  are  at- 
tempting to  envisage  a  situation  in  which  there  will  be 
carried  on  all  of  the  basic  traditions  embodied  in  the  phrases 
"personal  liberty"  and  "democratic  institutions." 

The  underlying  philosophy  on  which  the  committee  has 
been  working,  therefore,  includes  the  assumptions  of  full 
employment,  reconstruction  as  a  continuing  aspect  of 
present  policy  and  the  maintenance  as  far  as  possible,  of 
basic  Canadian  political  and  economic  traditions. 

The  Sequence  of  Post  War  Events 

In  addition  to  a  philosophy  it  is  necessary  to  have  some 
sort  of  idea  continually  in  mind  as  to  what  is  likely  to 
happen  at  the  end  of  the  war.  While  we  have  no  precise 
idea  of  what  is  going  to  happen,  each  of  us  has  some 
picture  in  his  mind  which,  while  it  is  clear  at  any  given 
moment,  is  always  subject  to  revision.  Without  such  a 
picture  we  are  likely  to  flounder  around  in  an  uncomfortable 
morass. 

Examining  the  situation  which  followed  the  armistice  of 
1918,  three  sets  of  factors  may  be  seen.  First  there  was  a 
great  accumulation  of  consumer  purchasing  power.  Sub- 
stantial profits  were  earned  by  certain  industries  and  high 
wages  were  being  paid  to  many  groups  of  workers  in  those 
industries.  During  the  war  there  was  a  shortage  of  goods  so 
that  this  large  accumulation  of  consumer  purchasing  power 
was  itching  to  be  spent.  Second,  returning  soldiers  were 
paid  substantial  cash  bonuses  which  provided  an  immediate 
fund  which  was  often  spent  rather  extravagantly.  Third, 
there  was  a  very  general  desire  to  get  back  to  business  as 
usual,  a  restlessness  against  restraint  arising  from  the 
feeling  that  the  war  had  ended  and  that  the  world  was 
now  going  to  be  able  to  get  back  to  the  good  old  days  of 
1914. 

No  one  of  these  factors  will  be  equally  important  at  the 
end  of  the  war.  Taxes  are  already  higher  than  they  were 
at  any  time  during  the  last  war.  We  have  imposed  price 
and  wage  controls  and  other  regulations  to  preclude  the 
possibility  of  excess  profits  in  war  industries  or  sharp  in- 
creases in  the  wages  paid  to  workers  at  the  present  time. 
We  have  controlled  consumer  prices.  The  only  substantial 
sums  available  for  immediate  post-war  expenditures  will 
consist  of  the  funds  now  invested  in  war  savings  certificates, 
together  with  forced  savings  accumulated  under  the  new 
budget.  Both  of  these  amounts,  however,  will  be  smaller 
and  more  easily  controlled  than  the  amounts  that  were  in- 
volved in  1918  and  1919.  With  respect  to  returning  soldiers, 
the  plan  contemplated  by  the  government  will  involve  some 
small  cash  bonuses  distributed  by  means  of  periodic  pay- 
ments during  re-education,  re-training,  unemployment,  or 
interrupted  education.  Thus  there  will  be  little  possibility 
of  any  sudden  splurge  in  consumer  expenditures  from  this 
source.  With  regard  to  the  third  point,  the  average  man 
on  the  street  today  has  less  desire  to  get  back  to  business 
as  usual  than  the  average  man  on  the  street  had  in  1918. 
The  war  has  changed  fundamentally  the  pattern  of  our 
economic  structure.  Certain  developments,  changes  and 
plans  will  have  to  be  carried  out  and  the  experience  of 
the  1921  and  1929  depressions  have  made  them  rather 
cautious  about  suddenly  wanting  to  get  rid  of  all  restrictions 
and  to  return  to  the  idea  of  operating  business  in  the  old 
way.  At  the  end  of  this  war  the  business  boom  will  be  less 
intense  than  it  was  after  the  last  war,  but  it  is  likely  that 
there  will  be  a  boom.  Such  a  boom  will  provide  a  slight 
breathing  spell.  We  ought,  during  that  period,  to  be  ready 
to  accelerate  the  rehabilitation  of  industry,  agriculture  and 
commerce  to  the  greatest  possible  extent.  We  should  be 
able  to  accelerate  the  changeover  of  factories  from  wartime 


THE  ENGINEERING  JOURNAL    August,  1942 


165 


to  peacetime  production  both  for  the  purpose  of  absorbing 
unemployed  workers  whether  soldiers  or  others,  and  also 
for  the  purpose  of  providing  a  maximum  supply  of  those 
consumer  goods  which  the  people  of  this  and  other  countries 
will  need. 

Such  a  period  of  prosperity  will  come  to  an  end.  We  must 
admit  the  possibility  that  there  may  not  be  a  period  of 
prosperity  at  all.  We  are  compelled,  therefore,  to  look  to 
the  fact  that  there  will  inevitably  be  a  post-war  depression, 
either  immediately  after  the  war,  or  at  the  end  of  this  period 
of  prosperity.  That  depression  will  show  itself  first  by  local 
unemployment  in  certain  areas  where  private  enterprise 
has  not  been  able  to  meet  the  needs  of  the  situation  satis- 
factorily. We  must  have  in  reserve  some  supplementary 
programme  of  government  activity.  That  presumably  will 
take  the  form  of  publicly  financed  construction  projects. 
It  is  too  early  to  say  whether  they  will  be  financed  by  the 
Dominion,  the  provinces  or  the  municipalities.  It  will,  how- 
ever, be  financing  and  organization  by  some  governmental 
authority,  in  the  interests  of  solving  the  whole  problem  of 
re-employment  and  rehabilitation  throughout  the  com- 
munity. 

The  Framework  of  the  Problem 

In  order  that  progress  can  be  made  at  more  or  less  the 
same  rate  on  all  fronts,  the  committee  has  attempted  to 
develop  a  broad  picture  of  what  reconstruction  actually 
means  in  several  different  fields.  The  problems  were  divided 
between:  first,  those  purely  domestic  to  the  Dominion  of 
Canada,  problems  in  regard  to  which  Canada  can  go  ahead 
and  do  practically  what  she  wants  without  consulting  any- 
one else;  second,  those  that  are  domestic  to  Canada  in  the 
sense  that  they  have  to  be  decided  by  the  Dominion  Gov- 
ernment but  in  which  the  freedom  of  action  of  the  govern- 
ment is  conditioned  by  events  and  activities  in  other  parts 
of  the  world;  and  third,  those  of  vital  importance  to  Canada, 
but  in  regard  to  which  Canada  can  do  nothing  at  all  because 
their  solution  depends  on  international  action. 

Dealing  with  the  first  subdivision  we  can  further  sub- 
divide it  into  three  parts: 

(a)  employment  opportunities  within  the  Dominion; 

(b)  the  conservation  and  utilization  of  natural  re- 
sources; and 

(c)  the  development  of  plans  for  publicly  financed  con- 
struction projects. 

Employment  Opportunities 

The  first  thing  to  be  done  was  to  see  whether  there  existed 
or  could  be  developed  in  the  Dominion,  machinery  by  which 
unemployed  individuals  in  any  part  of  the  Dominion  could 
be  brought  into  touch  with  jobs  requiring  their  particular 
skills  in  some  other  part  of  the  country. 

There  is  also  the  question  of  the  size  of  the  labour  force 
retiring  from  and  entering  the  labour  market.  At  the  end 
where  labour  leaves  gainful  employment,  there  is  the  whole 
question  of  old  age  pensions,  retiring  allowances,  unem- 
ployment relief,  sickness  compensation  and  other  associated 
factors.  We  need  to  know  how  nearly  uniform  is  the  treat- 
ment of  these  matters  across  the  Dominion.  Are  any  varia- 
tions appropriate  to  the  differences  in  economic  conditions 
and  living  standards  within  several  provinces  where  im- 
provements can  be  made  ?  How  well  can  we  take  care  of 
those  who  through  no  fault  of  their  own  have  to  withdraw 
from  active  competition  for  available  employment  ?  At  the 
other  end  of  the  scale  the  inflow  of  labour  depends  on  the 
ordinary  school  leaving  age  which  varies  according  to  our 
ideas  of  minimum  educational  requirements  for  all  and  on 
the  question  of  specialized  education  where  access  to  par- 
ticular professions  and  trades  is  conditional  on  adequate 
training,  either  in  colleges,  technical  schools,  or  by  appren- 
ticeship. The  place  of  education  in  this  picture  is  a  difficult 
one,  since  it  is  clearly  under  provincial  control.  The 
Dominion  Government  has  no  direct  responsibility.  The 
committee  is,  however,  exploring  the  question  and  is  bring- 


ing together  a  small  group  of  outstanding  educators  from 
several  of  the  provinces  to  discuss  the  general  aspects  of 
the  problem  in  regard  to  primary,  technical  and  higher 
education.  It  is  hoped  that  as  a  result  of  the  work  of  this 
committee,  another  will  be  formed  on  which  the  provinces 
will  have  direct  representation,  and  which  will  have  the 
confidence  of  the  provinces  as  well  as  the  various  educational 
groups,  and  which  will  be  able  to  make  constructive  recom- 
mendations. 

Conservation  and  Utilization  of 
Natural  Resources 

The  conservation  and  utilization  of  natural  resources  is 
another  purely  domestic  problem.  Forests,  fisheries  and 
mines  not  only  contribute  a  substantial  proportion  of  the 
needs  of  our  industries,  but  have  been  one  of  the  great 
amenities  of  the  continent.  They  contribute  to  the  aesthetics 
of  our  standard  of  living  and  have  attracted  tourists  from 
all  parts  of  the  world.  Their  conservation  and  constructive 
utilization  is  apt  to  provide  substantial  employment  oppor- 
tunities in  the  immediate  post-war  period.  Principal  Wallace 
of  Queen's  University  is  chairman  of  a  subcommittee  on 
conservation  and  natural  resources  with  members  represent- 
ative of  Dominion  and  provincial  governments  and  private 
enterprise  in  the  various  important  fields  of  natural  resources. 

Construction  Projects 

A  programme  of  publicly  financed  construction  pro- 
jects is  the  third  field  of  purely  domestic  activity.  At  some 
stage  of  the  post-war  period  it  is  going  to  be  necessary  for 
government  to  step  into  the  picture  in  order  to  provide 
employment  in  an  area  where  business  has  become  slack. 
Well  laid  plans  should  therefore  bè  available  long  before 
that  moment  comes.  It  has  been  the  experience  of  many 
countries  that  have  used  publicly  financed  construction 
projects  to  cure  unemployment  during  the  last  ten  years, 
that  the  difficulties  arise,  not  at  the  stage  where  labour  is 
employed  and  materials  purchased,  but  rather  at  that 
earlier  stage  when  it  is  necessary  to  prepare  plans,  to  deter- 
mine quantities  of  materials,  and  types  of  men  to  be  em- 
ployed, estimates  of  cost  and  above  all  to  determine  the 
exact  type  of  project  and  its  location.  This  must,  in  its 
very  nature,  be  local.  Unemployment  in  British  Columbia 
requires  projects  in  British  Columbia,  not  Ontario.  Other- 
wise, we  are  confronted  with  the  task  of  trying  to  move 
substantial  numbers  of  workers  from  one  section  of  the 
country  to  another,  something  that  in  Britain  was  found 
to  be  very  unsatisfactory  when  an  attempt  was  made  to 
move  people  from  the  distressed  parts  of  Wales  to  certain 
other  parts  of  the  country  where  new  industries  were 
developing.  It  is  necessary  therefore,  that  there  must  be 
close  co-operation  between  any  Dominion  organization  and 
the  provincial  and  municipal  organizations  that  are  re- 
sponsible for  the  most  of  such  projects.  Long  before  the 
war  ends  we  must  have  available  carefully  developed  plans 
for  a  variety  of  possible  projects.  A  sub-committee  to  study 
this  phase  of  the  problem  is  working  under  the  chairmanship 
of  Mr.  K.  M.  Cameron,  m.e.i.c,  Chief  Engineer  of  the 
Department  of  Public  Works,  Ottawa. 

Mr.  Cameron's  sub-committee  is  trying  to  do  two  things. 
First,  there  is  the  problem  of  plans  that  will  enable  it  to 
recommend  the  creation  of  a  public  works  reserve  in 
Canada.  In  the  United  States  this  is  a  Federal  organization, 
with  an  elaborate  technical  staff  which  is  at  present  engaged 
in  discussions  with  the  several  states,  encouraging  them  to 
prepare  specific  plans  for  post-war  projects  of  this  kind. 
At  the  present  stage  there  is  no  suggestion  of  financial 
commitments  of  any  kind.  The  big  problem  is  the  deter- 
mination of  what  ought  to  be  done.  What  are  desirable 
projects  that  contribute  to  the  social  good  ?  What  will  they 
cost  in  terms  of  labour  and  materials  ?  How  long  will  they 
take  to  construct  ?  If  a  complete  list  of  projects  can  be 
compiled  for  each  area,  it  can  be  the  subject  of  subsequent 
financial  discussions  between  the  municipalities  and  the 


466 


August,  1942    THE  ENGINEERING  JOURNAL 


provincial  governments  or  between  the  provincial  and 
Dominion  Governments.  We  shall  then  have  progressed  a 
long  way  toward  the  solving  of  our  problem.  Even  if  Canada 
should  never  have  to  use  publicly  financed  projects  for  the 
purpose  of  meeting  unemployment,  it  still  would  have  been 
time  well  spent  to  develop  such  an  insurance  against  a 
conceivable  unemployment  situation. 

Secondly,  Mr.  Cameron's  sub-committee  is  trying  to 
develop  certain  criteria  or  standards  by  which  such  projects 
can  be  appraised.  It  is  necessary  that  there  should  be  certain 
clear-cut  methods  of  accounting  and  documentation,  certain 
standards  of  the  drawing  of  plans  and  the  preparation  of 
specifications.  This  is  absolutely  essential  to  the  building 
up  of  any  large  group  of  construction  projects  and  to  the 
putting  of  those  projects  into  effect  at  the  moment  it  be- 
comes necessary. 

Relaxation  of  Wartime  Controls 

The  second  broad  group  of  subjects  are  those  within  the 
control  of  the  Canadian  Government  in  the  sense  that 
Canada  can  develop  and  carry  out  a  specific  policy,  but  in 
which  the  effectiveness  of  that  policy  is  going  to  be  affected 
by  developments  in  other  parts  of  the  world.  The  relaxation 
of  war  time  controls  is  one  of  these  problems.  Canada  has, 
since  the  commencement  of  the  war,  instituted  a  very 
elaborate  series  of  controls  of  practically  every  aspect  of 
economic  life.  At  the  end  of  the  war,  if  we  are  going  to 
get  back  to  a  less  controlled  economy,  it  is  obvious  that 
those  controls  will  have  to  be  relaxed  gradually  and  wisely. 
There  would  be  chaos  if  they  were  suddenly  abandoned  on 
the  day  after  the  armistice.  That  chaos  would  extend  to 
many  other  countries  because  the  controls  are  to-day  geared 
to  the  economic  activities  of  other  countries.  For  instance, 
in  the  field  of  foreign  exhange  control,  our  regulations  and 
operations  are  tightly  meshed  together  between  this  country, 
the  United  States  and  Great  Britain. 

We  have  to  face  a  serious  psychological  problem.  At  the 
end  of  this  war,  in  terms  of  the  Atlantic  Charter,  we  are 
trying  to  create  a  world  in  which  there  will  be  reasonable 
prosperity,  individual  freedom,  and  full  employment.  There 
will,  however,  be  a  completely  different  set  of  circumstances 
on  this  continent  from  that  in  Great  Britain.  Canada  will 
have  a  surplus  over  and  above  everything  we  could  eat, 
and  also  over  and  above  what  we  can  send  to  Europe  in 
available  shipping  bottoms.  England  will  receive  for  con- 
sumption only  those  materials  for  which  there  are  ships. 
Consideration  must  be  given  as  well  to  the  revictualling 
of  Europe.  It  will  be  easier  in  this  country  to  relax  controls 
than  it  will  be  in  Britain.  The  question  will  arise  whether 
there  should  be  some  joint  policy  in  timing  the  relaxation 
of  controls. 

This  whole  problem  is  one  of  the  most  complicated  that 
the  community  will  confront  at  the  end  of  the  war.  Everyone 
will  want  to  get  rid  of  the  controls  that  worry  him  personally, 
although  many  people  believe  that  Canada  should  keep 
all  of  the  controls  that  do  not  seriously  inconvenience  them. 
However,  each  group  of  controls  will  be  under  attack  from 
some  sections  of  the  community.  The  desirable  procedure 
to  be  followed  should  be  that  of  attempting  to  find  out  now 
the  way  in  which  particular  controls  can  be  modified,  step 
by  step,  in  a  sensible  and  coordinated  fashion.  We  ought 
first  to  make  a  study  of  the  exact  facts  of  the  relaxation  of 
comparable  controls,  in  the  case  of  particular  industries 
during  and  after  the  last  war.  On  the  basis  of  those  two 
sets  of  data,  we  should  try  to  develop  a  programme  for 
progressive  relaxation  of  controls,  as  far  as  may  be  prac- 
ticable after  the  war. 

The  Rehabilitation  of  Agriculture 

It  is  probable,  although  we  cannot  be  sure,  that  we  might 
expect  a  slump  in  Canadian  agriculture  at  the  end  of  the 
present  war.  Other  nations  will  come  into  competition  for 
British  and  United  States  markets.  To  complicate  the  pic- 
ture, there  is  the  whole  question  of  land  settlement,  since 


it  is  to  be  expected  that  a  good  many  returned  soldiers, 
under  the  option  given  them  in  proposed  legislation  will 
want  to  settle  on  the  land. 

Agriculture  depends  also  on  another  very  interesting 
recent  development,  nutrition.  It  has  been  said  that  in  the 
western  world,  including  Great  Britain,  Canada  and  the 
United  States,  if  we  were  able,  either  by  education  or  public 
assistance,  to  develop  a  satisfactory  standard  of  nutrition 
for  all  people  below  age  20,  we  would  require  all  the 
agricultural  output  of  this  continent  and  that  of  Argentina. 
The  problem  of  Canadian  agriculture  is  not  only  one  of 
foreign  trade,  but  it  is  also  governed  by  our  approach  to 
good  nutritional  standards  and  adequate  feeding.  Both  of 
these  are  intimately  related  to  full  employment  and  a  decent 
standard  of  living  for  the  people  of  Canada. 

Agriculture,  during  the  past  fifty  years,  has  been  greatly 
mechanized.  A  farmer  with  a  tractor  and  appropriate  equip- 
ment, is  able  to  look  after  many  more  acres  of  land  than  his 
predecessor  with  two  horses  and  a  plough.  It  is  necessary, 
therefore,  to  obtain  some  clear  idea  of  the  number  of  people 
that  are  necessary  to  meet  our  agricultural  demands  and 
the  number  that  can  attain  a  decent  standard  of  living 
with  reasonable  prosperity  and  comfort  through  farming. 

Industrial  Rehabilitation 

A  third  aspect  of  these  domestic  problems  that  depends 
partly  on  world  affairs,  is  the  rehabilitation  of  Canadian 
industry.  There  are  probably  more  workers  in  factories,  in 
proportion  to  the  total  population,  than  ever  before.  The 
total  output  of  manufactured  goods  is  greater,  the  number 
of  factories  is  greater,  and  the  number  of  machines  in  those 
factories  is  probably  greater.  That  industrial  equipment  is 
now  necessarily  devoted  to  the  production  of  a  large  number 
of  things  that  are  not  very  useful  in  times  of  peace.  It  is 
easy  to  switch  over  from  the  manufacture  of  aeroplane 
radios  for  the  combat  service,  to  the  making  of  civilian 
radios.  It  is  not  so  easy  to  rehabilitate  a  shell  making 
factory  which  has,  mainly,  single  purpose  tools,  or  a  factory 
designed  for  making  cartridges.  It  is  probable  that  we  have 
more  shipbuilding  capacity  of  the  simple  freighter  kind  than 
we  will  need,  and  not  enough  capacity  for  passenger  liners. 

Canada  will  face  two  serious  problems  at  the  end  of  the 
war.  In  the  first  place  we  must  decide  early  what  factories 
ought  to  be  scrapped.  At  the  end  of  the  last  war  we  gave 
ourselves  lots  of  grief  by  trying  to  keep  in  operation  factories 
that  were  neither  necessary  or  useful  for  peacetime  operation, 
and  so  contributed  to  the  general  depression.  Secondly,  since 
no  factory  ought  to  be  scrapped  if  it  is  of  any  conceivable 
use  to  the  community,  we  should  also  develop  clear  plans 
for  rehabilitating  the  rest  of  the  factories  in  such  a  way 
that  they  can  promptly  and  effectively  begin  to  manufacture 
appropriate  civilian  goods  of  a  kind  that  are  needed. 

By  and  large,  the  problem  of  rehabilitation,  of  switching 
factories  over,  putting  in  new  machines  where  necessary, 
and  reorganizing  assembly  lines  is  something  that  must  be 
done  promptly.  If  not,  there  will  be  a  great  deal  of  unem- 
ployment as  well  as  a  great  scarcity  of  many  kinds  of  goods 
which  people  want  and  which  they  might  reasonably  expect 
to  be  able  to  get. 

The  World  Economy 

The  international  aspect  of  the  problem  may  be  divided 
into  three  sections,  first,  the  study  of  the  probable  world 
economy;  second,  the  study  of  monetary  and  fiscal  policies; 
and  third,  a  study  of  Canada's  foreign  trade. 

The  general  structure  of  the  world  economy  is  not  a 
Canadian  problem  in  the  narrow  sense,  but  what  happens 
outside  the  frontiers  is  of  vital  importance  to  any  policy 
that  may  be  adopted  in  this  Dominion.  The  general  mone- 
tary system  of  the  world  and  its  effect  on  foreign  trade  and 
capital  movement,  the  attitude  of  this  country  and  other 
countries  toward  international  migration,  the  policies  that 
are  adopted  for  the  maintenance  of  world  peace  ;  all  of  these 
things  are  of  tremendous  significance  to  what  we  do,  and 


THE  ENGINEERING  JOURNAL     August,  1942 


467 


no  matter  how  ideal  Canadian  policy  may  be  in  the  purely 
domestic  field,  that  policy  could  be  completely  wrecked  by 
unsatisfactory  developments  outside  our  borders. 

There  seems  to  be  only  two  conceivable  types  of  organiza- 
tion for  the  post-war  world;  either  the  world  must  attempt 
to  build  up  some  integrated  economic  organization,  or  it 
must  divide  into  a  series  of  regions  each  of  which  is  inte- 
grated within  itself  and  protected  by  barriers  of  tariffs 
against  other  parts  of  the  world. 

If  we  accept  the  possibility  of  economic  regionalism,  there 
are  many  possibilities.  There  have  been  those  who  have 
suggested  that  Canada  might  become  part  of  an  integrated 
economic  region  based  on  Great  Britain  and  the  other 
British  Dominions,  a  sort  of  Empire  Federation  economic- 
ally integrated  much  more  closely  than  at  present  along 
the  lines  foreshadowed  in  the  Ottawa  Agreements.  On  the 
other  hand  there  is  a  group  who  suggest  that  the  economic 
position  of  Canada  should  be  integrated  with  a  Pan- 
American  region  focussing  on  the  United  States.  Economic 
regionalism  along  these  lines  would  necessarily  extend  to 
the  rest  of  the  world.  There  would  be  a  far  eastern  region 
under  the  hegemony  of  China;  there  would  certainly  be  a 
central  Asiatic  and  eastern  European  region  under  the 
control  of  Russia.  If  Canada  should  move  into  the  orbit 
of  the  United  States  as  part  of  a  western  hemisphere  region, 
the  position  of  Great  Britain  would  be  such  that  it  would 
be  compelled  to  link  itself  up  with  western  European 
countries,  Scandinavia,  Holland,  Belgium,  etc. 

All  of  these  suggestions  are  random  hypotheses.  Unfor- 
tunately, any  such  division  of  the  world  into  regions  sug- 
gests the  possibility  of  war,  since  nobody  has  yet  suggested 
any  regional  grouping  which  is  completely  free  from  friction. 
The  Committee  on  Reconstruction  has  come  to  the  tentative 
conclusion  that  the  ideal  for  the  future  structure  of  the 
world  is  an  organization  that  is  world  embracing  in  its  scope. 
The  centre  or  nucleus  of  such  an  organization  would  neces- 
sarily be  some  broad  economic  affiliation  between  the 
British  Commonwealth  of  Nations  and  the  United  States 
around  which  other  countries  might  be  induced  to  co-or- 
dinate their  economies,  and  not  develop  into  isolated  com- 
petitive regions. 

Monetary  and  Fiscal  Policies 

Certain  broad  conclusions  have  been  reached  in  connec- 
tion with  monetary  and  fiscal  policies.  It  appears  essential 
to  the  committee  that  if  there  is  to  be  a  world  economy, 
there  should  be  throughout  the  area  of  that  world  economy 
a  co-ordination  of  monetary  policies.  This  does  not  imply 
a  restoration  of  the  pre-'39  or  still  less  the  pre-' 14  gold 
standard.  It  is  recognized  by  a  very  large  number  of  mone- 
tary theorists  that  monetary  policy  is  the  handmaid  of 
commerce,  industry  and  agriculture,  and  not  itself  the  gov- 
erning factor  by  which  basic  economic  activities  should  be 
regulated.  There  is  a  widespread  recognition  of  the  idea 
that  the  post-war  aim  of  monetary  policy  must  be  the 
attainment  of  full  employment,  so  that  the  standard  of 
living  of  the  nation  may  be  as  high  as  it  can  conceivably  be. 

In  practice  there  are  difficulties  especially  in  connection 
with  the  differences  that  may  exist  in  the  rate  at 
which  production  expands  in  each  of  the  several  countries. 
This  would  offer  opportunity  for  those  who  are  not  socially 
minded  and  encourage  them  to  move  their  capital  funds 
from  one  country  to  the  other,  to  the  detriment  of  both 
the  losing  and  the  gaining  country.  The  committee  has  agreed 
that  foreign  exchange  controls  in  something  like  their 
present  form  will  have  to  continue  during  the  post-war 
period.  They  will  have  to  be  administred  in  such  a  way  as 


to  interfere  as  little  as  possible  with  normal  commercial  and  I 
industrial  operations  in  the  international  field.  It  is  also  ! 
felt  that  there  will  need  to  be  close  and  continuous  con- 
sultation between  the  monetary  authorities  and  the  leading  ! 
economic  powers. 

It  is  apparent  that  the  fiscal  policy  in  regard  to  taxation 
and  borrowing  will  be  much  more  closely  and  intimately  L 
related  to  the  monetary  policy  than  it  has  been  at  any  (j 
time  in   the   past.   Full   employment   implies,   at   certain  \ 
periods,  an  unbalanced  budget.  It  implies  a  programme  of  I 
publicly  financed  construction  projects.  When  this  is  put  I 
into  operation  the  government  will  be  spending  more  than  i 
it  will  be  collecting  in  the  form  of  taxes.  Taxation  will  con-  ' 
tinue  to  be  heavy  for  some  years.  Government  expenditure 
will  probably  be  higher  than  it  was  before  the  war,  since 
the  ideals  that  we  expect  to  attain  and  the  several  problems  j 
that  will  confront  us  for  solution,  are  going  to  demand  a  \\ 
very  high  level  of  governmental  expenditure. 

It  is  necessary  to  stiKry  very  carefully  the  standards  or 
criteria  by  which  monetary  policy  will  be  judged.  Monetary 
policies  directed  toward  the  attainment  of  full  employment 
are  comparatively  new  things,  and  the  only  historical  ex- 
amples that  have  not  ended  in  chaotic  inflation  are  those 
which  have  been  tried  out  in  a  few  countries  in  the  past 
ten  years.  The  ultimate  danger  of  excess  of  monetary  ex- 
pansion is  obvious,  but  it  is  difficult  in  a  democratic  com- 
munity, to  explain  the  reasons  why  expansion  cannot  con- 
tinue beyond  a  certain  point.  We  must  endeavour  therefore 
to  maintain  the  position  of  the  monetary  authority  on  the 
highest  line  of  prestige  and  assist  it  in  its  task  by  a  willing 
recognition  of  the  standards  by  which  its  policy  must  be 
determined. 

Canada's  Foreign  Trade 

Foreign  trade  is  intimately  linked  up  with  many  of  the 
things  that  have  been  already  discussed.  There  has  never 
been  a  period  at  which  Canadians  were  uniformly  pros- 
perous and  happy  unless  the  export  market  was  sound  and 
reasonable  profits  were  being  earned.  This  generalization 
may  not,  however,  be  as  true  after  this  war  as  it  was  before 
the  war.  There  will  be  a  larger  domestic  demand  for  our 
agricultural  foodstuffs  and  raw  materials,  together  with  a 
smaller  comparative  demand  for  foreign  industrial  products. 
However,  despite  these  changes,  Canada  will  depend  on 
international  trade  for  many  of  the  things  that  she  needs 
for  that  higher  standard  of  living  which  we  wish  to  attain, 
as  well  as  for  the  raw  materials  of  some  of  our  essential 
industries. 

We  can  export  goods  only  to  the  extent  that  we  are 
willing  to  import  goods  and  services  from  abroad  for  the 
payment  of  our  exports,  or  to  the  extent  that  we  are  willing 
to  send  capital  abroad.  Canada  either  must  take  payment 
for  exports  in  goods,  or  services  produced  in  other  countries, 
or  it  must  frankly  express  its  willingness  to  supply  such  goods 
as  a  long  term  capital  investment  to  be  paid  either  by 
principal  and  interest  in  traditional  fashion  or  to  be  repaid 
intangibly  by  better  relations  and  a  better  ordered  world. 
We  must  study  carefully  the  extent  to  which  we  are  willing 
to  export  goods  on  either  of  these  hypotheses;  either  in  the 
case  of  a  comprehensive  world  economy,  or  within  the 
frontiers  of  any  economic  region  of  which  Canada  may  be 
a  part.  Such  a  study,  which  is  basic  to  any  further  discussion 
of  Canada's  foreign  trade,  cannot  be  made  until  we  have 
decided  upon  the  probable  nature  of  the  world  economy, 
but  it  cannot  be  too  much  emphasized  that  the  basis  should 
be  that  we  need  things  from  other  parts  of  the  world, 
rather  than  that  the  other  nations  ought  to  buy  Canadian 
goods. 


468 


August,  1942    THE  ENGINEERING  JOURNAL 


PROFESSIONAL  DEVELOPMENT  AND  RESPONSIBILITY 

ROBERT  E.  DOHERTY 

Chairman,  Engineers'  Council  for  Professional  Development 

An  address  presented  before  the  1941  Annual  Meeting  of  the  American  Society  of  Mechanical  Engineers* 


At  the  annual  meeting  of  the  American  Society  of 
Mechanical  Engineers  in  1966,  someone  will  present  a 
paper  on  what  has  happened  during  the  twenty-five  years 
since  the  United  States  entered  World  War  II.  It  may  recite 
how  engineers,  along  with  professional  men  from  other 
fields,  broke  away  from  their  traditional  attitude  of  profes- 
sional self-sufficiency,  stepped  into  the  rapidly  widening 
breach  on  the  social  and  economic  front,  and  helped  to  save 
America.  Or,  it  may  recite  how  engineers,  along  with  other 
professional  men,  kept  their  eyes  so  steadily  focused  on 
status  quo,  clung  so  tenaciously  to  their  traditional  and 
interesting  business  of  giving  the  country  a  technological 
joy  ride,  that  they  completely  lost  sight  of  facts  that  were 
vital.  They  forgot  that  they  were,  after  all,  living  in  a 
democracy;  they  overlooked  the  fact  that  if  the  people  do 
not  determine  policy  affecting  their  welfare,  democracy 
must  vanish;  they  did  not  recognize  that  the  activities  and 
interdependence  of  groups  in  the  national  community  had 
become  so  complex  that  the  nation  could  no  longer  entrust 
its  destiny  as  completely  as  in  the  past  to  emotional  oratory 
and  ignoble  politics;  they  forgot  that  society  had  given 
them  the  privilege  of  higher  education,  and  thus  presumably 
greater  competence  to  struggle  with  problems,  and  that 
therefore  they  had  a  commensurate  responsibility  for  active 
interest  and  leadership.  They  lost  sight  of  these  vital  facts. 
In  other  words,  that  paper — if  indeed  one  can  be  given  at 
all  in  such  a  case — may  accuse  our  generation  bitterly  and 
with  justice.  It  may  say,  "These  men  took  things  for 
granted.  They  forgot  that  they  were  trustees.  They  let  us 
down.  They  forfeited  freedom." 

I  do  not  know  which  of  these  papers  will  be  read  twenty- 
five  years  from  now.  It  will  depend  upon  what  professional 
men  do  in  practice  and  in  education  during  the  years 
immediately  ahead.  The  engineer's  part  is  a  very  important 
one,  and  it  is  my  purpose  here  to  outline  my  view  of  the 
situation  and  indicate  what  seems  to  be  the  clear  respon- 
sibility of  his  profession. 

After  the  war  we  shall  live  in  a  new  world.  It  will  be  a 
world  requiring  fundamental  readjustments  in  our  thinking 
and  in  our  way  of  national  life.  Indeed  we  are  already  well 
into  that  world  and  are  advancing  further  into  it  day  by 
day.  To  understand  that  all  of  this  is  so,  we  need  not  depend 
wholly  upon  the  almost  unanimous  conclusions  of  serious 
students;  we  need  only  to  look  about  us.  Intense  social 
stresses,  widespread  confusion  of  purpose,  and  gross  abuse 
of  privilege  are  all  too  evident.  National  action  has  leaped 
far  beyond  national  thinking.  The  simple  fact  is  that  this 
country  is  set  up  under  a  theory — the  theory  of  individual 
rights  and  democratic  procedures — and  there  is,  after  all,  a 
limit  to  the  extent  to  which  that  theory  may  be  contra- 
vened. To  go  too  far  is  to  crack  up.  Flexible  as  history  has 
shown  the  theory  to  be,  there  is  yet  a  limit,  as  was  demon- 
strated, for  instance,  in  1861.  And  since  we  have  been 
rushed  from  our  simple  beginnings  into  the  new,  complex 
world,  impelled  first  by  technological  development  and 
now  thrust  headlong  by  the  demands  of  war,  we  have  got 
to  accelerate  our  thinking  to  keep  pace  with  our  actions  or 
we  shall  again  stretch  our  theory  beyond  the  breaking 
point.  We  must  readjust  our  thinking  and  our  attitudes 
regarding  national  and  community  life  to  bring  these 
again  into  workable  accord  with  our  theory  of  democratic 
government;  else  there  can  be  no  lingering  remnant  of 
justification  for  the  assumption  that,  as  a  nation  of  once- 
free  people,  we  are  still  capable  of  intelligent  action,  or 
worthy  of  freedom. 

*Reproduced  through  the  courtesy  of  the  American  Society  of 
Mechanical  Engineers. 


How  can  these  readjustments  be  initiated  ?  Whose 
responsibility  is  it  to  plan  them  ?  From  what  I  have  already 
said  my  answer  is  clear.  Professional  men  must  undertake 
the  task.  One  need  not  labour  the  point  that,  as  a  matter  of 
right,  they  should  do  so  because  they  have  had  privileges  of 
education  denied  to  others.  The  fact  is  that  nobody  else 
can  do  it.  The  problems  are  too  complex.  They  involve  the 
establishment  of  new  interconnections — lines  of  com- 
munication and  understanding — between  fields  of  human 
activity  that  in  the  past  have  been  held  separate.  The 
problems  of  sociology,  economics,  and  technology  are  no 
longer  merely  technical  in  nature.  The  technical  aspects  of 
the  problems  in  each  of  these  fields  are  indeed  difficult 
enough,  but  there  are  new  elements  to  be  recognized,  new 
complications  beyond  those  considered  in  the  past.  One  is 
the  imperative  necessity  now  of  recognizing  more  fully  the 
interdependence  of  situations  in  these  different  fields. 
For  instance,  the  technical  problems  of  economics  and  the 
technical  problems  of  engineering  involved  in  the  design  of 
a  piece  of  apparatus  have  of  course  usually  been  co- 
ordinated in  the  past,  but  the  sociological  problem  created 
by  the  introduction  of  the  apparatus  into  social  use  has 
not  been  adequately  taken  into  account.  Or,  the  other 
way  round,  a  sociological  problem — say,  the  employment 
of  idle  people  who  want  to  work — may  not  be  solved 
because  the  technological  or  economic  problems  concerned 
are  not  solved.  In  other  words,  we  have  reached  a  stage, 
as  I  understand  it,  where  the  interdependence  of  situations 
in  these  different  fields  must  be  recognized.  Human  life  is 
not  divided  into  subject  matter  compartments;  we  can't 
continue  solving  one  part  of  the  problem  and  thinking  we 
have  solved  the  whole;  we  must  actually  solve  the  whole. 
Then  another  complication  is  the  necessity  of  readjusting 
our  philosophical  base.  Merely  recognizing  the  interde- 
pendence of  situations  is  not  enough.  The  solution  of  these 
problems,  if  there  is  to  be  one,  must  be  geared  into  a 
principle.  That  principle  is  not  new;  it  is  just  forgotten — 
the  principle  of  individual  rights  and  democratic  procedures. 
If  .our  national  problems  are  to  be  solved  the  parts  must  be 
related  to  the  whole  and  this  relationship  must  be  made  to 
accord  with  this  fundamental  principle  of  our  existence  as 
a  political  unit.  And  the  intellectual  task  involved  in  the 
initiation  and  consummation  of  such  a  complex  national 
readjustment  is  one  in  which  professional  men  in  all  fields- 
including  the  social  and  physical  sciences,  the  learned 
professions,  business,  .engineering,  industry,  labour — are 
obliged  to  assume  leadership,  and  obliged  also  to  recognize, 
even  in  this  process  of  assuming  leadership,  the  principle  of 
democratic  procedures. 

Among  the  professional  men  who  should  undertake  such 
a  task,  the  engineer  has  a  heavy  responsibility.  I  have  said 
elsewhere:  "A  technological  war  is  raging  in  a  technological 
civilization.  It  is  based  on  the  engineer's  work.  He  is  con- 
versant with  the  mechanical,  chemical,  electrical,  and 
structural  bases  of  both  civil  life  and  war.  He  plans  mills 
and  machines;  he  executes  their  construction;  he  employs 
and  manages  the  men  who  do  the  work.  He  is  responsible, 
in  other  words,  for  seeing  that  plans  on  paper  become  actual 
material  things  that  work,  and  also  that  the  job  is  done  on 
time  within  estimated  cost.  On  the  other  hand,  he  has  not 
had  in  the  past  either  responsibility  or  great  interest  as  to 
what  the  social  effects  of  his  work  would  be.  It  is  idle  to 
censure  him,  as  some  do;  and  it  is  equally  idle,  I  might  add, 
to  censure  social  scientists  and  business  and  political  leaders, 
who  did  have  the  responsibility  and  presumably  also  the 
interest.  That  water  is  over  the  dam.  But  in  the  future  the 
engineer  must  enlarge  the  scope  of  his  view  and  take  an 


THE  ENGINEERING  JOURNAL     August,  1942 


469 


active  interest,  both  as  an  educated  citizen  and  as  a 
professional  man,  in  the  problems  of  national  and  com- 
munity life  where  his  creations  have  so  completely  changed 
the  environment  and  way  of  life." 

"There  are  two  things  he  can  help  to  do,  both  of  them 
immediately  urgent.  One  is  to  create  employment  for  the 
post-war  period.  After  ten  years  of  increasing  population 
and  increasing  invention  and  discovery,  yet  of  curtailment 
in  most  areas  except  government  activity,  the  possibilities 
of  constructive  enterprise  appear  boundless:  new  materials, 
new  products,  new  homes,  new  structures,  new  machine 
tools  and  methods,  new  services,  and  so  on.  Every  engineer 
in  the  country,  whether  he  be  at  the  design  table,  in  the 
field,  in  the  laboratory,  or  in  the  plant;  whether  he  be 
superintending  construction,  managing  a  factory,  or  run- 
ning a  business — wherever  he  is,  every  engineer  should  be 
figuring  out  what  he  can  do  on  his  job  to  provide  construc- 
tive employment.  His  position  may  or  may  not  carry  de- 
cision, but  he  can  at  least  think  and  suggest,  and  in  many 
cases  he  can  decide  upon  action.  Seventy-five  thousand 
trained  minds  turned  upon  the  problem  can  bring  results; 
and  those  minds  can  be  reached  and  oriented  through  the 
professional  engineering  societies." 

The  other  thing  engineers  can  do  is  an  educational  job. 
It  is  to  develop  in  their  younger  brothers  and  themselves 
a  new  understanding  of  their  professional  obligations  to 
society,  and  the  capacity  and  knowledge  to  discharge  those 
obligations.  This  is  a  long-run  undertaking,  but  time  is 
nevertheless  an  element.  One  hopes  that  in  the  next  genera- 
tion of  engineers  there  will  be  more  who  through  education 
and  interest  are  in  a  position  to  sit  in  policy-making  bodies 
and  thus  help  to  guide  the  use  of  the  engineers'  creations, 
more  who  as  teachers  can  help  young  engineers  acquire 
the  broader  view  of  their  professional  responsibility,  more 
who  as  educated  men  can  recognize  and  support  construc- 
tive political  measures  and  oppose  destructive  ones,  and 
help  other  citizens  to  understand  complicated  situations 
and  issues.  We  cannot  wait  two  or  three  generations;  we 
must  begin  now,  because  the  educational  undertaking  to 
which  I  have  referred  properly  should  begin  in  college. 
The  foundation  of  knowledge  and  of  incentive  must  be 
laid  there.  But  the  educational  process  we  are  considering, 
like  the  student's  other  professional  studies,  cannot  end 
with  college;  it  must  continue  afterward.  Hence,  in  our 
emergency  the  process  of  education  to  prepare  the  young 
engineer  for  his  new  obligations  should  be  begun  at  once 
both  in  the  colleges  and  among  practicing  engineers,  espec- 
ially those  recently  graduated. 

It  is  here  that  the  responsibility  of  the  organized  engi- 
neering profession  is  absolute.  Engineers  individually  cannot 
be  expected  to  assume,  on  their  own,  these  new  responsi- 
bilities. I  think  I  am  right  in  saying  that  to  bring  about 
readjustments  in  interests  and  attitudes  requires,  even  in 
younger  people,  unremitting  guidance  and  attention,  and 
in  mature  minds  I  have  not  yet  fully  learned  what  it  re- 
quires. But  if  we  are  going  to  help  the  younger  generation 
of  engineers  to  prepare  themselves  for  the  job  that  is  ahead 
of  them,  we  must  provide  an  organized  educational  move- 
ment. This  movement  will  necessarily  sweep  across  the 
entire  range  of  functional  organizations  of  the  engineering 
profession,  including  the  educational,  legal,  and  practicing. 
In  other  words,  to  accomplish  the  purpose,  it  would  appear 
that  nothing  less  than  a  co-operative  movement  on  a  grand 
scale  is  required. 

What,  then,  are  the  necessary  steps  in  such  a  movement  ? 
The  first  is  to  bring  about  a  full  understanding  of  the 
problem,  its  vital  importance  and  urgency,  among  the 
boards  and  executive  officers  of  those  national  organizations 
concerned  with  engineering,  and  the  acceptance  by  them 
of  a  plan  of  action.  The  second  is  to  put  the  plan  into 
execution.  May  I  outline  to  you  how  I  think  these  steps 
might  be  carried  out  ? 

Fortunately,  the  machinery  already  exists  for  doing  the 
job;  no  new  organization  is  necessary.  The  national  engi- 


neering societies,  The  Engineering  Institute  of  Canada,  and 
the  Society  for  the  Promotion  of  Engineering  Education 
have  local  organizations  through  which  the  individual  engi- 
neer and  the  individual  student  are  reached.  The  National 
Council  of  State  Boards  of  Engineering  Examiners  repre- 
sents the  local  State  Boards  that  deal  with  the  legal  side 
of  engineering.  Then  there  is  the  central  conference  body 
of  all  these  groups,  the  Engineers'  Council  for  Professional 
Development,  which  can  provide  such  co-ordination  among 
the  groups  as  may  be  necessary.  As  I  see  it,  the  role  of 
this  central  Council  of  twenty-four  members  in  the  whole 
undertaking  would  be  thinking,  planning,  and  conference. 
The  undertaking  is  distinctly  one  of  professional  develop- 
ment. The  members  of  the  Council  would  bring  to  the 
conference  table  the  best  of  what  each  group  has  to  offer 
and  what  the  Council's  own  Committees  can  contribute, 
and  then  by  debate  and  deliberation  and  by  consultation 
of  Council  members  with  their  own  organizations,  work 
out  for  the  purpose  we  are  considering  a  co-ordinated  plan 
that  will  fit  into  the  existing  programmes  and  machinery 
of  the  Council  and  that  will  have  the  support  of  the  con- 
stituent groups. 

The  support  of  the  several  groups  is  absolutely  essential, 
not  only  because  they  must  approve  any  important  project 
before  it  is  put  into  effect,  but  also  because  the  constituent 
bodies  are  the  ones  that  will  have  to  do  the  job.  Although 
there  are  a  few  undertakings  which  the  Council  itself  has 
been  authorized  to  administer — the  accrediting  programme, 
for  instance — it  seems  perfectly  clear  that  an  educational 
programme  such  as  the  one  here  contemplated  must  be 
carried  out  by  the  constituent  organizations.  The  function 
of  E.C.P.D.  would  be  merely  co-ordination  of  the  effort 
through  the  Council's  standing  committees. 

In  short,  then,  the  role  of  the  Council  would  be  co-ordina- 
tion of  planning  and  effort,  and  the  role  of  the  constituent 
bodies,  the  execution  of  plans.  May  I  now  say  a  more 
specific  word  regarding  these  roles  ? 

I  visualize  in  some  detail  a  picture  that  has  been  taking 
form  during  the  past  few  years  of  the  machinery  of  national 
professional  development.  Some  parts  of  the  machinery  are 
already  in  place  and  in  motion,  and  others  are  being  con- 
stantly added  and  put  in  motion.  The  problem  is  to  com- 
plete the  picture — to  provide  the  links  that  are  still  missing, 
get  all  the  parts  in  motion,  and  then  gear  them  together 
in  one  effectively  co-ordinated  movement.  Need  I  add,  inci- 
dentally, that  not  an  insignificant  part  of  the  problem  is  to 
accomplish  all  of  this  without  stripping  any  of  the  gears  ? 
I  have  come  to  visualize  this  picture  in  increasing  detail 
because  several  hard-working  members  of  E.C.P.D.  and 
its  standing  committees  have  been  sketching  in  those  de- 
tails. And  among  these  people,  there  is  one  who  has  been 
especially  active  and  helpful  in  sketching  the  whole.  I  refer 
to  that  Socratic  catalyzer,  Dr.  Charles  F.  Scott.  From  his 
unique  vantage  point — having  served  as  head  of  American 
Institute  of  Electrical  Engineers,  Society  for  the  Promotion 
of  Engineering  Education,  National  Council  of  State  Boards 
of  Engineering  Examiners,  Engineers'  Council  for  Profes- 
sional Development,  and  of  the  Connecticut  State  Board — 
he  has  dreamed  professional  development,  pondered  its 
problems,  hammered  unremittingly  with  searching  ques- 
tions his  associates  in  all  of  these  widespread  interests,  and 
made  them — if  by  no  other  means,  then  by  exhaustion — 
give  him  an  answer.  One  phase  of  his  genius  is  the  bringing 
of  miscellaneous  ideas  into  constructive  combination  and 
seeing  that  people  know  them.  And  partly  out  of  this  cata- 
lytic process  has  emerged  a  picture  of  how  the  existing 
machinery  of  engineering  organizations  can  be  utilized  to 
accomplish  professional  development  in  general,  and  there- 
fore also  the  specific  purpose  we  are  here  considering. 

One  visualizes  lines  of  flow  for  ideas  and  plans  from  the 
several  headquarters  of  the  engineering  societies  to  engineer- 
ing students  through  the  respective  student  branches,  and 
to  practicing  engineers  through  the  local  sections;  and  from 
the   S.P.E.E.    headquarters   to   the   engineering   teachers 


470 


August,  1942    THE  ENGINEERING  JOURNAL 


through  its  local  sections.  Also  one  sees  crossflow  on  cam- 
puses between  the  several  student  branches  and  the  local 
S.P.E.E.  sections  or  groups,  and  in  industrial  centres  be- 
tween local  sections  of  the  engineering  societies.  Then  there 
is  the  possible  line  to  engineers  entering  practice  through 
the  licensing  bodies.  And  the  headquarters  of  all  these 
agencies  are  tied  together  for  co-ordination  in  the  E.C.P.D. 
Thus  the  machinery  exists  all  the  way  through.  It  needs 
only  to  be  put  to  greater  use  for  the  purpose  of  professional 
development,  including  our  present  problem  of  cultivating 
a  new  understanding  of  professional  obligation. 

Can  we  not  begin  at  once  to  utilize  these  available  means 
to  bring  about  this  new  understanding  among  engineers  of 
the  problems  that  face  the  country  and  of  their  responsi- 


bility to  take  a  hand  ?  Can  we  not  bring  them  to  realize 
that  all  of  them  can  help  individually  by  thinking  and 
planning  how  to  create  employment  after  the  war  and  then 
doing  what  they  can  to  get  their  thoughts  adopted  ?  And 
can  we  not — must  we  not — look  ahead  at  least  a  generation 
and  take  responsibility  for  helping  the  younger  generation 
to  understand  and  prepare  for  the  professional  life  and 
service  that  are  ahead  of  them  ?  Cannot  the  responsible 
heads  and  boards  of  engineering  organizations  take  the 
necessary  initiative  to  get  this  thing  going  ?  Then  perhaps 
the  paper  at  the  annual  meeting  in  1966,  reviewing  the 
twenty-five  years  since  we  entered  World  War  II,  will  say, 
"Engineers  recognized  their  responsibility  and  did  a  mag- 
nificent part  in  saving  America." 


Abstracts  of  Current  Literature 


INDIA  MEETING  THE  DEMANDS  OF  WAR 

From  Trade  &  Engineering,  June,  1942 

The  success  achieved  in  the  past  twelve  months  in  ex- 
panding India's  industrial  output  has  been  substantial  but 
does  not  justify  complacency.  Dr.  Henry  Grady,  the  head 
of  the  United  States  Technical  Mission  which  arrived  in 
India  in  April,  declares  indeed  that  India's  industry  is  not 
yet  in  its  war  stride. 

It  must  be  remembered  that  India's  engineering  industry 
in  peace-time  was  comparatively  limited  and  was  not  de- 
signed for  production  in  the  accepted  sense,  though  it  had 
a  capacity  for  structural,  mechanical,  electrical,  and  civil 
job  work.  Before  the  war  there  was  practically  no  produc- 
tion of  machine  tools  in  India,  though  a  few  firms  made  a 
small  number  of  special  machines  for  their  own  require- 
ments. There  are  now  a  substantial  number  of  firms  making, 
under  licence,  lathes  (including  small  capstans),  drilling, 
shaping,  planing,  slotting  and  hack-sawing  machines  presses, 
furnaces,  power  blowers,  and  sand-blasting  plant.  It  has 
been  estimated  that  the  approximate  output  of  machine 
tools  and  ancillary  plant  in  India  amounts  to  over  400 
units  a  month,  and  this  figure  is  rapidly  increasing.  The 
production  of  precision  gauges,  previously  imported,  has 
reached  1,000  units  weekly  in  railway  workshops  alone.  On 
the  output  of  the  machine-tool  industry  must  in  great  part 
depend  the  pace  of  factory  expansion. 

The  Government  of  India  is  doing  its  utmost  to  train 
labour,  and  by  March  last  plans  were  made  to  provide 
for  some  15,000  technicians  (with  expectations  of  48,000 
by  March,  1943),  quite  apart  from  the  training  of  personnel 
for  the  Government  ordnance  factories. 

Another  determining  factor  in  the  pace  of  industrial  effort 
has  been  the  capacity  of  the  steel  industry.  Before  the  war 
India  had  an  important  steel  industry,  but  it  produced  only 
plates,  sheets,  rails,  tinplates,  and  bars.  In  the  past  twelve 
months  there  has  been  further  progress  in  the  production 
of  high-grade  steels.  Among  new  types  of  special  steels 
now  being  produced  are  bullet-proof  armour  plate  for  vehicle 
bodies,  bullet-proof  plate  for  howitzer  shields  and  gun  tur- 
rets; various  kinds  of  alloy  steels;  a  chrome-molybdenum 
alloy  steel  needed  for  aircraft,  spring  steels  high  carbon 
sheets,  and  a  stainless  steel.  By  the  middle  of  this  year 
steel  production  in  India  should  attain  a  rate  of  V/i  million 
tons  a  year,  by  no  means  a  final  figure,  for  a  further  sub- 
stantial increase  in  total  production  may  be  expected. 

So  far  the  manufacture  of  motor  engines  or  chassis  has 
been  regarded  as  involving  an  unwarranted  diversion  of 
highly  specialized  factors  of  production  urgently  wanted 
elsewhere,  and  there  has  consequently  been  concentration 
on  the  manufacture  of  bodies,  armour,  and  armament  for 
imported  chassis.  By  the  end  of  last  year  many  thousands 
of  armoured  vehicles  of  various  types  had  been  completed 
and  delivered. 

All  shipbuilding  yards  in  India  are  now  working  to  full 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


capacity  on  the  construction  of  naval  vessels  of  various 
types.  Over  300  such  vessels  are  under  construction,  in- 
cluding trawlers,  corvettes,  minesweepers,  motor-launches, 
lifeboats,  cutters,  and  other  seagoing  and  coastal  craft,  and 
floating  docks.  Altogether  well  over  30,000  men  are  engaged 
in  the  various  new  shipbuilding  and  repairing  yards  in  the 
country.  In  addition  to  new  naval  construction,  shipbuilders 
are  engaged  on  extensive  repairs  to  merchant  ships,  and  in 
fitting  degaussing  equipment,  gun  mountings,  and  bridge 
protection.  Approximately  4,000  sea-going  ships  have  been 
repaired  at  Indian  yards  since  the  outbreak  of  war. 

Engineering  works  in  India  are  manufacturing  compo- 
nents for  main  propelling  and  auxilliary  machinery,  and  it 
is  hoped  that  complete  marine  engines  of  indigenous  manu- 
facture will  soon  be  produced.  Many  other  ship  fittings 
which  had  to  be  imported  before  the  war  are  now  being 
manufactured  locally.  Among  these  are  anchors,  windlasses, 
mine-sweeping  winches,  ventilating  fans,  prismatic  glasses 
for  portholes,  and  a  large  number  of  electric  fittings.  India, 
however,  has  not  yet  been  able  to  undertake  the  manufac- 
ture of  boilers,  while  other  equipment  such  as  electric  gen- 
erators and  apparatus,  submarine-detecting  gear,  navigating 
instruments,  solid  drawn  steel,  brass  and  copper  tubes  and 
pipes,  and  non-magnetic  plating  and  armament  have  also 
still  to  be  imported. 

So  far  as  aircraft  manufacture  is  concerned  India,  owing 
to  the  same  considerations  as  those  applying  to  motor 
manufacture  has  not  yet  got  beyond  the  stage  of  assembly 
plant.  Several  heavy  chemical  factories  have  made  progress 
in  the  past  twelve  months,  and  the  manufacture  of  T.N.T. 
has  been  started  at  an  ordnance  explosive  factory.  Another 
notable  new  product  recently  reported  is  ammonia — also  at 
an  ordnance  factory. 

Last  year  there  was  something  like  a  four-fold  increase 
over  the  greater  part  of  the  war  supply  field,  and  this  year 
the  demands  on  India  may  well  prove  gigantic. 

NEW  A.A.  GUN  PLATFORM 

From  Robert  Williamson* 

In  twelve  days  a  workshop  in  the  English  Midlands  has 
produced  an  anti-aircraft  gun  platform  of  simplified  design 
which  has  now  been  accepted  as  standard. 

The  original  design  was  a  riveted  construction  of  rolled 
steel  sections,  demanding  many  man-hours  to  make.  A 
simple  design  of  sheet  metal  construction,  arc-welded 
instead  of  riveted,  was  suggested.  The  Government  asked 
how  long  it  would  take  to  turn  out  a  test  platform. 

It  was  promised  within  14  days.  Four  draughtsmen, 
working  under  the  chief  designer,  produced  the  drawings 

*London  correspondent  The  Engineering  Journal. 


THE  ENGINEERING  JOURNAL     August,  1942 


471 


overnight.  Construction  began  in  the  morning  and  went  on 
continuously  day  and  night. 

In  ten  days  the  components  were  ready  for  assembly, 
and  in  two  days  more  the  completed  platform  was  towed 
off  for  test — 48  hours  before  the  stipulated  date. 

After  official  tests  the  simplified  platform  was  accepted, 
within  a  month,  as  the  standard  design,  with  much  saving 
to  Britain  in  man-power,  materials,  machine  hours  and 
money. 

DRYING  WITH  INFRA-RED  LAMPS 

From  Trade  and  Engineering,  April,  1942. 

The  infra-red  radiant-heat  lamp  is  a  new  industrial  tool 
which  promises  to  have  a  wide  field  of  usefulness.  It  has 
been  used  in  America  chiefly  for  baking  finishes  on  metal, 
but  is  being  applied  in  other  ways  because  of  its  advantages 
over  more  conventional  methods  of  heating  and  for  the  solu- 
tion of  problems  which  cannot  be  tackled  by  other  means. 

Radiant  heating  is  not  new  in  principle,  but  when  ap- 
plied by  suitably  designed  and  disposed  electric  lamps  it 
offers  a  convenient,  easily-controlled,  and,  above  all,  fast 
method  of  heating.  Two  types  of  lamps  are  made,  having 
tungsten  and  carbon  filaments,  in  250,  500  and  1,000  watt 
sizes.  In  order  to  provide  the  maximum  proportion  of  heat 
radiation  the  lamps  operate  at  a  somewhat  lower  tempera- 
ture than  ordinary  incandescent  lamps,  and  have  a  life 
of  up  to  10,000  working  hours.  The  carbon  filament  lamp 
is  said  to  emit  a  higher  proportion  of  useful  heat  radiation, 
but  has  the  disadvantage  that  the  glass  blackens  sooner. 

The  use  of  the  flame-proof  radiant-heat  lamp  enables 
heating  to  be  used  for  drying  finishes  where  before  only 
air-drying  was  possible.  Some  remarkable  reductions  of 
drying  schedules  have  thereby  been  effected.  A  New  York 
firm  producing  advertising  signs  found  that  whereas  with 
air-drying  the  paint  took  12  hours  to  dry,  the  work  could 
be  done  in  lYi  minutes  by  using  infra-red  lamps.  The 
finish  was  much  better  because  there  was  little  time  for 
dust  to  settle  on  the  surface. 

Even  where  convective  heating  was  previously  used,  the 
change  to  infra-red  lamps  can  often  cut  down  drying  times 
considerably,  partly  because  the  maximum  temperature 
differential  can  be  brought  to  bear  on  the  work  and  also 
because  special  new  finishes  have  been  introduced  to  take 
advantage  of  this  method  of  heating.  Cases  have  been 
quoted  where  times  have  been  reduced  from  1-4  hours  by 
oven  drying  to  2-15  minutes  by  radiant-heat  lamps.  For 
finishing  local  repairs,  where  several  coats  of  paint  may  be 
required,  the  saving  in  time  may  run  into  days. 

Radiant  heating  lends  itself  admirably  to  continuous 
operation.  In  the  usual  method  the  articles  to  be  dried,  pro- 
viding they  are  not  too  irregular  in  shape,  are  hung  from  a 
conveyor  and  passed  through  a  circular  tunnel  of  lamps 
which  completely  surround  the  work.  Motor-car  bodies 
and  other  massive  parts  are  pushed  into  the  oven  and  left 
for  the  necessary  time.  If  desired  the  lamps  can  be  arranged 
to  be  switched  on  automatically  as  the  work  passes  be- 
neath them.  Where  flat  sheets  have  to  be  heated  from  one 
side  only  they  are  carried  in  a  horizontal  position  below  a 
long  bank  of  lamps.  Some  very  long  ovens  have  been 
constructed  on  this  principle.  The  Ford  Motor  Company, 
which  pioneered  the  use  of  radiant  heat  lamps  in  America, 
recently  installed  a  tunnel  300  ft.  long  and  10  ft.  wide, 
containing  8,500  260-watt  lamps. 

MODERN  TIMBER  CONNECTOR  CONSTRUCTION 

L.  P.  KEITH 

Structural  Engineer,  Timber  Engineering  Company, 
[Washington,  D.C.,  U.S.A. 

The  shortage  of  materials  and  the  scarcity  of  labour  in 
Europe  after  World  War  I  led  to  a  critical  analysis  of  con- 
struction methods  and  building  materials. 

Wood  was  a  structural  material  more  available  than 
many,  so  it  is  no  wonder  that  it  and  its  use  were  carefully 


scrutinized.  Why  were  timber  structures  less  economical 
than  they  should  be  ?  The  material  itself,  pound  for  pound, 
is  one  of  the  strongest;  it  is  easily  worked  by  local  labour; 
it  adapts  itself  to  varying  conditions  more  readily  than 
other  materials;  impact  up  to  100  per  cent  can  be  ignored, 
which  is  not  so  in  other  material  ;  allowable  working  stresses 
may  be  increased  a  greater  percentage  for  wind  loads  than 
for  any  other  structural  material;  and  structures  made  of 
it  are  easily  altered  to  meet  new  use-conditions. 

The  chief  indictment  against  the  timber  truss  was  the 
joint.  Expensive  metal  fittings  were  required.  Bolts  trans- 
mitting loads  from  one  piece  to  another  were  used  with 
low  design  stresses,  because  of  the  concentration  of  load  on 
a  relatively  small  portion  of  the  wood — that  surrounding  a 
bolt  and  only  a  short  distance  in  from  a  contacting  surface. 
The  result  was  so  much  face  area  required  at  a  joint  in 
order  to  place  all  the  needed  bolts,  that  between  joints 
there  was  much  more  wood  than  necessary  to  carry  the 
load.  Over-design  is  never  economical. 

The  first  step,  then,  was  to  strengthen  the  offending  joint. 
This  was  accomplished  by  magnifying  the  area  available 
around  a  bolt  with  a  ring,  concentric  with  the  bolt  and 
extending  half  the  depth  of  the  ring  into  each  of  the 
mutually  contacting  surfaces.  Splitting  the  ring  at  some 
point  in  the  circumference  produced  even  greater  load 
capacity  because  of  bearing  against  both  the  inside  and 
outside  walls  of  the  groove. 

Thus,  from  the  simple  expedient  of  placing  the  metal 
where  it  counts  the  most,  a  new  system  of  construction — 
modern  timber  connector  construction — came  into  prac- 
tice. Europe  readily  adopted  it,  and  there  were  many  fine 
examples  of  its  use.  Among  these  was  the  Stuttgart  railway 
station.  Outstanding  and  perhaps  astounding  was  a  600-ft. 
radio  tower  erected  in  Germany.  A  Russian  engineer  pass- 
ing through  the  Lumber  Industry  House  at  the  Century 
of  Progress  Exhibition  told  me  in  his  broken  English  of 
his  use  of  connectors  in  Russia  in  1927  in  a  building  800 
ft.  long  with  a  clear  span  of  200  ft.  Incidentally,  the  glued 
laminated  timber  arch  was  another  development.  Both  were 
advances  in  the  use  of  wood  and  both  helped  to  solve  the 
rehabilitation  programme  by  carrying  it  on  in  spite  of 
scarcity  of  material  and  labour. 

Meanwhile  on  this  continent,  we  were  enjoying  the 
extravagant  twenties.  Timber  construction  was  practically 
ignored  by  the  engineering  profession  and  was  left  to  car- 
penters; engineering  schools  devoted  a  minimum  of  atten- 
tion to  timber  design. 

In  the  depression  of  the  early  thirties  the  lumber  industry 
realized  that  the  best  way  to  increase  the  sale  of  wood  was 
to  make  its  use  more  economical.  The  Department  of 
Commerce  of  the  U.S.  suggested  connectored  construction, 
so  successful  in  Europe  during  the  previous  decade,  as  the 
best  means  of  accomplishment.  Accordingly,  the  National 
Lumber  Manufacturers  Association  organized  the  sub- 
sidiary, Timber  Engineering  Company,  a  wholly  owned 
industry  company,  to  make  connectors  available  in  this 
country.  Never,  however,  was  it  felt  that  merely  so  much 
hardware  was  being  offered  ;  rather,  with  vision  and  imagin- 
ation, it  was  realized  from  the  start  that  it  was  a  system 
of  construction  which  was  being  presented  to  the  building 
public. 

Progress  was  slow.  There  was  none  too  much  building. 
Engineers  were  still  skeptical  about  the  modernity  of  any 
wood  construction.  Vast  educational  work  had  to  be  done. 
There  were  many,  many  discouragements. 

Time  went  on,  and  results,  meagre  at  first,  appeared.  In 
1934,  a  radio  tower  for  Edgeworth  Tobacco  Company  was 
built  outside  of  Richmond,  Virginia.  This  was  a  self- 
supporting,  three-legged  tower,  323  ft.  high  with  all  mem- 
bers, both  tension  and  compression,  of  wood.  Last  year 
five  organizations  and  thirty  universities  and  laboratories 
tested  timber  connectors  or  conducted  special  studies,  and 
requests  from  heads  of  engineering  departments  were  for 


472 


August,  1942    THE  ENGINEERING  JOURNAL 


some  six  thousand  complimentary  copies  of  the  National 
Lumber  Manufacturers  Association  publication  Wood 
Structural  Design  Data  to  be  placed  personally  in  the  hands 
of  senior  engineering  students. 

Timber  design  was  revolutionized  by  this  new  system  of 
construction.  Characteristics  of  it  are: 

Tension  members  of  wood.  The  material  was  always 
strong  in  tension,  but  pieces  could  not  be  connected  to 
develop  this  strength. 

The  spaced  column  principle:  two  or  more  members 
separated  by  blocks  at  each  end  held  in  place  by  con- 
nectors and  a  centre  length  spacer  block,  bolted,  form  a 
spaced  column.  The  end  blocks  so  connected  give  re- 
straint to  the  column  ends,  thereby  increasing  the  load 
capacity  as  a  column  over  what  it  would  have  as  simple 
column  of  equal  length,  least  dimension  and  cross  sec- 
tional area. 

The  elimination  of  expensive  hardware,  such  as  shoes, 
heel  plates,  etc.,  and  the  labour  to  place  these  items. 

The  S3rstem  lends  itself  either  to  préfabrication  at  a  dis- 
tant plant  or  to  fabrication  at  the  site.  Unskilled  and 
untrained  labour  can  easily  fabricate  or  erect  it,  so  it  was 
regarded  favourably  by  relief  agencies. 

When  fabricated  at  the  building  site,  trusses  are  generally 
laid  out  in  a  horizontal  position  with  the  members  held  in 
place  either  by  tacking  or  clamping.  Holes  are  bored,  with 
care  being  taken  to  keep  the  drill  plumb.  The  truss  is  then 
either  taken  apart  to  cut  the  grooves  for  types  requiring 
this  treatment  or  toothed  types  inserted  between  the  mem- 
bers before  applying  pressure  to  bring  them  into  place. 
Where  grooves  are  to  be  made  for  split-rings  or  shear  plates, 
a  pilot  is  inserted  in  the  hole,  and  a  cutter  head  then  cuts 
the  groove  to  the  necessary  depth  and  size.  The  diameter 
of  the  split-ring  groove  is  slightly  more  than  that  of  the 
ring  when  closed  so  that  when  in  place  there  is  bearing 
against  both  the  inside  and  outside  walls  irrespective  of 
whether  the  timbers  shrink  or  swell. 

This  operation  is  suitable  for  a  relatively  small  job. 
Obviously  when  many  trusses  are  to  be  made  the  going 
would  be  somewhat  slow.  One  defence  plant  is  at  present 
inquiring  for  2,000  trusses  involving  the  use  of  5,000,000 
ft.  of  lumber. 

A  large  job  can  be  prefabricated  more  economically, 
either  by  the  contractor  in  his  own  plant  on  the  premises 
or  by  sawmill  or  roof  truss  company  even  at  a  distant  point. 
In  either  case  the  truss  is  shop  detailed  just  as  a  steel 
fabricator  might  do,  with  grooves  indicated  far-side,  near- 
side, or  both  sides  as  may  be  required.  Multiple  drills  and 
other  arrangements  then  permit  rapid  manufacture. 

Leading  up  to  our  present  contribution  to  the  war  pro- 
gramme, in  which  one  pound  of  steel  in  the  form  of  con- 
nectors, bolts,  etc.,  used  with  wood,  releases  about  twelve 
pounds  of  structural  steel  for  tanks,  guns,  ships,  etc.,  were 
two  large  governmental  programmes  in  which  modern 
timber  construction  established  itself  favourably  with 
Federal  agencies  destined  to  become  responsible  for  our 
war  construction  programme. 

The  first  of  these  was  the  C.C.C.  programme.  Major 
Andre  Violante,  C.Q.M.,  reviewed  this  work  in  articles 
appearing  in  the  Quartermaster  Review  in  May-June,  1940. 
The  portable  camp  buildings  were  designed  with  the  roof 
panels  a  combination  of  the  functions  of  a  roof  surface  and 
the  upper  chord  of  a  truss.  The  rafters  were  thus  both 
integral  parts  of  roof  panels  and  the  upper  chords  of  trusses 
ten  feet  on  centres.  The  truss  connections  required  more 
strength  than  could  be  developed  by  bolts,  so  timber  con- 
nectors were  indicated.  The  system  lent  itself  to  pré- 
fabrication, and  this  meant  speed  in  completion.  In  1934, 
these  buildings  were  on  trial  and  their  performance  was 
being  compared  to  that  of  conventionally-built  buildings 
of  the  same  size  but  without  connectors.  Major  Violante 
recites  instances  of  where  portable  structures  with  men 
inside  have  been  lifted  by  wind  off  foundation  posts  with 


no  resultant  damage  except  for  the  labour  incidental  to 
re-erecting  them  on  the  foundations.  Five  C.C.C.  camps 
were  in  the  path  of  a  Florida  hurricane;  two  were  of  rigid 
construction  and  three  were  connectored  prefabricated 
camps.  The  two  of  rigid  construction  were  seriously 
damaged,  many  of  the  buildings  collapsing,  whereas  the 
three  connectored  camps  escaped  practically  unharmed, 
although  many  trees  several  feet  through  the  bole  within 
these  portable  camps  were  blown  down.  Because  of  per- 
formance the  connectored  type  was  adopted  as  standard  in 
1935,  and  Major  Violante  states  the  Quartermaster  Corps 
of  the  Army  accomplished  the  biggest  prefabricated  job  of 
the  country,  if  not  in  the  world. 

The  other  programme  which  provided  evidence  of  the 
merit  of  the  connector  system  of  timber  construction  was 
the  construction  of  hangars  by  the  Canadian  Department 
of  National  Defence,  accounts  of  which  were  duly  recorded 
in  both  the  Military  Engineer  (July- August,  1941)  and  the 
Quartermaster  Review  (July- August,  1940).  Prefabricated 
connectored  hangar  units  (112  by  160  ft.)  were  erected, 
and  the  governmental  department  announced  that  the 
savings  were  estimated  at  $2,500,000.  Incidentally,  con- 
nectors were  shipped  to  New  Zealand  for  a  similar  purpose. 

CADMIUM  IMPORTANT  IN  INDUSTRY 

From  Trade  &  Engineering,  June,  1942 

A  scarcity  in  the  last  war  focused  attention  on  the  use 
of  cadmium  in  solders  and  took  the  price  of  American  sup- 
plies of  the  metal  to  6s.  8d.  a  lb.  Today  there  is  a  similar 
increase  in  its  importance,  with  a  trebling  of  its  price.  It 
has  proved  invaluable  as  a  substitute  for  tin  in  bearing 
metals  for  taking  heavy  loads,  for  resisting  wear  and  dis- 
tortion, and  for  use  at  temperatures  at  which  tin-base  bear- 
ing alloys  would  be  useless.  Yet  though  cadmium  is  rather 
like  tin  in  mechanical  properties,  other  commercial  uses 
are  reminders  that  it  is  the  brother  of  zinc  both  in  chemistry 
and  in  the  electromotive  series  of  metals,  which  explains 
the  superiority  of  zinc  and  cadmium  in  plating  iron  and 
steel. 

America,  Upper  Silesia,  Canada,  and  Australia  are  pro- 
ducers of  cadmium,  the  New  World  being  predominant 
with  an  annual  output  of  4,500,000  lb.  The  metal  is  chiefly 
a  by-product  of  zinc  extraction,  the  more  volatile  cadmium 
coming  over  first  and  appearing  in  the  "blue  powder"  col- 
lected before  the  zinc  distils.  Apart  from  the  well-known 
methods  of  production,  like  those  used  in  the  electrolytic 
refining  of  zinc  and  in  separating  cadmium  from  subsidiary 
dusts  from  the  lead  blast-furnace,  interest  now  centres 
chiefly  on  the  modern  distillation  and  refining  processes 
used  at  New  Jersey  and  on  the  continuous  vertical  retorts 
used  at  Avonmouth,  where  the  cadmium  sponge  extracted 
is  cast  into  anodes  of  99.95  per  cent  purity. 

Before  cadmium  plating  assumed  such  importance  and 
when  the  new  bearing  and  brazing  alloys  were  unheard  of, 
cadmium  was  somewhat  of  a  "pretty"  metal,  providing 
pigments  for  pottery  and  paints.  Cadmium  found  other 
commercial  outlets  in  alkaline  batteries,  in  fusible  plugs 
for  automatic  fire  sprinklers,  and  in  alloys  with  copper  for 
giving  resistance  to  abrasion  in  electrical  overhead  con- 
ductors, such  as  trolley  wires.  A  recent  addition  to  the 
list  of  alloys  having  high  electrical  and  tensile  properties 
is  a  bronze  containing  0.9  per  cent,  of  cadmium  and  0.35 
per  cent  of  zirconium. 

Tin-lead-cadmium  and  cadmium-zinc  alloys  constitute 
solders  useful  for  many  purposes.  In  the  first  of  these  cad- 
mium reduces  the  amount  of  tin,  while  in  the  second  it 
completely  replaces  it  in  a  solder  containing  40  per  cent 
of  cadmium  and  60  per  cent  of  zinc,  which  gives  joints  of 
satisfactory  strength  and  the  highest  shear  strength  of  any 
alloy  of  the  two  metals. 

Cadmium  has  won  a  prominent  place  in  electroplating. 
While  both  cadmium  and  zinc  are  superior  to  copper,  nickel, 
and  chromium  in  protecting  iron,  cadmium  surpasses  zinc 


THE  ENGINEERING  JOURNAL     August,  1942 


473 


in  non-accumulation  of  corrosion  products  to  hinder  the 
smooth  working  of  exposed  mechanisms;  in  the  ease  with 
which  cadmium  plate  can  be  soldered  (hence  its  use  in  the 
electrical  industry)  ;  and  in  resistance  to  alkalis,  which 
makes  it  invaluable  in  textile  machinery  and  domestic 
washing  appliances. 

LONDON'S  TRAM  LINES 

Wrenched  Up  to  Build  Tanks  and  Battleships 

Robert  Williamson* 

Britain's  old  tram  rails,  tons  of  which  are  going  into  the 
melting-pot  every  day,  will  soon  roll  out  of  war  factories 
all  over  the  country  in  the  shape  of  tanks,  guns  and  other 
arms. 

The  eighty  miles  of  tram  rails  abandoned  in  London  since 
trolley-buses  have  taken  the  place  of  trams  are  made  of 
high  grade  steel.  All  over  London  they  are  being  wrenched 
up  from  the  roads  and  more  than  half  the  work  has  been 
completed.  Since  it  began  last  year,  some  16,000  tons  of 
metal  have  been  recovered,  and  one  London  borough  alone 
has  taken  up  more  than  2Yi  miles  of  track  and  sent  it  off 
to  the  scrap  metal  depots.  Other  materials  taken  up  are 
being  used  to  restore  the  roads.  Old  granite  paving,  for 
example,  is  broken  up  to  make  asphalt. 

Apart  from  tram  lines,  railings  and  iron  gates  all  over 
Britain  are  yielding  a  steady  flow  of  metal  for  arms  pro- 
duction. More  than  200,000  tons  of  metal  have  been  re- 
covered, the  equivalent  in  weight  of  about  12,500  Valentine 
tanks;  or  enough  for  the  steel  of  thirteen  35,000-ton  battle- 
ships. 

Just  under  one-half  of  the  total  is  from  London. 

MOLYBDENUM  INDUSTRIAL  APPLICATION 

From  Trade  &  Engineering,  April,  1942 

Though  molybdenum  has  been  known  as  a  metallic  pow- 
der for  150  years,  it  remained  a  curiosity  until,  on  the  one 
hand,  it  proved  important  in  guns,  armour  plate,  aircraft 
steels  and  special  constructional  steels,  and,  on  the  other, 
the  pure  metal  plate  and  wire  found  wide  use  in  radio 
valves  and  X-ray  equipment.  Regarded  at  one  time  as  an 
unknown  factor  in  metallurgy,  its  true  role  in  high-class 
constructional  steels,  saw  steels,  die  steels,  propeller  shafts, 
permanent  magnets,  and  steel  rolls  has  now  been  fully 
established. 

Molbydenum  is  not  a  deoxidizer  but  an  enhancer  of  the 
mechanical  properties  of  steel,  reducing  the  softening  effect 
of  tempering  so  as  to  widen  the  range  of  mechanical  prop- 
erties. In  the  general  view  it  is  classed  with  vanadium  and 
tungsten,  although  a  study  of  its  properties  will  show  con- 
siderable divergence  from  the  characteristics  of  these  two 
metals.  In  high-speed  steels,  however,  it  has  been  used  as 
a  substitute  for  tungsten,  like  which  it  commands  uses  in 
the  pure  form,  as  ferro-alloy,  and  in  chemical  compounds. 

While  the  demands  of  warfare  will  increase  the  use  of 
the  metal  for  radio  work,  this  increase  will  not  be  com- 
parable to  the  upward  curve  of  consumption  in  alloy  steel 
for  aircraft  and  motor-vehicles,  in  nitriding  steels,  in  im- 
proving grey  iron  castings,  and,  especially  in  the  United 
States,  in  rolls  for  both  iron  and  steel.  Indeed,  in  that 
country  its  use  in  iron  rolls  seems  as  common  as  in  steel 
rolls,  while  it  is  also  included  in  rolls  for  brass,  copper, 
bronze  and  other  non-ferrous  metals.  It  is  claimed  that  it 
produces  a  stronger  roll,  reduces  breakages,  and  ensures  a 
smoother  and  better  finish  in  the  rolled  product.  To  these 
wide  applications  must  be  added  its  use  in  alloys  for  pressing 
bakélite;  as  a  substitute  for  diamonds  in  wire-drawing;  in 
alloys  with  copper  for  contact  terminals;  in  alloys  with 
platinum  to  replace  iridium  alloys  for  thermo-elements;  and 
in  Hastelloys  in  which  from  17  to  20  per  cent  of  molyb- 
denum is  included  along  with  nickel,  iron,  chromium,  tung- 

*London  correspondent  of  The  Engineering  Journal 


sten  or  manganese  for  plant  requiring  strong  resistance  to 
corrosive  chemicals. 

The  unalloyed  metal  was  commonly  regarded  as  rare. 
It  was  first  prepared  by  Moissan  and  is  now  produced  by 
reducing  in  hydrogen  an  oxide  which  has  been  previously 
volatilized  from  the  the  roasted  ore  and  condensed  in  special 
receivers  in  a  crystalline  form.  The  crude  grey  molybdenum 
from  an  electric  furnace  containing  6  per  cent  carbon  and 
some  iron  is  useless  for  high-grade  electrical  work,  as  was 
the  early  German  commercial  form  prepared  from  calcium 
molybdate  by  reduction  with  carbon.  The  reduced  metal 
powder  is  pressed  into  bars,  sintered,  swaged,  and  drawn 
into  wire  in  a  manner  similar  to  that  used  in  treating 
tungsten.  The  metal  is  softer  and  more  easily  worked  than 
tungsten,  and  the  sheet  can  be  bent  cold  and  stamped 
into  shape  by  ordinary  steel  tools  even  when  manufacturing 
the  hemispherical  cups  used  in  X-ray  reflectors.  The  average 
tensile  strength  determined  by  the  Fansteel  Products  Com- 
pany is  260,000  lb.  per  sq.  in.,  though  when  measured 
parallel  to  the  direction  of  rolling  it  is  appreciably  higher. 

Electkical  Uses 

Molybdenum  wire  is  largely  used  in  radio  valves,  the 
metal  proving  pliable  enough  for  weaving  the  small  screens 
and  maintaining  its  properties  at  the  high  temperatures  at 
which  the  valves  operate.  Thoriated  molybdenum  with  a 
high  electron  emissivity  may  be  produced  by  including 
thorium  nitrate  before  the  reduction  process;  uranium  oxide 
has  been  specified  as  an  alternative  activating  agent.  Molyb- 
denum wire  is  of  value  as  a  heating  element  in  electric 
furnaces  for  temperatures  up  to  2,000  deg.  C.  provided  that 
a  suitable  refractory  of  a  porous  nature  is  used  to  permit 
diffusion  of  hydrogen  into  the  tube  (a  hydrogen  atmosphere 
must  be  maintained  in  the  furnace).  The  Fansteel  Company 
has  found  zirkite  a  suitable  packing  material  and  alundum 
trustworthy  for  making  the  tubes  of  the  wire-wound  fur- 
naces used  in  many  operations.  Molybdenum  has  appeared 
also  in  spot-welding,  having  greater  strength  than  copper 
and  showing  little  tendency  to  wear  and  to  stick  to  the  work 
under  treatment. 

While  calcium  molybdate  has  long  been  known  as  inter- 
mediate between  the  ore  and  the  steel  bath,  other  salts  of 
molybdic  acid  have  proved  valuable.  The  ammonium  salt, 
the  well-known  reagent  for  phosphorus  determination,  is  a 
germicide  for  cloth,  a  fire-proofing  agent,  and  an  inter- 
mediate in  dyeing  wool  and  silk,  as  also  is  the  sodium  sail. 
Molybdates  impart  a  blue  colour  to  pottery  and  to  glazes; 
molybdenum  tannate  is  applied  in  colouring  rubber  and 
leather;  and  other  molybdenum  products  have  appeared  in 
lakes  and  pigments.  As  a  catalyst  for  converting  toluene 
into  benzaldehyde,  anthracene  into  anthraquinone,  and 
napthalene  into  phthalic  acid,  the  anhydride  of  molybdic 
acid  seems  to  have  gained  an  established  position. 

BOMB  DAMAGE  TO  A  TUNNEL 

From  Aeronautics  (London),  June,  1942 

Railways  have  from  the  first  attracted  all  those  who  plan 
bombing  offensives.  And  a  great  deal  of  pertinent  inform- 
ation has  been  amassed  upon  the  vulnerability  of  metals 
and  marshalling  yards,  of  junctions,  and  of  other  nodal 
points  in  modern  railway  systems.  The  general  inference  to 
be  drawn  from  experience  to  date  is  that  railways  are  less 
vulnerable  than  had  originally  been  supposed.  It  has  been 
found  that  permanent-ways  can  be  repaired  with  great 
swiftness  by  specialized  gangs  of  workpeople  who  move  to 
the  spot  in  transport  vehicles  equipped  with  appropriate 
tools.  Some  astonishing  feats  of  repair  have  been  success- 
fully completed  by  the  British  railway  companies.  More 
recently  the  railway  companies  have  been  studying  the 
repair  of  tunnels  damaged  by  bombs,  for  here  the  impression 
was  fairly  general  that  a  direct  hit  would  put  a  railway  line 
out  of  action  for  an  extended  period.  Once  again  experience 
tends  to  show  that  the  powers  of  repair  and  recuperation 


474 


August,  1942    THE  ENGINEERING  JOURNAL 


are  equal  to  the  powers  of  such  bombs  as  have  been  used 
up  to  the  present.  The  cautionary  remark  is  here  necessary 
that  this  does  not  necessarily  mean  that  the  damage  done 
by  the  larger  bombs  which  may  be  used  in  the  future  will 
not  be  more  extensive  and  more  difficult  to  put  right. 

No  better  means  of  indicating  to  the  Royal  Air  Force 
and  all  who  are  interested  in  the  vulnerability  of  targets  to 
aerial  bombardment,  and  particularly  the  case  of  the  rail- 
way tunnel,  can  be  devised  than  by  giving  an  actual  case, 
and  for  this  special  diagrams  have  been  prepared,  based  on 
published  work  and  especially  that  which  appeared  in 
The  Engineer  of  April  3,  1942  (page  281).  In  the  diagrams 
there  set  out  the  factual  basis  for  the  illustrations  which 
accompany  this  article  was  given.  A  case  which  provides  a 
good  foundation  of  reasoning  on  the  subject  is  that  of 
Knight's  Hill  tunnel  on  the  electrified  double-line  that  runs 
from  Peckham  Rye  to  Tulse  Hill  and  Streatham,  which  is 
a  tunnel  of  brickwork  through  London  clay.  A  high  explosive 
bomb  penetrated  this  tunnel  and  exploded  behind  the 
up-side  wall,  forming  a  crater  and  breaking  in  the  tunnel 
ground  inside  wall. 

About  40  feet  of  the  tunnel  were  completely  filled  in  with 
clay. 

The  sequence  of  events  can  then  be  followed  from  the 
diagrams.  The  first  step  of  the  repair  was  the  driving  of 
sheet  steel  piling  behind  the  damaged  wall,  this  piling  being 
then  strutted  to  the  opposite  slope,  the  struts  being 
arranged  above  the  level  of  the  tunnel  roof.  Excavation 
was  the  next  step,  with  further  strutting  of  the  piling  and 
trenching   along   the   damaged   side.    The   side   wall   was 


These  figures  illustrate  the  damage  done  to  a  railway  tunnel 
by  air  bombardment  and  the  successive  stages  of  repair. 

Fig.  1 — Above  is  shown  the  result  of  a  direct  hit  which  pene- 
trated several  feet  of  earth  and  exploded  behind  the  up-side 
tunnel  wall,  blocking  both  lines  for  a  distance  of  over  40  feet. 
The  debris  in  this  instance  was  clay. 

Fig.  2. — Having  enlarged  the  crater  and  stabilized  the  sides, 
steel  sheet  piling  is  driven  into  the  earth  just  behind  the  site 
of  the  shattered  wall  and  strutted  across  to  the  opposite 
wall  with  12  in.  by  12  in.  timber  joists. 

Fig.  3. — The  clay  is  then  excavated  to  the  level  and  shape  shown 
above,  and  a  trench  taken  out  against  the  damaged  side  wall. 
Additional  support  is  given  to  the  dumping  of  clay  and  12  in. 
by  12  in.  timber  strutted  across  to  give  maximum  strength 
to  the  opposite  undamaged  wall. 

Fig.  4. — The  new  wall  is  then  rebuilt  just  clear  of  the  steel 
piling  and  timber  centres  erected  to  the  lower  main  struts  to 
receive  the  wooden  templates  on  which  the  tunnel  crown  will 
be  built. 


rebuilt  and  all  the  brickwork  repaired.  The  clay  was 
cleared  from  the  inside  of  the  tunnel  and  the  line  reopened 
to  traffic.  The  last  move  was  the  filling  of  the  crater  to  the 
original  ground  level. 

This  case  if  of  particular  interest,  inasmuch  as  there  is  a 
popular  idea  that  a  railway  tunnel  constitutes  the  most 
vulnerable  of  all  transport  targets  for  the  air  bomber.  It 
has  already  been  said  that  it  may  happen  that  newer  and 
bigger  bombs  may  come  into  service  which  do  increase  the 
vulnerability  of  these  tunnels,  but  it  is  also  clear  that 
during  the  sustained  and  heavy  raiding  of  England  by 
Germany  a  railway  tunnel,  even  after  a  direct  hit,  could 
be  repaired  with  remarkable  and  unexpected  rapidity. 

The  general  and  bigger  lesson  to  be  learned  is  that 
appropriate  equipment,  competent  staffs,  sound  planning, 
and  energetic  and  loyal  workers  enable  miracles  of  repair 
work  to  be  achieved  under  the  stress  of  war.  The  case  of 
the  Knight's  Hill  tunnel  is  one  of  many,  and  in  all  of  them 
proof  was  given  of  this  power  of  recuperation. 

PLASTICS  USE  IN  "LITTLE  SHIPS" 

From  Trade  &  Engineering,  May,  1942 

Details  have  been  recently  published  in  America  of  the 
part  played  by  plastics  in  the  construction  of  small  fast 
surface  craft.  A  writer  in  the  current  issue  of  Modem  Plastics 
states:  "To-day  a  New  Orleans  boat-builder  is  using  resin- 
bonded  plywood  where  solid  timbers  were  used  yesterday, 
and  providing  the  United  States  Navy  with  motor  torpedo 
patrol  boats,  landing  boats,  and  vehicle  carriers  which  will 
write  a  new  chapter  in  the  history  of  the  little  boat." 

In  the  construction  of  the  new  craft  the  technique  de- 
veloped for  the  use  of  plastics  in  aeroplane  construction  has 
been  very  closely  followed.  Side  panels,  deck  planks,  bulk- 
heads, partitions,  etc.,  are  in  plastic-bonded  plywood  while 
for  wind  shields  and  port  lights  transparent  acrylic  sheet 
replaces  the  heavier  glass.  The  entire  sides  of  these  boats 
from  the  sheer  to  the  chine  are  single  panels  of  plywood, 
Honduras  mahogany  is  the  basic  material,  and  a  special 
phenolic  resinoid  is  the  bonding  agent.  The  laminated  panels 
produced  are  84  ft.  by  8  ft.  and  are  stated  to  be  the  largest 
known  to  the  industry.  These  sheets  are  cut  by  the  template 
and  applied  directly  to  the  sides  of  the  boats.  The  transom, 
which  has  rounded  corners,  is  moulded  in  one  piece,  as  are 
also  the  machine-gun  turrets,  in  which  it  is  claimed  it  is 
almost  impossible  to  detect  a  joint.  The  high-speed  triple- 
screw  motor  torpedo-boats  thus  constructed  are  70-80  ft. 
in  length,  capable  of  carrying  four  21  in.  torpedo  tubes, 
two  twin  50-calibre  anti-aircraft  machine-guns,  and  eight 
depth  charges.  They  are  manned  by  a  crew  of  10  men  and 
can  do  up  to  50  knots. 

POSITION  FINDING  BY  WAVES 

From  The  Engineer,  May  1,  1942 

The  perception  of  the  presence  of  an  object  by  its  effect  on 
waves  sent  to  it  by  an  observer  has  been  practised  in  many 
aspects  and  for  many  purposes.  Leaving  out  the  most  uni- 
versal of  applications,  namely,  the  manner  in  which  we  use 
light  for  seeing  objects,  there  are  two  branches  of  physics, 
namely,  acoustics  and  wireless,  in  which  reflected  waves 
have  entered  practical  affairs.  But  long  before  human  beings 
studied  physics,  the  echoes  of  sound  waves  were  employed 
by  animals.  For  instance,  a  bat,  it  is  thought,  may  sense 
obstacles  confronting  it  in  its  flight  by  means  of  the  echo 
from  them.  Similarly,  a  blind  man  or  a  man  in  a  black-out 
senses  the  presence  of  a  wall  as  he  approaches  it  by  subtle 
echoes  of  his  footfalls.  Everyone  must  have  noticed  how, 
when  walking  past  a  row  of  shop  windows  in  the  dark,  it  is 
easy  to  distinguish  window  fronts  from  doorways  by  aid  of 
these  muffled  echoes.  A  more  refined  instance  of  the  same 
phenomenon  is  afforded  by  those  blind  persons  who  can 
come  into  a  room  and  after  speaking  a  few  sentences  give  a 
fairly  accurate  estimate  of  its  length,  height,  and  breadth. 


THE  ENGINEERING  JOURNAL     August,  1942 


475 


This  feat  clearly  involves  "position  finding,"  for  the  direc- 
tion and  distance  of  each  wall — that  is,  its  position  relative 
to  the  observer — have  been  determined. 

The  same  skilled  blind  person  who  can  size  up  a  room 
may  be  unable  to  detect  a  lamp-post  which  he  is  approach- 
ing. Evidently  the  size  of  the  reflecting  surface  has  some- 
thing to  do  with  success.  This  raises  an  extremely  important 
point  in  both  range  finding  and  direction  finding  by  waves. 
The  mathematical  laws  of  the  matter  were  worked  out 
more  than  a  century  ago,  and  applied  to  optical  phenomena, 
by  Fresnel,  and  about  sixty  years  ago  they  were  applied  to 
acoustical  problems  by  Rayleigh.  An  abbreviated  summary 
of  these  laws  will  be  useful  for  the  purposes  of  this  article. 

The  General  Principle 

Fresnel's  main  principle  may  be  described  by  supposing 
that  we  set  up  a  fiat  circular  board  or  target  in  a  vertical 
plane  several  yards  away  from  an  observer  situated  on  its 
axis.  If  the  observer  blows  a  short  blast  on  a  whistle  he 
will  hear  an  echo.  The  intensity  of  the  echo  depends  on  the 
target's  distance  and  size.  According  to  Fresnel,  the  best 
size  of  target,  the  size  that  gives  the  strongest  echo,  is  such 
that  a  line  drawn  from  the  observer  to  the  periphery  of  the 
target  is  longer  than  the  line  drawn  from  the  observer  to 
its  centre  by  a  quarter  wave  length  of  the  sound  being 
employed.  This  may  be  called  the  optimum  relationship 
between  distance,  size  of  target  and  wave  length.  To  illus- 
trate, let  us  send  sound  of  wave  length  4  ft.,  about  275 
vibrations  per  second,  against  a  target  placed  800  ft.  away. 
Then  the  rule  indicates  that  the  diameter  of  target  which 
gives  the  best  echo  is  80  ft. 

What  happens  if  the  optimum  target  is  varied  in  size, 
other  things  being  kept  the  same?  First,  if  the  target  is 
reduced  the  intensity  of  the  echo  gradually  falls,  until  when 
the  diameter  becomes  of  the  same  order  as  the  wave  length 
the  wave  is  scattered  rather  than  reflected,  and  the  rule 
breaks  down.  Secondly,  if  the  target  is  enlarged,  say  by 
having  a  relatively  small  ring  placed  in  its  plane  round  its 
edge,  the  intensity  of  the  echo  will  again  fall.  This  paradox 
is  explained  by  noticing  that  the  path  of  the  rays  to  and 
from  the  added  ring  is  longer  than  the  path  of  rays  to  the 
corresponding  central  area  of  the  target  by  half  a  wave 
length,  and  the  waves  to  the  ring  and  to  the  centre  there- 
fore annul  each  other.  As  the  target  is  enlarged  steadily, 
the  intensity  of  the  echo  goes  through  maxima  and  minima, 
but  never  again  reaches  the  optimum  value,  however  big 
the  target  becomes. 

The  above  rule  may  be  put  in  algebraic  form  as  follows, 
when  the  distance  to  the  target  is  much  greater  than  a 
wave  length: — (Diameter  of  target)2  =  2  X  wave  length  X 
distance.  In  addition,  good  reflection  demands  that  the 
wave  length  should  be  smaller  than  the  diameter  of  the 
target. 

Although  the  theory  has  been  worked  out  only  for  a 
target  of  circular  shape,  the  general  conclusion  may  be  used 
as  a  guide  to  the  behaviour  of  a  reflector  of  any  shape. 
So  used,  it  explains  why  the  pedestrian  in  a  black-out  walks 
so  easily  into  the  lamp-post.  Sound  waves  made  by  footfalls 
are  not  short  enough  to  deal  with  lamp-posts.  For  suppose 
the  target  is,  say,  Yi  ft.  diameter  and  we  require  a  good 
echo  at,  say,  3  ft.  Then  the  formula  shows  that  the  optimum 
wave  length  is  H  m->  which  corresponds  to  a  pitch  of  26,000 
vibrations  per  second — a  very  high  frequency,  inaudible 
except  to  the  very  young  and  certain  small  animals.  It  is 
said  that  bats  when  flying,  emit  shrill  supersonic  waves  and 
so  steer  clear  of  quite  small  obstacles.  Perhaps  the  pedestrian 
could  help  himself  by  jingling  a  bunch  of  keys  as  he  walks 
along. 

Application  at  Sea 

One  of  the  earliest  engineering  applications  of  echo  prin- 
ciples was  to  the  detection  of  obstacles  submerged  in  the 
sea  and  dangerous  to  shipping.  The  idea  seems  to  have  been 
suggested   after   the   disaster  to   the   "Titanic"   in    1912. 


Thereafter,  numerous  inventors  attacked  the  problem  of 
producing  sound  waves  under  water  and  detecting  them  by 
submerged  microphones.  By  applying  Fresnel's  principle 
to  the  case  of  detecting  an  object  50  ft.  in  diameter  at  a 
distance  of  10,000  ft.,  we  find  that  the  optimum  wave  length 
is  3^8  ft-,  corresponding  to  a  note  of  frequency  40,000  vibra- 
tions per  second.  Thus  for  underwater  reflections  at  dis- 
tances of  more  than  a  mile  a  supersonic  frequency  is  desir- 
able when  the  object  is  of  the  above  order  of  magnitude. 
On  the  other  hand,  when  the  reflecting  surface  is  large — 
for  instance,  when  it  is  the  sea  bottom — waves  of  any  fre- 
quency will  serve.  Therefore,  in  depth  sounding  by  sound 
a  musical  note  is  often  used;  indeed,  very  often  the  "note" 
is  merely  the  thud  of  a  hammer  on  a  steel  plate  bolted  on 
the  bottom  of  the  hull.  The  echo  from  a  normal  sea  bottom 
is  excellent  whatever  the  length  of  the  sound  waves  used. 
In  operating  the  method,  the  note  is  emitted  as  a  short 
pulse,  and  the  times  of  emission  of  the  pulse  and  of  the 
return  of  the  echo  are  recorded  by  means  of  the  same  micro- 
phone on  a  chonographic  drum.  Knowing  the  velocity  of 
sound  in  water,  the  depth  is  easily  calculated  from  the 
observed  time  of  go  and  return. 

The  distance  to  the  reflecting  surface  is  the  only  quantity 
sought  in  depth  sounding,  but  when  the  obstacle  is  small, 
like  a  submerged  wreck,  its  bearing  is  also  desired.  Two 
alternatives  are  in  common  use.  In  one  the  sender  is  direc- 
tive, in  the  other  the  receiver.  When  using  a  directive  sender 
a  beam  of  sound  radiation  is  swept  round  a  horizontal 
circle  like  a  searchlight,  and  an  omni-directional  receiver 
is  used  for  listening  for  the  echo.  The  echo  only  comes  when 
the  sender  points  to  the  obstacle.  In  the  other  method  a 
sender  that  emits  sound  waves  in  all  directions  is  used 
and  a  directional  receiver  is  rotated  until  an  echo  is  picked 
up.  The  receiver  must  then  be  pointing  to  the  obstacle. 
It  should  be  noted  that  for  accurate  directional  work,  either 
sending  or  receiving,  the  shortest  possible  waves  should 
be  used.  This  fits  in  with  the  requirement  taught  by 
Fresnel's  principle.  A  very  successful  apparatus  was  de- 
veloped by  Langevin  in  1918-19.  In  this,  one  and  the  same 
quartz  plate  is  electrically  vibrated  at  supersonic  frequency, 
and  is  also  used  for  reception,  a  switch  being  employed  to 
connect  the  quartz  plate  to  the  transmitting  and  receiving 
circuits  in  rapid  succession.  In  this  apparatus  the  sender 
and  the  receiver,  being  identical,  are  both  directional,  and 
the  echo  is  obviously  picked  up  only  when  the  plate  faces 
towards  the  obstacle. 

Echoes  of  Electric  Waves 

The  principles  set  forth  above  apply  to  waves  of  all  kinds, 
including  electric  waves.  They  were  applied  by  early  in- 
vestigators of  Hertzian  waves  to  the  design  of  mirrors  for 
projecting  the  short  waves  then  used  in  laboratories — for 
a  mirror  is,  of  course,  a  reflecting  obstacle  which  is  placed 
rather  near  the  source.  But  as  short  waves  were  gradually 
discarded  by  communication  engineers  in  favour  of  long, 
the  phenomena  of  reflection  were  studied  less  and  less.  Still, 
the  Zeppelin  raids  of  1917-18  provoked  proposals  to  detect 
airships  by  reflection  of  wireless  waves — with  what  success 
was  never  published.  Investigators  returned  to  the  study 
of  reflection,  however,  after  Barkhausen  and  Kurz  opened 
up  a  new  method  of  generating  waves  less  than  a  metre 
in  length  by  means  of  thermionic  valves.  Later,  the  magne- 
tron was  invented  in  America  and  developed  to  great  effi- 
ciency in  Japan.  Everything  was  ready  by  the  year  1930 
for  the  application  of  short  electric  waves  to  the  detection 
and  placing  of  small  objects  by  echo  methods. 

An  interesting  description  of  a  prolonged  research  on 
short  wave  propagation  appears  in  the  "Proceedings"  of 
the  Institute  of  Radio  Engineers  for  March,  1933,  at  page 
464  et  seq.  The  paper  is  by  Carl  Englund  and  others,  of 
the  Bell  Telephone  Laboratories,  New  York,  and  gives  the 
results  of  experimental  studies  extending  over  several  years. 
The  main  feature  is  the  investigation  of  the  effects  of  the 
reflections  from  the  ground,  from  hills,  trees,  buildings,  and 


476 


August,  1942    THE  ENGINEERING  JOURNAL 


other  obstacles,  and  with  disturbances  of  the  field  due  to 
moving  objects.  The  wave  lengths  used  varied  from  3  m. 
to  12  m.  The  transmitter  was  stationary  and  the  receiver 
movable,  being  usually  accommodated  in  a  car.  It  was 
found  that  when  the  car  moved  in  the  neighbourhood  of 
the  transmitter  the  strength  of  the  received  signals  varied 
through  maxima  and  minima.  In  fact,  the  waves  reflected 
from  surrounding  obstacles  were  strong  enough  to  combine 
with  the  outward-going  waves  and  form  energetic  standing 
paves — that  is  to  say,  stationary  loops  and  nodes  of  electric 
force.  The  whole  area  for  miles  round  any  short-wave  trans- 
mitter is,  it  seems,  covered  with  a  fixed  interference  pattern, 
like  the  fringes  seen  in  certain  optical  demonstrations.  A 
car  movement  of  1  ft.  could  easily  be  detected  on  the  meter 
of  the  receiving  set.  As  the  receiving  set  was  carried  slowly 
past  trees  and  houses,  the  strength  of  signal  indicated  their 
presence.  Moving  obstacles  produced  movements  in  the 
loops  and  nodes  and  could  thus  be  detected  by  a  stationary 
receiver.  Thus  while  surveying  the  nodal  pattern  in  open 
country  on  a  certain  occasion,  the  observers  noticed  that 
an  aeroplane  flying  above  them  at  an  altitude  of  1,500  ft. 
produced  a  flutter  in  the  signals.  Going  to  a  neighbouring 
airport  it  was  found  that  incoming  aeroplanes  could  easily 
be  detected  at  a  distance,  sometimes  before  they  came  into 
sight.  The  strength  of  these  reflection  effects  is  under- 
standable, say  the  authors,  because  at  a  distance  of  some 
five  miles  an  elevated  object  is  exposed  to  a  field  intensity 
about  ten  times  that  existing  at  the  ground  beneath  it. 

A  method  of  estimating  the  distance  of  an  aeroplane  in 
flight  can  be  based  upon  the  phenomena  just  described. 
For  the  number  of  loops  and  nodes  between  the  sender 
and  receiver  can  be  counted.  This  number  depends  on  the 
wave  length  in  use,  and  by  slowly  changing  the  wave  length 
of  the  sender  and  counting  the  number  of  maxima  and 
minima  experienced  at  the  receiver,  an  estimate  of  the  total 
number  of  loops  and  nodes  can  be  made.  Hence  the  distance 
can  be  measured.  An  elaboration  of  this  principle  is  seen 
in  British  patent  No.  457,737,  of  date  May  18th,  1935, 
granted  to  the  Telefunken  Gesellschaft,  of  Berlin.  In  this 
improved  method  a  modulated  short  wave  is  employed  and 
the  modulation  frequency,  not  the  carrier  frequency,  is 
altered. 

Echo-Sounding  in  the  Air 

Observing  the  movement  of  loops  and  nodes  is  only  one 
way  of  utilizing  the  echo  from  a  reflecting  obstacle.  A 
simpler  way  is  to  pick  up  the  echo  direct  and  estimate  the 
time  of  travel.  It  is  easy  and  has  become  standard  for 
sound  waves  in  water,  but  is  difficult  for  electric  waves 
because  they  travel  half  a  million  times  faster  than  sound 
waves  in  water.  Thus  while  in  water  a  distance  of  10,000 
ft.  involves  measuring  an  echo  time  of  about  4  sec,  in  the 
electrical  case  it  involves  an  echo  time  measurement  of 


about  8  micro-seconds.  However,  by  1930  the  technique 
of  "depth  sounding"  the  ionosphere  had  reached  a  high 
state  of  development,  and  apparatus  for  measuring  micro- 
seconds was  available.  The  usual  apparatus  employs  a 
cathode  ray  tube  and  operates  as  follows:  a  sending  appar- 
atus generates  a  short  train  of  waves  a  few  metres  long, 
lasting  about  one  ten-thousandth  of  a  second  and  emits 
this  pulse  fifty  times  per  second.  This  is  reflected  at  the 
upper  layer  being  "sounded,"  and  the  echo  is  picked  up 
by  a  receiver  near  the  sender.  After  amplifying  and  recti- 
fying, the  pulse  is  applied  to  one  pair  of  deflecting  plates 
of  the  cathode  ray  tube.  To  the  other  pair  of  deflecting 
plates  a  rising  electro-motive  force  is  applied  which  carries 
the  spot  across  the  fluorescent  screen  to  form  a  line,  called 
the  time  base.  The  emission  of  the  pulse  from  the  sender 
is  synchronized  with  the  starting  of  the  time  base  by  aid 
of  the  commercial  A.C.  supply.  The  direct  pulse  from  the 
sender  also  affects  the  receiving  apparatus,  and  therefore 
this  and  the  echo  pulse  are  both  exhibited  as  perpendicular 
flicks  on  the  time  base.  When  dealing  with  high  levels  of 
the  ionosphere  the  time  interval  to  be  measured  is  of  the 
order  of  a  milli-second  ;  when  applied  to  an  obstacle  at 
only  a  few  miles  distance,  the  time  interval  is  in  micro- 
seconds; but  by  1935  this  could  be  measured  with  fair 
accuracy. 

For  fixing  the  position  of  an  object  its  bearing  as  well 
as  its  distance  must  be  measured.  An  interesting  example 
of  bearing  finding  is  seen  in  British  patent  No.  478,456,  of 
date  January  31st,  1936,  granted  to  E.  Montu,  of  Milan. 
The  invention  is  for  obtaining  the  bearings  of  aeroplanes 
and  the  like.  Leaving  out  details,  it  consists  of  two  rotating 
directional  aerials,  each  with  receiving  apparatus,  amplifier, 
rectifier,  and  cathode  ray  tube.  In  each  of  these  twin  sets 
the  time  base  is  synchronised  with  the  rotation  of  its  aerial 
and  therefore  when  the  aerial  points  to  an  aeroplane  a  flick 
appears  at  a  point  on  the  line  across  the  screen.  The  position 
of  the  flick  can  be  translated  into  angular  position  of  the 
aerial,  and  therefore  of  the  aeroplane.  Now  one  of  the  aerials 
rotates  on  a  vertical  axle  and  the  other  on  a  horizontal  one. 
Thus  the  elevation  and  the  azimuth  of  the  aeroplane  are 
determined.  Applying  Fresnel's  rule  to  an  object  100  ft. 
in  diameter  at  a  distance  of  50,000  ft.,  we  find  the  optimum 
wave  length  is  about  one-tenth  of  a  foot. 

In  the  years  following  1936  the  possibilities  of  wireless 
position  finding  have  become  of  military  importance,  and 
an  intense  study  of  the  matter  has  been  carried  forward 
in  many  countries.  Naturally,  the  results  of  this  study  and 
the  particulars  of  the  apparatus  developed  have  been  kept 
secret.  We  may  look  forward  to  learning  the  details  of  the 
methods  and  means  adopted  in  different  countries  when 
the  war  is  over.  Doubtless,  great  technical  advances  will 
then  be  put  on  record. 


THE  ENGINEERING  JOURNAL    August,  1942 


477 


From  Month  to  Month 


STRUCTURAL  DEFENCE  AGAINST  BOMBING 

The  summary  of  the  lectures  delivered  under  the  auspices 
of  the  Institute  last  April  at  Hart  House,  by  Professor  F. 
Webster,  was  issued  last  month  and  copies  have  been  sent 
to  all  those  who  were  in  attendance  at  Toronto. 

Owing  to  the  technical  nature  of  the  subject,  it  was 
necessary  to  have  Professor  Webster  revise  the  notes  which 
had  been  taken  at  the  meeting.  In  fact,  the  author  under- 
took to  completely  rewrite  the  lectures,  a  task  which 
necessitated  a  great  intellectual  and  physical  effort  in  view 
of  the  short  time  available  before  the  professor's  return  to 
England.  The  Institute  is  all  the  more  grateful  to  him  for 
this  additional  service  which  provides  those  who  had  the 
privelege  of  listening  to  him  with  a  record  of  the  information 
conveyed  as  well  as  a  convenient  reference  book. 

The  summary  covers  129  pages  of  83^  x  11  in.  format. 
In  addition  there  are  136  figures  grouped  at  the  end  with 
a  few  tables.  The  text  is  mimeographed  and  the  figures  are 
reproduced  by  the  photo-engraving  process. 

A  limited  number  of  copies  have  been  made  and  each 
copy  is  identified.  This  was  done  in  accordance  with  Pro- 
fessor Webster's  desire  to  restrict  the  distribution  to  those 
who  attended  the  lectures,  plus  a  few  other  persons  whom 
he  has  specifically  mentioned. 

Comments  which  have  been  received  indicate  that  the 
Institute  has  been  doing  a  national  service  by  sponsoring 
these  lectures  and  providing  a  printed  record.  It  is  expected 
that  the  special  committee  established  by  Council  to 
implement  the  information  thus  obtained  will  further  the 
usefulness  of  the  undertaking,  and  that  we  shall  be  better 
prepared  should  the  time  come  when  it  will  be  necessary 
to  make  use  of  the  information  so  generously  supplied  by 
the  Deputy  Chief  Engineer  of  the  British  Ministry  of  Home 
Security. 

COMMITTEES  AT  WORK 

General  approval  has  been  expressed  of  Council's  decision 
to  establish  three  new  committees  to  deal  with  matters  of 
particular  concern  to  members.  The  following  notes  on  the 
progress  of  the  organization  work  and  on  the  membership 
of  these  committees  will  supplement  the  information  already 
published  in  the  Journal. 

Civil  Defence 

The  special  committee  set  up  to  implement  the  inform- 
ation obtained  through  the  lectures  delivered  under  the 
auspices  of  the  Institute  by  Professor  Webster,  is  to  be 
known  as  the  Committee  on  the  Engineering  Features  of 
Civil  Defence.  Mr.  J.  E.  Armstrong,  chief  engineer  of  the 
Canadian  Pacific  Railway  and  councillor  for  the  Montreal 
Branch,  has  consented  to  serve  as  chairman.  The  following 
list  of  members  who  have  already  accepted  to  serve  on  the 
committee  is  representative  of  the  entire  profession  and 
should  be  a  guarantee  of  the  thoroughness  of  the  work 
which  is  to  be  done: 

J.    N.    Anderson,    managing    director,    Wm.    N.    O'Neill    Co.,    Ltd., 

Victoria,  B.C. 
S.  R.  Banks,  Aluminum  Company  of  Canada,  Limited,  Montreal,  Que. 
H.   F.   Bennett,   district  engineer,   Department  of  Public  Works  of 

Canada,  London,  Ont. 
R.  S.  Eadie,  assistant  chief  engineer,  Dominion  Bridge  Co.,  Montreal, 

Que. 
E.  V.  Gage,  president,  A.  F.  Byers  Construction  Co.,  Montreal,  Que. 
G.  A.  Gaherty,  president,  Montreal  Engineering  Co.,  Ltd.,  Montreal, 

Que. 
A.  Gray,  chief  engineer  and  port  manager,  National  Harbours  Board, 

Saint  John,  N.B. 
J.  L.  Lang,  consulting  engineer,  Lang  &  Ross,  Sault  Ste.  Marie,  Ont. 
R.  F.  Legget,  assistant  professor  of  civil  engineering,  University  of 

Toronto,  Toronto,  Ont. 


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


I.    P.    Macnab,    commissioner,    Board   of   Commissioners   of   Public 

Utilities,  Halifax,  N.S. 
J.  A.  McCrory,  vice-president  and  chief  engineer,  Shawinigan  Engin- 

eering  Co.,  Ltd.,  Montreal,  Que. 

The  membership  of  the  committee  will  also  include  the 
chairmen  of  the  Civil  Defence  committees  being  set  up  by 
the  various  branches  of  the  Institute. 

Terms  of  reference  have  been  drafted  by  the  chairman 
of  the  committee  and  circulated  among  members  of  Council 
for  criticism  and  suggestions.  In  accordance  with  those 
terms,  contact  has  been  established  and  is  being  maintained 
between  the  chairman  of  the  committee  and  the  Director  of 
Civil  Air  Raid  Precautions  at  Ottawa. 

Special  committees  have  been  set  up  in  most  of  the 
branches  and  are  generally  made  up  of  the  chairman  and 
the  councillor  of  the  branch  and  those  persons  who  attended 
the  lectures.  The  committees  are  expected  to  meet  from 
time  to  time  to  discuss  the  local  situation  and  determine 
methods  of  adapting  the  Webster  material  to  the  particular 
needs  of  the  community. 

As  reported  in  another  column,  the  printed  notes  of  the 
Webster  lectures  have  now  been  sent  to  those  who  were  in 
attendance.  Sub-committees  of  Mr.  Armstrong's  com- 
mittee have  been  appointed:  one  of  these  is  preparing  a 
summary  of  the  lectures  which  will  bring  out  the  essential 
points  for  general  use;  others  are  studying  specific  problems 
like  design  of  shelters  and  structures  as  applied  to  Canada. 

Post-War  Problems 

The  article  on  Reconstruction  and  Re-Establishment 
which  appears  on  page  465  of  this  issue  is  a  summary  of 
the  evidence  presented  before  the  Select  Committee  of  the 
House  by  Principal  James  of  McGill  University,  who  is 
chairman  of  the  Cabinet  Committee  on  Reconstruction.  It 
was  prepared  at  the  request  of  Council  by  the  chairman 
of  the  Institute's  Committee  on  Post-War  Problems,  Mr. 
Warren  C.  Miller,  city  engineer  of  St.  Thomas,  Ont.,  and 
president  of  the  Association  of  Professional  Engineers  of 
Ontario.  This  article  is  intended  to  present,  in  a  form 
convenient  for  all  members  to  read,  the  information  avail- 
ble  on  the  subject. 

Mr.  Miller's  committee  includes  the  following  members: 

Frederick  Alport,  engineer,  Works  and  Buildings  Branch.  Department 

of  National  Defence,  Halifax,  N.S. 
deGaspé  Beaubien,  consulting  engineer,  Montreal.  Que. 
A.  L.  Carruthers,  engineer,  Department  of  Public  Works,  Victoria, 

B.C. 
J.  M.  Fleming,  president  and  general  manager,  C.  D.  Howe  Co.,  Ltd.. 

Port  Arthur,  Ont. 
E.  R.  Jacobsen,  engineering  and  technical  assistant  to  the  director 

general,  Commonwealth  of  Australia  War  Supplies  Procurement, 

Washington,  D.C. 
G.  R.  Langley,  Canadian  General  Electric  Company,  Peterborough, 

Ont. 
G.  L.  MacKenzie,  engineer,  Prairie  Farm  Rehabilitation  Administra-1 

tion,  Regina,  Sask. 
D.  A.  R.  McCannel,  city  engineer,  Regina,  Sask. 
A.  W.  F.  McQueen,  hydraulic  engineer,  H.  G.  Acres,  Co..  Ltd..  Niagara 

Falls,  Ont. 
G.  McL.  Pitts,  Maxwell  and  Pitts,  architects,  Montreal,  Que. 
D.  C.  Tennant,  Dominion  Bridge  Co.,  Ltd.,  Toronto,  Ont. 

It  is  suggested  that  members  who  have  suggestions  to 
offer  for  the  consideration  of  the  committee  voice  them 
through  the  nearest  committee  man. 

It  will  be  recalled  that  a  draft  questionnaire  entitled 
"Considerations  for  Evaluating  Projects"  was  submitted 
to  the  Institute  by  the  Sub-Committee  on  Construction 


478 


August,  1942    THE  ENGINEERING  JOURNAL 


Projects  of  the  Cabinet  Committee  on  Reconstruction  for 
an  expression  of  opinion.  This  draft  form  has  been  cir- 
culated in  the  branches  of  the  Institute  and  several  sugges- 
tions have  been  received  from  all  parts  of  the  country. 
These  have  been  turned  over  to  Mr.  Miller's  committee 
on  Post-War  Problems  and  a  consolidated  report  is  being 
prepared  which,  it  is  believed  will  present  the  opinion  of 
the  Institute  as  a  whole. 

Industrial  Relations 

As  reported  before,  this  committee  is  headed  by  Mr. 
Wills  Maclachlan,  secretary-treasurer  and  engineer,  Elec- 
trical Employers  Association,  Toronto,  Ont.  Acceptances  to 
serve  on  this  committee  have  been  received  from  the 
following  persons: 

E.    A.    Allcut,    professor   of   mechanical   engineering,    University   of 

Toronto.  Toronto,  Ont. 
J.   C.   Cameron,  head  of  the  Industrial  Relations  Section,  Queen's 

University,  Kingston,  Ont. 

E.  R.    Complin,   executive  director,   National   War  Labour   Board, 
Ottawa.  Ont. 

J.  A.  Coote,  assistant  professor  of  mechanical  engineering,  McGill 

University,  Montreal,  Que. 
W.  O.  Cudworth,  assistant  engineer,  Maintenance  of  Way,  Canadian 

Pacific  Railway  Company,  Toronto,  Ont. 

F.  W.   Gray,   assistant  general  manager,  Dominion  Steel  and  Coal 
Corporation,  Sydney,  N.S. 

E.    G.    Hewson,    office     engineer,     Canadian     National    Railways, 

Toronto,  Ont. 
A.  M.  Reid.  Bell  Telephone  Co.,  of  Canada,  Ltd.,  Toronto,  Ont. 
W.  J.  W.  Reid,  works  manager,   Otis-Fensom  Elevator  Co.,  Ltd., 

Hamilton,  Ont. 
A   Ross  Robertson,  manager,  Ontario  Division,  Dominion  Bridge  Co., 

Ltd..  Toronto,  Ont. 

One  of  the  duties  of  the  committee  is  to  see  that  adequate 
attention  is  given  in  the  engineering  press  to  matters  asso- 
ciated with  the  field  in  which  the  committee  will  work. 
Accordingly,  material  for  publication  in  the  Journal  is 
being  prepared  and  will  appear  in  the  September  issue. 

PRINCE  RUPERT-TERRACE-CEDARVALE 
HIGHWAY 

The  construction  of  this  road,  which  has  been  desig- 
nated as  necessary  for  National  Defence  purposes,  is  now 
well  under  way  under  the  supervision  of  the  Surveys  and 
Engineering  Branch  of  the  Department  of  Mines  and 
Resources.  The  total  distance  between  Prince  Rupert  and 
Cedarvale  is  136.3  miles,  of  which  97  miles  are  to  be  com- 
pleted under  the  existing  contracts.  The  work  has  been 
divided  into  eight  sections,  ranging  from  11  miles  to  18 
miles  each,  and  these  have  all  been  awarded  to  contractors, 
as  follows  : 

Sections  1  and  8 — E.  J.  Ryan  Construction  Co.  Ltd.,  Van- 
B.C. 

-Rayner  Construction  Limited,  Leaside,  Ontario. 
-Tomlinson    Construction   Co.    Ltd.,    Toronto, 


couver, 
Section  2- 
Section  3- 

Ontario 
Section  4- 
Section  5- 

Ontario 
Section  6- 
Section  7- 


-Standard  Paving  Limited,  Toronto,  Ontario. 
-McNamara   Construction    Co.    Ltd.,    Leaside, 

-Dufferin  Paving  Co.  Ltd.,  Toronto,  Ontario. 
-General  Construction  Co.  Ltd.,  Vancouver,  B.C. 


When  it  was  decided  to  build  this  highway  late  in 
February  last,  the  road  had  not  been  surveyed,  and  it  was 
necessary  to  rush  location  survey  parties  into  the  field.  By 
the  end  of  March  seven  of  these  parties  were  at  work, 
and  most  of  the  final  location  through  difficult  country  was 
completed  by  the  end  of  May. 

Work  has  begun  on  all  sections  and  has  been  under  way 
from  three  to  four  weeks.  Contractors  are  bringing  in  heavy 
equipment  as  the  construction  involved  ranks  among  the 
most  difficult  in  British  Columbia. 

Between  Hazelton  and  Cedarvale,  particularly  at  the 
Cedarvale  end,  the  existing  road,  while  passable,  has  not 
been   graded  to   standard   and    Dominion    engineers    are 


making  inspections  to  see  just  what  work  should  be  done 
on  this  section. 

After  exhaustive  surveys  it  was  decided  that  the  Highway 
would  be  routed  on  the  north  side  of  the  Skeena  River  be- 
tween Prince  Rupert  and  Terrace  and  from  Terrace  easterly 
would  follow  the  south  side. 

The  estimated  distance  between  Prince  Rupert  and 
Hazelton  by  highway  is  172  miles.  Of  this  distance  97  miles 
is  new  work  and  improvement  work  will  likely  be  required 
over  another  10  or  15  miles.  The  cost  of  grading  will  range 
from  $45,000  to  $65,000  per  mile. 

Approximate  estimates  of  cost  for  a  20-foot  Highway 
run  from  $5,500,000  to  $6,000,000. 

A.S.C.E.  COMES  TO  CANADA 

The  American  Society  of  Civil  Engineers  is  holding  its 
annual  autumn  meeting  during  the  week  of  October  11th, 
in  Niagara  Falls,  Ontario.  The  details  of  the  programme 
are  not  yet  available,  but  it  is  expected  that  a  very  complete 
programme  will  be  arranged. 

The  Society  has  invited  The  Engineering  Institute  of 
Canada  to  participate  fully  in  the  meeting,  and  particular 
emphasis  has  been  placed  in  the  invitation  to  supply  papers 
on  the  technical  subjects,  and  speakers  for  other  occasions. 

This  will  afford  another  excellent  opportunity  for  Cana- 
dian engineers  to  extend  their  contacts  with  members  of 
the  profession  south  of  the  border.  The  Institute  is  very 
pleased  at  the  decision  to  come  to  Canada,  and  will  certainly 
co-operate  to  the  full  extent. 

Meetings  have  been  arranged  between  the  officers  of 
both  societies,  to  discuss  details,  and  it  is  expected  that  the 
complete  programme  can  be  announced  in  the  September 
number  of  the  Journal.  In  the  meantime,  members  of  the 
Institute  are  asked  to  make  a  note  of  the  dates,  so  that 
plans  may  be  made  to  attend. 

ENGINEER  STUDENTS  TURN  LITERARY 

The  poem  reproduced  herewith  was  written  by  a  third 
year  engineering  student  at  the  University  of  New  Bruns- 
wick, and  it  appeared  in  a  recent  issue  of  the  University 
paper.  This  number  of  The  Brunswickian  deserves  special 
mention  as  it  was  prepared  entirely  by  the  engineering 
students  and  indicates  the  interest  shown  by  the 
young  engineer  of  today  in  subjects  outside  his  own  field. 

FUNDY 

Have  you  ever  been  down  to  Fundy, 

Down  to  the  rolling  swell, 
Have  you  seen  the  fogs  of  Fundy, 

Have  you  heard  the  warning  bell? 

When  deep,  fog  horns  are  blowing, 

And  the  spray  is  flying  free, 
As  the  waves  roll  in  on  Fundy — 

Have  you  ever  longed  for  the  sea? 

There  are  ships  that  come  to  Fundy 

That  will  take  your  heart  away, 
When  they  slip  from  Saint  John  Harbour 

And  head  out  down  the  Bay. 

There's  a  smell  of  oil  and  oakum, 

Of  tar  and  fish  and  brine, 
There's  a  warship  in  from  Britain, 

And  a  sloop  from  Tormentine. 

There  are  tankers,  trawlers,  schooners, 

And  a  swarm  of  fishing  smacks, 
A  corvette  fresh  from  a  convoy, 

And  a  freighter  from  Halifax. 

If  you  like  big  ships  and  salt  spray, 

And  a  sea  that's  running  high — 
You'll  like  the  Bay  of  Fundy 

When  the  storm  flags  start  to  fly. 

John  Simmons  Watt,  s.e.i.c. 


THE  ENGINEERING  JOURNAL     August,  1942 


479 


LETTER  FROM  WASHINGTON 

The  decisions  arising  out  of  the  Oliver  Lyttleton-Donald 
Nelson  conversations  may  well  come  to  be  regarded  as  of 
major  importance — not  only  in  winning  the  war  but  in 
shaping  the  peace.  Lyttleton's  visit  may  hold  more  promise 
for  the  future  than  even  Churchill's  or  Molotov's  recent 
Washington  visits.  Many  of  the  decisions  were  not  made 
public  but  even  the  announced  results  are  very  significant. 
The  most  important  was  the  formation  of  the  Combined 
Production  and  Resources  Board.  Munitions,  Shipping, 
Aircraft  and  even  Raw  Materials  have  already  been  brought 
under  joint  control,  but  this  recent  Board  carries  with  it 
the  implication  of  international  control  of  industrial  pro- 
duction and  resources.  This  control  has  always  been  con- 
sidered as  a  jealously  guarded  national  prerogative.  The 
second  body  set  up  was  the  Combined  Food  Board.  This 
Board  is  important,  not  only  because  it  sets  up  the  machin- 
ery necessary  to  ensure  the  food  supplies  of  the  United 
Nations  at  war,  but  because  of  the  strategic  importance,  in 
respect  to  both  the  war  and  the  post-war  period,  of  a  global 
control  of  food  resources.  The  four  existing  boards  are  the 
Combined  Munitions  Assignment  Board,  the  Combined 
Shipping  Assignment  Board,  the  Joint  Aircraft  Board,  and 
the  Combined  Raw  Materials  Board.  With  the  creation  of 
the  Combined  Production  and  Resources  Board  and  the 
Combined  Food  Board,  the  pattern  of  a  new  world  order 
begins  to  emerge.  Recent  press  releases  indicate  that  Mr. 
Nelson  is  reorganizing  the  War  Production  Board  to  con- 
form more  closely  to  the  emerging  pattern.  His  newly  ap- 
pointed Vice-Chairman,  Mr.  J..  S.  Knowlson,  besides  being 
responsible  for  all  programme  determinations,  will  act  as 
Mr.  Nelson's  deputy  on  the  Combined  Production  and 
Resources  Board.  He  will  also  be  Chairman  of  the  U.S. 
Requirements  Committee.  It  is  also  interesting  to  note, 
throughout  the  reorganization,  a  tendency  to  separate 
policy-determining  and  administrative  functions. 


One  of  the  most  interesting  controversies  in  Washington 
recently  has  been  raging  round  synthetic  rubber.  It  is  be- 
wildering for  a  layman  to  try  to  keep  up  with  the  rapid 
developments  but  it  is  also  extremely  interesting.  Not  the 
least  interesting  feature  of  the  story  has  been  provided  by 
the  Senate  Agricultural  Committee  which  is  pressing  the 
claims  of  grain  alcohol  against  those  of  petroleum  as  a 
potential  source  of  synthetic  rubber.  I  have  attended  several 
hearings  of  this  committee  which  is  chaired  by  the  colourful 
and  dynamic  Senator  Gillette  of  Iowa.  When  the  Senate 
Committee  went  to  Philadelphia  to  investigate  a  new  pro- 
cess for  producing  butadiene  from  alcohol,  Senator  Gillette 
invited  me  to  join  the  party  as  an  observer.  We  had  our 
own  car  on  the  train  and  a  police  escort  in  Philadelphia! 
The  particular  process  under  investigation  is  being  spon- 
sored by  a  large  Philadelphia  industrial  alcohol  firm.  The 
inventor  operated  his  process  in  Poland  for  several  years 
before  the  German  invasion  and  his  escape  and  subsequent 
arrival  in  the  United  States  reads  rather  like  an  Oppenheim 
thriller. 

The  magnitude  of  the  whole  synthetic  rubber  programme 
is  tremendous.  Plans  are  going  forward  for  the  production 
of  800,000  tons  of  synthetic  rubber  a  year.  In  addition  to 
formidable  technical  difficulties,  the  programme  will  cost 
about  eight  hundred  million  dollars  and,  according  to  re- 
leases by  Mr.  Nelson,  will  require  330,000  tons  of  steel, 
7,000  tons  of  copper,  bronze  and  brass,  and  170,000  hp. 
of  compressor  capacity.  Another  interesting  sidelight  of  the 
synthetic  rubber  programme  is  the  fact  that  there  will 
be  no  more  beverage  alcohol  produced  in  the  United  States 
after  the  beginning  of  next  year. 


his  health.  Sir  Earle,  who  has  been  representing  Australia 
on  the  British  War  Cabinet,  was  once  Prime  Minister  of 
Australia  and  was  co-head  of  the  Bruce-Page  Government. 
As  leader  of  the  Australian  Country  Party,  Sir  Earle  has 
been  interested  in  power  and  irrigation  developments  in 
Australia.  He  was  therefore  most  anxious  to  inspect  the 
work  of  the  Tennessee  Valley  Authority.  A  visit  was  arrang- 
ed and  it  was  my  privilege  to  accompany  him  on  the  trip. 
The  T.V.A.  project  is  only  incidentally  the  largest  single 
construction  programme  ever  attempted — essentially  it  is 
a  great  social  experiment  based  on  agricultural  considera- 
tions and  directly  affecting  the  welfare  of  four  States  and 
the  lives  of  three  million  people.  The  project  will  have  the 
vitally  important  secondary  function  of  helping  to  control 
the  hitherto  devastating  floods  on  the  lower  Mississippi.  It 
was  flood  control  on  the  Mississippi  which  first  made  control 
of  the  Tennessee  Valley  necessary.  The  valley  comprises 
very  hilly  country  and  is  an  ideal  water  shed.  Tennessee  had 
always  produced  row  crops  and  the  top  soil  was  being  con- 
stantly washed  off  the  sharply  tilled  ploughed  fields.  Run-off 
was  rapid  and  the  soil  of  the  whole  State  was  being  impov- 
erished. The  original  conception  of  the  Muscle  Shoals  de- 
velopment, one  of  the  forerunners  of  the  T.V.A.,  was  to 
use  cheap  power  to  produce  nitrogen  from  the  air  and  then 
to  use  the  nitrogen  to  restore  the  land.  It  was  Dr.  Harcourt 
Morgan  who  pointed  out  the  fallacy  of  this.  Cheap  nitrogen 
would  make  possible  more  row  crops  ;  more  row  crops  would 
increase  the  run  off  and  soil  erosion  and  hasten  a  cycle  by 
which  Tennessee  was  being  turned  into  barren  land.  His 
conception  of  flood  control  rested  on  the  necessity  of  con- 
trolling water  where  it  falls.  To  this  end,  he  said,  row  crops 
must  give  way  to  alfalfa  and  blue  grass  which  would 
both  hold  the  soil  and  conserve  the  water  and  incidentally, 
take  nitrogen  from  the  air  and  restore  it  to  the  soil.  For  this 
purpose  phosphates,  rather  than  nitrogen,  were  necessary 
and  here  again  a  new  type  of  electric  furnace  made  possible 
the  conversion  by  cheap  power  of  mineral  phosphorus  de- 
posits into  fertilizing  phosphates.  Tennessee  is  to  become  a 
rich  grazing  country.  Dr.  Morgan  presented  his  idea  per- 
sonally to  the  President.  Back  in  1933,  at  the  age  of  61 
he  resigned  as  President  of  the  University  of  Tennessee  to 
undertake  the  direction  of  the  T.V.A.  project.  For  eight 
years,  as  the  senior  member  of  a  board  of  three  directors, 
he  has  acted  as  the  guiding  genius  of  a  project  which  now 
employs  about  45,000  persons.  Since  power  has  become 
important  for  such  industrial  developments  as  the  vast 
Alcoa  plant  outside  of  Knoxville,  the  project  is  being  rushed 
on  a  full  war-time  basis.  From  an  engineering  point  of 
view  the  T.V.A.  project  includes  28  dams,  16  completed  and 
12  now  being  rushed  to  completion.  The  total  cost  will  be 
about  one  and  one-quarter  billion  dollars  or  considerably 
more  than  the  cost  of  the  Panama  Canal.  The  power  output 
will  be  about  three  million  kilowatts.  Controlling  the 
drought-flood  cycles,  furnishing  power  and  irrigation,  the 
project  will  also  add  650  miles  of  navigable  water  with  a  nine 
foot  draft  to  the  Mississippi  system  from  the  conjunction 
of  the  Ohio  all  the  way  up  to  Knoxville. 


Sir  Earle  Page,  convalescing  from  an  attack  of  pneumonia, 
was  recently  in  America  on  his  way  back  to  Australia  from 
London  in  order  to  get  two  summers  in  a  row  to  regain 


A  few  weeks  ago,  a  party  of  us  were  invited  to  attend  a 
church  parade  at  Annapolis  Naval  Academy.  We  were  sub- 
sequently shown  over  the  whole  academy  by  a  very  person- 
able lieutenant.  To  say  that  we  were  impressed  with  the 
size  and  "ship  shapeness"  would  be  a  presumptuous  under- 
statement. After  visiting  the  dining  hall  at  which  4,000 
"Middies"  can  be  served  at  one  sitting,  we  asked  to  see  the 
kitchens — they  must  be  seen  to  be  believed  with  their  tiled 
walls  and  long  batteries  of  burnished  equipment.  My  wife 
found  herself  standing  near  a  large  piece  of  equipment  into 
which  two  men  were  pouring  baskets  full  of  peeled  apples 
which  were  emerging  all  finely  sliced.  "For  apple  pie  ?" 
asked  she,  "No,"  said  the  attendant  haughtily,  "Salad 
Supreme." 
Julv  21    1942  E"  R"  JAC0BS0N">  Mi;ir- 


480 


August,  1942    THE  ENGINEERING  JOIRNM 


CORRESPONDENCE 

H.Q.  First  Canadian  Army, 

20  May,  1942. 
Dear  Mr.  Wright, 

I  have  just  received  your  letter  of  13  April,  1942,  and  I 
am  indeed  grateful  to  you  for  your  kind  thoughtfulness  in 
sending  me  the  pictures  taken  in  the  course  of  the  E.I.C. 
banquet  in  February  last  and  also  the  copy  of  the  March 
number  of  The  Engineering  Journal  with  the  record  of  that, 
for  me  very  memorable,  occasion,  for  neither  my  wife  nor  I 
will  ever  forget  the  warmth  of  the  reception  which  you 
gave  us. 

Back  again  with  the  Canadian  forces  in  England,  it 
hardly  seems  that  we  have  been  away  at  all.  Army  Head- 
quarters is  developing  steadily  and  the  other  parts  of  our 
organization  are  progressing — training  goes  on  at  a  high 
pitch — the  physique  and  the  morale  of  the  men  is  marvel- 
lous, and  I  have  no  doubts  as  to  their  performance  when 
the  time  for  action  comes.  Meanwhile,  we  hold  our  patience 
and  try  to  make  the  best  use  we  can  of  this  period  of  waiting 
and  of  the  pause  before  the  storm. 

With  kindest  regards  to  all,  and  again  very  many  thanks 

for  vour  letter.  TT         .  . 

Very  sincerely  yours, 

A.  G.  L.  MCNAUGHTON. 

L.  Austin  Wright, 

Secretary,  Engineering  Institute  of  Canada, 

Mansfield  Street,  Montreal,  P.Q.,  Canada. 


The  following  letters  refer  to  Council's  recent  action  in 
granting  remission  of  fees  again  this  year  to  all  members  in 
the  combatant  areas.  Editor. 

20,  Eyre  Court,  St.  Johns  Wood,  N.W.S. 

June  27th,  1942. 
Dear  Mr.  Wright, 

Your  letter  of  the  1st  instant  received  today  and  I  reply 
to  it  at  once  as  I  feel  guilty  at  not  having  acknowledged  a 
similar  letter  last  year.  You  will  forgive  me  I  hope,  when 
I  remind  you  we  lead  busy  lives  in  this  little  island,  but 
rather  wonderful  ones.  It  is  wonderful  to  watch  the  unfold- 
ment  of  good  and  this  omnipotent  power  is  destroying  the 
evil  we  are  fighting. 

Please  convey  to  the  Council  my  grateful  thanks  for 
their  kind  thought  and  action. 

I  am  so  proud  of  Canada,  my  country  (almost)  by  adop- 
tion. In  1937  I  set  down  a  plan  of  world  betterment,  the 
motive  power  of  which  is  giving.  "Give  and  it  shall  be 
given  unto  you",  is  an  immutable  law  and  Canada  has  set 
the  example  amongst  the  nations,  as  I  knew  she  would. 
There  is  spiritual  power  in  a  gift  that  for  all  the  friendship 
expressed,  lies  not  in  a  loan.  In  the  future — now,  it  must  be 
"give,  give"  not  "lend,  lease".  I  have  thought  much  of 
sending  you  the  plan  to  present  to  the  Council  and  mem- 
bership, much  of  it  has  already  come  into  operation  and 
Canada  has  given  it  the  spiritual  impulse  I  have  awaited. 

Congratulations  on  your  new  job — I  have  read  of  it  in 
The  Journal  which  I  much  enjoy  reading.  May  I  ask  you 
to  remember  me  to  my  friends  and  fellow  members. 

All  best  wishes  to  yourself  and  many  thanks  for  your 

services.  ,r  .  , 

Yours  sincerely, 

R.  EWART  CLEATON. 

L.  Austin  Wright,  Esq.,  m.e.i.c, 

General  Secretary,  The  Engineering  Institute  of  Canada, 

2050  Mansfield  Street,  Montreal,  Quebec. 


57,  Victoria  Street,  London,  S.W.I. 
29th  June,  1942. 
L.  Austin  Wright,  Esq.,  m.e.i.c, 

General  Secretary,  The  Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  Canada. 

Dear  Mr.  Wright, 

Your  letter  of  June  1st  was  much  appreciated.  It  was 
very  good  of  you  to  write  to  me.  I  believe  I  paid  last  year's 
subscription,  so  am  in  credit  for  the  time  being  anyway. 

I  enjoy  reading  the  monthly  Journals,  and  occasionally 
send  them  to  associated  engineers.  The  personal  photographs 
interest  me  immensely  as  I  so  often  get  a  glimpse  of  long 
lost  friends,  such  as  Colonel  Donald  White  and  Hugh 
Lumsden.  The  latter 's  father  gave  me  my  first  engineering 
appointment  with  the  C.P.R.  in  Winnipeg. 

I  had  the  pleasure  and  honour  of  meeting  General 
McNaughton  at  the  Vimy  Anniversary  Service  held  in 
Westminster  Abbey  last  April,  which  was  a  most  impressive 
affair.  He  is  held  in  very  high  esteem  in  this  country. 

I  am  continually  meeting  Canadians  serving  in  the  various 
branches,  particularly  those  connected  with  the  Naval  and 
Fleet  Air  Arm  branches,  some  of  whom  are  members  or 
honorary  members  of  the  Royal  Thames  Yacht  Club. 

Some  few  years  ago,  I  made  a  suggestion  that  the  E.I.C. 
should  be  represented  in  the  British  Isles.  It  is  a  pity  there 
is  not  an  English  Branch  of  the  Institute. 

I  have  not  visited  Canada  since  1934,  and  on  that  occasion 
was  in  Montreal  from  a  Friday  only  until  Monday,  so  it 
was  difficult  to  fit  in  a  call  on  the  Institute. 

I  should  always  be  pleased  to  meet  any  friends  coming 
this  way. 

With  kind  regards, 

Yours  sincerely, 

E.  VICTOR  COLLIER. 


Moncton,  N.B.,  July  20,  1942. 
The  Editor, 

The  Engineering  Journal,  Montreal,  Que. 

I  note  that  Mr.  S.  R.  Banks,  m.e.i.c,  in  the  fourth  part 
of  his  splendid  paper  on  the  Lions'  Gate  Bridge,  records 
the  failure  of  the  spray  paint  shop  coat  on  this  structure 
that  gradually  developed  before  the  field  coats  were  applied 
and  that  much  repainting  had  to  be  done  in  the  field. 

As  the  author  and  those  in  charge  of  fabrication  and 
erection  seem  to  be  in  doubt  as  to  the  cause  of  the  failure 
of  this  shop  coat,  may  I  refer  to  my  own  experience  with 
similar  applications. 

I  happened  to  be  in  engineering  supervision  of  the 
erection  of  one  of  Toronto's  early  sky-scraper  buildings 
about  1914.  Spray  painting  had  just  come  in,  and  as  one 
machine  did  the  work  of  seven  men,  we  jumped  at  the 
opportunity  of  the  saving  this  meant  and  started  our 
painting  by  machine.  After  two  or  three  days  work,  the 
architect  forbade  spray  painting  absolutely.  While  I  was 
awaiting  the  explanation  of  the  prohibition,  into  my  office 
walked  the  sales  agent  of  the  company  supplying  the  paint, 
and,  as  he  was  an  intimate  friend  of  mine,  by  way  of 
teasing  I  reproached  him  with  advising  the  architect  against 
spray  painting.  He  gasped  a  little  and  then  said  "I'm  sorry, 
but  I  really  had  to.  Have  you  seen  the  micro-photographs 
we  have  taken  of  this  coat  of  paint  ?"  No,  I  hadn't  so  he 
showed  them  to  me.  They  clearly  showed  that  the  painted 
surface  was  not  a  complete  surface  or  skin  but  a  series  of 
superimposed  discs  like  small  shingles  and  frequently  there 
were  gaps  and  spaces  between  the  discs  so  it  was  not  a 
waterproof  skin  but  a  porous  shingled  surface  and  rust  was 
bound  to  develop.  He  also  expressed  the  opinion  that  the 


THE  ENGINEERING  JOURNAL    August,  1942 


481 


oxygen  of  the  air,  under  high  pressure,  not  only  volatilized 
the  oil  of  the  paint,  but  oxidized  and  set  it  almost  as  it 
contacted  the  steel  surface  and  so  prevented  the  blending 
of  the  drops  into  a  skin. 

On  a  certain  very  large  Canadian  bridge,  this  action  of 
spray  painting  machines  in  creating  a  porous  paint  surface 
has  been  confirmed.  Formerly  the  maintenance  coats  were 
applied  at  high  cost,  by  hand  and  blistering  usually  followed. 
When  spray  painting  was  adopted,  the  blistering  stopped. 
A  little  thought  will  show  the  reason.  Blistering  is  caused 
by  volatilization  of  liquids  or  oils  under  an  air-tight  skin, 
the  gas  pressure  lifting  the  skin  surface.  If  the  skin  is 
porous,  the  gases  escape  and  no  blistering  occurs. 

Many  will  point  out  that  autos,  etc.,  are  spray  painted — 
no  not  painted — they  are  enamelled.  A  varnish  does  not 
seem  to  oxidize  as  suddenly  as  an  oil  paint,  and  the  drops 
tend  to  fuse  and  form  a  skin. 

However,  I  am  not  a  paint  expert  and  these  remarks  are 
made  in  the  hope  that  the  whole,  very  vital,  subject  may 
be  opened  for  discussion. 

It  is  very  interesting  to  me  to  see  results  recorded  in 
connection  with  the  Lions'  Gate  Bridge  that  correspond  to 
my  experience  of  28  years  ago. 

C.  S.  G.  Rogers,  m.e.i.c, 
Bridge  Engineer,  Canadian  National  Railways. 

MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  June  20th,  1942,  at  ten-thirty 
a.m. 

Present:  President  C.  R.  Young  in  the  chair;  Vice- 
President  K.  M.  Cameron;  Councillors  J.  E.  Armstrong, 
J.  G.  Hall,  R.  E.  Heartz,  W.  G.  Hunt,  T.  A.  McElhanney, 
C.  K.  McLeod,  A.  W.  F.  McQueen,  and  G.  McL.  Pitts; 
Secretary-Emeritus  R.  J.  Durley,  General  Secretary 
L.  Austin  Wright  and  Assistant  General  Secretary  Louis 
Trudel. 

The  general  secretary  reported  that  when  in  New  York 
recently,  he  had  discussed  informally  with  the  secretaries 
of  the  American  Founder  Societies  the  suggestion  that  the 
Institute  might  act  as  a  distributing  agent  in  Canada  for 
their  publications.  While  the  opinions  expressed  were  en- 
tirely those  of  the  secretaries,  it  appeared  that  the  American 
Society  of  Mechanical  Engineers  would  be  interested  in  any 
proposition  the  Institute  might  submit.  That  society  has  a 
very  extensive  list  of  publications,  and  publishes  a  compre- 
hensive catalogue  every  year,  a  copy  of  which  could  be 
made  available  to  every  member  of  the  Institute.  They 
would  also  be  willing  to  consider  sending  a  supply  of  the 
various  publications  to  Headquarters,  the  Institute  to  dis- 
tribute them  and  collect  the  money  for  transmission  to  the 
American  society. 

The  American  Society  of  Civil  Engineers  has  very  little 
to  offer  in  the  way  of  literature  other  than  Civil  Engineering 
and  their  Transactions,  but  would  be  very  willing  to  co- 
operate in  any  way  possible.  The  situation  with  regard  to 
the  American  Society  of  Electrical  Engineers  and  the 
American  Institute  of  Mining  and  Metallurgical  Engineers 
would  require  some  further  investigation. 

The  general  secretary's  statement  was  noted  and  accepted 
as  a  progress  report  with  the  understanding  that  the  matter 
would  be  kept  continually  in  mind.  It  was  also  suggested 
that  it  might  be  desirable  to  commence  negotiations  with 
any  of  the  societies  that  were  willing  to  co-operate. 

Mr.  Hall,  chairman  of  the  Institute's  Membership  Com- 
mittee, reported  that  his  committee  had  under  consideration 
the  various  matters  which  had  been  referred  to  it  previously 
by  Council.  Considerable  thought  had  been  given  to  the 
question  of  a  new  name  for  Branch  Affiliate,  but  the  com- 
mittee was  not  yet  ready  to  make  a  recommendation.  The 
qualifications  for  Institute  Affiliate,  as  prescribed  in  the 
By-laws,  were  also  receiving  consideration. 

The  resolutions  from  the  Toronto  Branch  regarding  the 


method  of  considering  applications  for  admission,  were  re- 
ceiving further  consideration.  Mr.  Hall  pointed  out  some 
of  the  difficulties  of  the  present  method,  and  outlined  briefly 
a  line  of  procedure  being  considered  by  his  committee.  It 
was  felt  that  the  branches  were  in  a  better  position  than 
the  Council  to  verify  the  information  presented  in  an  appli- 
cation, but  the  Membership  Committee  or  the  Council 
should  interpret  this  information  in  terms  of  qualification 
for  membership.  The  committee  was  very  anxious  that  any 
suggested  change  in  procedure  would  not  involve  a  change 
in  the  By-laws.  The  question  of  membership  in  a  provincial 
professional  association  as  a  qualification  for  membership 
in  the  Institute  was  also  receiving  attention.  A  short  dis- 
cussion followed  which  Mr.  Hall  felt  would  be  very  helpful 
to  his  committee. 

The  general  secretary  had  received  from  the  Executive 
of  the  Montreal  Branch  a  copy  of  a  draft  of  a  suggested 
agreement  between  the  Institute  and  the  Corporation  of 
Professional  Engineers  of  Quebec  which,  he  understood, 
Mr.  Armstrong  had  been  asked  to  present  to  the  meeting. 
Mr.  Armstrong  stated  that  at  a  meeting  of  the  Montreal 
Branch  executive,  held  the  previous  evening,  he  had  been 
asked  to  speak  on  behalf  of  the  branch.  The  branch  felt 
that  the  present  was  an  appropriate  time  to  make  some 
progress  towards  co-operation  with  the  Corporation  and, 
accordingly,  has  prepared  a  draft  of  a  possible  agreement. 
The  other  branches  in  the  province  or  the  Corporation  had 
not  yet  been  consulted.  The  Montreal  Branch  executive 
had  approved  of  this  preliminary  draft  and  presented  it  to 
Council  with  a  request  for  authorization  to  discuss  the 
matter  informally  with  the  other  Institute  branches  in  the 
province,  to  develop  the  draft  and  then  discuss  it  with 
representatives  of  the  Corporation,  all  with  a  view  to  pre- 
paring it  for  submission  to  Council.  The  present  preliminary 
draft  was  not  presented  for  formal  action  by  Council  but 
rather  as  an  indication  of  what  the  Montreal  Branch  would 
like  to  discuss  informally  with  the  other  branches  and  the 
Corporation.  The  branch  would  also  like  permission  to  lay 
the  draft  before  the  Institute's  Committee  on  Professional 
Interests. 

Following  some  discussion,  on  the  motion  of  Mr.  McLeod, 
seconded  by  Mr.  Armstrong,  it  was  unanimously  resolved 
that  the  Montreal  Branch  executive  be  authorized  to  dis- 
cuss informally  the  draft  agreement  with  the  chairman  of 
the  Institute's  Committee  on  Professional  Interests,  the 
other  Institute  branches  in  the  province  and  the  Corpora- 
tion of  Professional  Engineers  of  Quebec. 

The  president  outlined  briefly  the  relations  between  the 
Institute's  committee,  Dr.  Manion's  Committee  on  Air 
Raid  Precautions,  and  the  Canadian  Engineering  Standards 
Association. 

Dr.  Manion  had  advised  the  president  that  certain 
printed  material  which  he  was  receiving  from  the  C.E.S. A. 
would  be  distributed  to  the  Provincial  A.R.P.  committees, 
and  had  asked  if  it  would  be  in  order  for  these  committees 
to  consult  with  the  Institute  branch  committees  which  were 
being  set  up.  The  president  had  assured  Dr.  Manion  that 
this  would  be  entirely  in  order;  had  undertaken  to  supply 
him  with  the  names  and  addresses  of  the  chairmen  of  the 
branch  committees,  and  had  informed  him  of  Mr.  Arm- 
strong's appointment  as  chairman  of  the  co-ordinating 
committee. 

Mr.  Armstrong  had  been  in  touch  with  Dr.  Manion's 
office  in  an  endeavour  to  secure  copies  of  the  C.E.S. A. 
material  which  was  being  sent  to  the  Provincial  A.R.P. 
committees,  but  had  been  informed  that  as  Dr.  Manion 
would  be  absent  from  his  office  for  some  weeks,  this  would 
have  to  be  held  over  until  his  return.  It  was  suggested  that 
if  Mr.  Armstrong  was  in  Ottawa  in  the  near  future,  it  might 
be  desirable  for  him  to  discuss  this  with  the  secretary  of 
the  C.E.S.A. 

It  was  noted  that  the  financial  statement  to  May  30th, 
1942,  had  been  examined  and  approved  by  the  Finance 
Committee. 


482 


August,  1912    THE  ENGINEERING  JOURNAL 


A  copy  of  the  minutes  of  the  last  meeting  of  the  Advisory 
Board  of  the  Wartime  Bureau  of  Technical  Personnel  was 
presented,  from  which  it  was  noted  that  Mr.  H.  W.  Lea, 
m.e.i. a,  had  been  appointed  Director  of  the  Bureau,  re- 
placing Mr.  Little  who  is  now  Director  of  National  Selective 
Service.  Mr.  Wright  reported  that  the  Bureau  is  now  acting 
as  a  division  of  the  National  Selective  Service,  doing  excel- 
lent work  in  a  greatly  expanded  field. 

A  communication  was  presented  from  the  Engineers' 
Council  for  Professional  Development  announcing  that 
Dr.  Surveyer's  term  as  representative  of  the  Institute  on 
E.C.P.D.  expired  this  fall.  On  the  motion  of  Mr.  McLeod, 
seconded  by  Mr.  Heartz,  it  was  unanimously  resolved 
that  Dr.  A.  Surveyer  be  re-appointed  as  the  Institute's 
representative  on  E.C.P.D.  for  a  further  period  of  three 
years. 

A  cablegram  had  been  received  from  the  Institution  of 
Mechanical  Engineers,  from  which  it  was  noted  that  the 
1942  award  of  the  James  Watt  International  Gold  Medal 
had  been  made  to  the  Institute's  nominee,  Mr.  A.  G.  M. 
Michell,  of  Australia. 

Mr.  Pitts  called  Council's  attention  to  the  workings  of 
Order-in-Council  P.C.  638  (Scientific  and  Technical  Per- 
sonnel) as  it  affected  architects.  He  explained  that  it  is 
now  necessary  for  a  client,  as  well  as  the  architect,  to  secure 
a  permit  before  work  could  be  undertaken  for  a  client. 
He  thought  this  might  frequently  put  the  client  in  an  awk- 
ward position,  particularly  when  it  was  someone  who  is 
not  well  versed  in  business  transactions.  He  thought  the 
legislation  was  too  restrictive. 

Mr.  Wright,  as  Assistant  to  the  Director  of  National 
Selective  Service,  explained  the  purpose  of  the  legislation 
and  expressed  the  hope  that  not  many  cases  would  arise 
such  as  the  one  which  Mr.  Pitts  described. 

The  president  was  of  the  opinion  that  little  could  be  done 


about  it  now,  but  asked  Mr.  Wright  to  keep  note  of  it  in 
case  any  adjustment  could  be  made  subsequently. 

The  president  reported  that  he  had  attended  the  annual 
meeting  of  the  National  Construction  Council  of  Canada 
in  Toronto  on  May  28th.  A  very  excellent  meeting  had 
been  held.  There  were  good  discussions  on  several  important 
matters  including  post-war  problems.  Mr.  D.  C.  Tennant, 
the  Institute's  representative  on  the  Council,  had  also  been 
present  and  would,  no  doubt,  submit  a  report  on  the  meeting. 

The  president  stated  that  he  was  planning  to  attend 
the  annual  meeting  of  the  Society  for  the  Promotion  of 
Engineering  Education  to  be  held  in  New  York  on  June  27th 
to  29th. 

A  number  of  applications  were  considered  and  the  follow- 
ing elections  and  transfers  were  effected: 

Admissions 

Members 15 

Juniors 2 

Students 7 

Affiliates 3 

Transfers 

Juniors  to  Members 2 

Student  to  Member 1 

Students  to  Juniors 5 

The  president  reported  that  he  expected  to  leave  Toronto 
on  July  29th  for  a  two  weeks'  visit  to  the  Quebec  and 
Maritime  branches.  It  was  suggested  that  if  satisfactory 
arrangements  could  be  made,  it  would  be  very  desirable  to 
hold  a  regional  meeting  of  Council  in  the  Maritimes  during 
the  president's  visit.  It  was  left  to  the  president  and  the 
general  secretary  to  decide,  after  consultation  with  the 
branches  concerned,  whether  such  a  meeting  should  be  held. 

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


Personals 


Lieut. -General  A.  G.  L.  McNaughton,  C.B.,  c.m.g., 
D.s.o.,  M.E.i.c,  commander  of  the  Canadian  Army  in 
Britain,  received  the  honorary  degree  of  Doctor  of  Laws 
on  July  4th,  from  Birmingham  University,  England. 

J.  L.  Morris,  M.E.i.c,  has  recently  retired  from  the  Depart- 
ment of  Lands  and  Forests  of  the  province  of  Ontario.  He 
was  the  first  graduate  of  the  School  of  Practical  Science 
in  the  University  of  Toronto  in  1881  and  in  1885  he  re- 
ceived the  first  degree  of  C.E.  from  the  same  university. 
In  1927  his  Alma  Mater  conferred  on  him  the  degree  of 
Doctor  of  Engineering. 

Dr.  Morris  began  his  engineering  career  with  the  Canadian 
Pacific  Railway  Company  as  an  assistant  on  construction 
work.  In  1886  he  commenced  a  private  practice  at  Pembroke, 
Ont.,  and  carried  out  many  important  works  throughout 
Ontario  and  Quebec.  For  a  number  of  years  he  was  town 
engineer  of  Pembroke,  Ont.,  and  up  until  March,  1928,  he 
was  senior  partner  of  the  firm  of  Morris  and  Moore,  sur- 
veyors and  engineers  at  Pembroke.  He  joined  the  Depart- 
ment of  Lands  and  Forests  in  1928  and  the  following  year 
became  inspector  of  surveys  with  the  same  Department. 

Brigadier  Noel  D.  Lambert,  M.E.i.c,  formerly  director 
of  engineer  services  has  been  recently  promoted  from  the 
rank  of  colonel  and  appointed  deputy  quartermaster-general 
(engineering),  Department  of  National  Defence  at  Ottawa, 
as  a  result  of  a  reorganization  in  the  quartermaster-general's 
branch. 

Brigadier  Lambert  is  a  graduate  of  the  University  of 
British  Columbia  and  previous  to  joining  the  Department 
of  National  Defence  he  was  vice-president  and  general 


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


manager  of  the  Northern  Construction  Company  and  J.  W. 
Stewart  Limited,  Vancouver,  B.C. 

Lieut. -Colonel  E.  C.  Thorne,  m.e.i.c,  who  was  assistant 
director  of  Chemical  Warfare  in  the  Department  of  National 
Defence  in  Ottawa,  has  been  promoted  from  the  rank  of 
major  and  appointed  acting  director  and  engineer  of  the 
Department.  He  returned  last  year  from  England  where  he 
was  officer  commanding  the  2nd  Field  Company,  R.C.E. 
Before  the  war  Colonel  Thorne  was  with  the  operating 
department  of  the  Southern  Canada  Power  Co.,  Ltd., 
Montreal,  Que. 

Lieut. -Colonel  R.  A.  Logan,  m.e.i.c,  who  has  been 
attached  lately  to  Royal  Canadian  Air  Force  Headquarters 
at  Ottawa,  has  been  transferred  to  the  Air  Staff,  Plans 
Division,  at  Washington,  D.C. 

H.  J.  Crudge,  m.e.i.c,  building  engineer  of  the  Canadian 
National  Railways  at  Moncton,  N.B.,  is  the  newly  elected 
chairman  of  the  Moncton  Branch.  Mr.  Crudge  has  been 
located  in  Moncton  since  1915,  but  prior  to  this  was  con- 
nected with  the  engineering  department  of  the  Canadian 
Pacific  Railway  in  Montreal.  He  has  served  as  a  councillor 
of  the  Institute  and  is  past  president  of  the  New  Brunswick 
Association  of  Professional  Engineers.  In  1938  he  was 
appointed  to  the  advisory  committee  of  the  National 
Research  Council  of  Canada  in  the  preparation  of  a 
national  building  code. 


THE  ENGINEERING  JOURNAL     August,  1942 


483 


John  McHugh,  m.e.i.c,  who  retired  last  March  from  the 
Dominion  Department  of  Fisheries  after  28  years  service, 
accepted  an  appointment  in  May  with  the  Wartime  Prices 
and  Trade  Board  as  regional  representative  for  the  con- 
troller of  supplies  at  Vancouver,  B.C. 


Elizabeth  M.  G.  MacGill,  M.E.I.C. 


Elizabeth  M.  G.  MacGill,  m.e.i.c,  is  the  newly  elected 
chairman  of  the  Lakehead  Branch.  She  holds  the  position  of 
chief  aeronautical  engineer  with  the  Canadian  Car  and 
Foundry  Co.  Ltd.,  at  Fort  William,  an  appointment  which 
she  accepted  in  1939. 

Roy  W.  Emery,  m.e.i.c,  has  recently  returned  from  British 
Guiana,  S.A.,  and  he  is  now  employed  in  the  design  depart- 
ment of  H.  G.  Acres  and  Company  at  Niagara  Falls,  Ont. 

Herbert  R.  Davis,  m.e.i.c,  is  at  present  employed  as  an 
engineer  with  the  R.C.A.F.,  Western  Air  Command  at 
Victoria,  B.C.  He  was  previously  located  at  Saskatoon 
where  he  was  a  partner  in  the  firm  of  Davis-Fisher  Limited, 
design  and  construction  engineers. 

E.  M.  Nason,  m.e.i.c,  is  resident  engineer  of  the  R.C.A.F. 
Station  at  Boundary  Bay,  B.C.  He  was  previously  located 
at  No.  3  Training  Command  at  Moncton,  N.B. 

D.  R.  McGregor,  jr.E.i.c,  has  left  his  position  with  the 
Canadian  General  Electric  Company,  Limited,  Peter- 
borough, Ont.,  to  join  the  R.C.N.V.R.  as  a  sub-lieutenant. 
He  graduated  from  McGill  University  in  1935  and  has 
been  with  the  company  ever  since. 

Robert  T.  Tamblyn,  s.e.i.c,  enlisted  with  the  Royal 
Canadian  Engineers  shortly  after  graduating  from  the 
University  of  Toronto  this  year. 

E.  T.  Skelton,  s.e.i.c,  has  accepted  a  position  with  the 
Demarara  Bauxite  Company,  Mackenzie,  S.A.  He  gradu- 
ated this  spring  in  civil  engineering  from .  the  University 
of  New  Brunswick. 

Carl  Norman  Cunningham,  s.e.i.c,  of  Fairville,  N.B., 
graduated  this  spring  from  Nova  Scotia  Technical  College 
with  the  degree  of  B.Eng.,  in  mechanical  engineering. 

Bryce  Fraser  Keays,  s.e.i.c,  of  Newcastle,  N.B.,  gradu- 
ated this  spring  from  the  University  of  New  Brunswick 
with  the  degree  of  B.Sc,  in  civil  engineering. 

Arnold  William  Dyck,  s.e.i.c,  of  Vancouver,  B.C., 
graduated  this  spring  from  the  University  of  Saskatchewan 
with  the  degree  of  B.Sc,  in  mechanical  engineering. 

WiU>ert  Hunter  Tate,  s.e.i.c,  of  North  Battleford,  Sask., 
graduated  this  spring  from  the  University  of  Saskatchewan 
with  the  degree  of  B.Sc,  in  mechanical  engineering. 


John  S.  Lochhead,  jr.E.i.c,  has  recently  joined  the  staff 
of  Defence  Industries  Limited,  Montreal,  Que.  Since  his 
graduation  from  McGill  University  in  1937,  he  has  been 
employed  with  the  Dominion  Bridge  Company,  Montreal. 

Irving  I.  Sweig,  s.e.i.c,  obtained  his  B.Sc.  degree  from 
Sir  George  Williams  College,  Montreal,  in  May. 

Walter  M.  Smith,  s.e.i.c,  who  graduated  in  electrical 
engineering  this  spring  from  the  University  of  New  Bruns- 
wick, has  joined  the  staff  of  the  Bell  Telephone  Co.  of 
Canada  in  Montreal. 


Leon  A.  Duchastel,  M.E.I.C. 

Leon  A.  Duchastel,  m.e.i.c,  has  been  elected  chairman 
of  the  Montreal  Chapter  of  the  Illuminating  Engineering 
Society.  Mr.  Duchastel  who  is  power  sales  engineer  with 
the  Shawinigan  Water  and  Power  Company,  is  the  secre- 
tary-treasurer of  the  Montreal  Branch  of  the  Institute. 


VISITORS  TO  HEADQUARTERS 

J.  A.  Van  den  Broek,  professor  of  engineering  mechanics, 
University  of  Michigan,  Ann  Arbor,  Mich.,  U.S.A.,  on 
July  3rd. 

Flight-Sergeant  Eric  Grant,  m.e.i.c,  R.C.A.F.,  Eastern 
Air  Command  Headquarters,  Halifax,  N.S.,  on  July  4th. 

E.  R.  Jacobsen,  m.e.i.c,  Commonwealth  of  Australia, 
War  Supplies  Procurement,  Washington,  D.C.,  on  July  8th. 

Major  J.  H.  Mcintosh,  m.e.i.c,  R.c.A.,  Victoria,  B.C.,  on 
July  11th. 

René  Dupuis,  m.e.i.c,  director,  Department  of  Electrical 
Engineering,  Faculty  of  Applied  Science,  Laval  University, 
Quebec,  Que.,  on  July  16th. 

Professor  R.  F.  Legget,  m.e.i.c,  assistant  professor,  De- 
partment of  Civil  Engineering,  University  of  Toronto, 
Toronto,  Ont.,  on  July  20th. 

T.  M.  Moran,  m.e.i.c,  vice-president,  Stevenson  & 
Kellogg,  Ltd.  Toronto,  Ont.,  on  July  23rd. 

H.  A.  Lancefield,  s.e.i.c,  Defence  Industries  Limited, 
Montreal,  Que.,  on  July  23rd. 

Sidney  Hogg,  m.e.i.c,  designing  engineer,  St.  John  Dry 
Dock  &  Shipbuilding  Co.,  Ltd.,  Saint  John,  N.B.,  on 
July  24th. 

Guy  Thibaudeau,  s.e.i.c,  Quebec,  Que.,  on  July  24th. 

Jean  L.  Lacombe,  s.e.i.c,  Quebec  North  Shore  Paper 
Co.,  Baie  Comeau,  Que.,  on  July  27th. 


484 


August,  1942    THE  ENGINEERING  JOURNAL 


Obituaries 


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

Harry  Wendell  Mahon,  m.e.i.c,  passed  away  at  Halifax, 
N.S.,  on  June  8th,  1942,  after  a  short  illness.  He  is  survived 
by  his  widow  the  former  Marion  Reid  Smith,  a  son  and  a 
daughter,  and  his  brother  Arthur  S.  Mahon. 

He  was  born  at  Great  Village,  N.S.,  on  April  26th,  1889, 
the  son  of  Captain  James  A.,  and  Mrs.  Mahon,  and  he 
received  his  education  in  his  native  province.  He  graduated 
in  engineering  from  Dalhousie  University,  and  from  the 
Nova  Scotia  Technical  College  in  1914  in  civil  engineering. 
Except  for  three  years  overseas  during  the  First  World 
War,  his  life  work  has  been  the  investigation  of  the  water 
power  resources,  and  the  development  and  operation  of 
hydro-electric  power  in  Nova  Scotia. 

His  engineering  work  commenced  in  1915  with  the 
Dominion  Water  and  Power  Bureau  of  the  Department  of 
Mines  and  Resources.  He  continued  with  the  Nova  Scotia 
Water  Power  Commission  and  then  with  the  Nova  Scotia 
Power  Commission  when  organized  in  1919.  With  the  latter 
Commission,  he  was  engineer  of  investigation,  for  which 
Department  he  continued  to  be  responsible  for  twenty- 
three  years,  and,  in  addition,  administered  the  Nova  Scotia 
Water  Act  for  the  Minister. 

His  engineering  memorial  remains  in  the  foundations 
which  he  laid  for  the  power  industry  of  Nova  Scotia.  It 
was  on  his  engineering  surveys  and  studies  that  a  great 
number  of  the  hydro-electric  plants  were  built  and  operated, 
including  most  of  the  plants  of  the  Nova  Scotia  Power 
Commission.  His  reports  will  continue  to  be  basic  for  future 
development  of  provincial  water  resources. 

Professionally,  he  was  a  member  of  The  Engineering 
Institute  of  Canada,  and  of  the  Association  of  Professional 
Engineers  of  Nova  Scotia.  His  was  an  active  life,  and  the 
engineering  profession  of  Nova  Scotia  has  lost  a  leading 
figure  who  is  deeply  mourned. 

Mr.  Mahon  joined  the  Institute  as  a  Junior  in  1916.  He 
was  transferred  to  Associate  Member  in  1918  and  became 
a  Member  in  1940. 

Lieut. -Colonel  Henry  Fairweather  Morrisey,  m.e.i.c, 
district  engineer  for  the  Department  of  Transport  of  Canada 
at  Saint  John,  N.B.  and  a  councillor  of  the  Institute,  died 
in  the  hospital  at  Montreal  on  June  25th,  1942. 

He  was  born  at  Saint  John,  N.B.  on  June  14th,  1890, 
and  received  his  preliminary  education  in  the  local  public 
schools  and  the  Saint  John  high  school.  He  studied  engineer- 
ing at  the  University  of  New  Brunswick  where  he  graduated 
in  1912  as  a  B.Sc.  In  1915  he  received  the  degree  of  M.Sc. 
from  the  University.  During  the  summers  of  1909  to  1911 
he  was  engaged  in  engineering  work  for  the  Department  of 
Public  Works  of  Canada  on  construction  of  wharves  and 
breakwaters  at  Saint  John.  Except  for  the  time  which  he 
spent  in  service  overseas  in  the  last  war,  he  served  as 
assistant  engineer  on  the  River  St.  Lawrence  ship  channel 
from  1912  to  1920. 

In  1920  he  was  appointed  district  engineer  at  Saint  John, 
N.B.  for  the  Marine  Department  of  Canada  and  occupied 
the  same  position  with  the  Department  of  Transport  until 
his  death. 

Before  the  First  World  War  Colonel  Morrisey  had 
served  in  the  Corps  of  Guides  and  at  the  outbreak  of 
hostilities  he  enlisted  in  the  Royal  Canadian  Engineers  but 
was  transferred  later  to  the  Royal  Navy  with  the  rank  of 
lieutenant.  He  was  stationed  at  the  St.  Lawrence  ship 
channel  during  the  first  years  of  the  war  and  was  in  charge 
of  arrangements  to  block  the  channel  in  the  event  of  enemy 
craft  entering  the  river.  He  had  oversight  of  the  clearing 
of  the  way  for  transports  and  was  on  guard  duty  for  the 
safety  of  submarines,  drifters  and  trawlers  which  had  been 
built  at  Montreal,  Sorel  and  Three  Rivers.  For  the  last 
two  years  of  the  war  he  served  with  the  Royal  Navy  in  the 


Mediterranean  aboard  H.M.S.  Endeavour  and  H.M.S.  Caesar. 
On  his  return  to  Canada  in   1919  he  joined  the  non- 
permanent  militia.  He  was  commissioned  in  the  3rd  New 


Lieut.-Colonel  H.  F.  Morrisey,  M.E.I.C. 

Brunswick  Medium  Brigade,  Canadian  Artillery,  (The 
Loyal  Company  of  Artillery),  now  the  Royal  Canadian 
Artillery.  He  commanded  the  15th  Medium  battery,  a 
crack  battery  of  the  brigade  for  a  time  and  later  took 
command  of  the  brigade  and  held  that  responsible  position 
for  some  years.  Since  the  outbreak  of  the  present  war  he 
had  assumed  command  of  the  3rd  New  Brunswick  Coast 
Brigade,  Reserve,  R.C.A.,  and  played  an  important  role  in 
the  organization  for  local  defence. 

Colonel  Morrisey  joined  the  Institute  as  a  Junior  in  1913. 
He  was  transferred  to  Associate  Member  in  1922  and 
became  a  Member  in  1940.  He  was  very  active  in  Institute 
affairs  and  had  been  elected  a  councillor  of  the  Institute 
for  the  Saint  John  Branch  last  year. 

John  Earle  Porter,  m.e.i.c,  died  suddenly  at  Windsor, 
Ont.,  on  June  28th,  1942.  He  was  born  at  Wingham,  Ont., 


J.  E.  Porter,  M.E.I.C. 

on  December  6th,  1891,  and  received  his  education  at  the 
University  of  Toronto  where  he  graduated  in  1915. 

Upon  graduation  he  joined  the  staff  of  the  Department 
of  Public  Works  of  Canada  as  assistant  engineer  in  the 
district  of  western  Ontario,  and  was  connected  with  harbour 
and  river  development  and  improvement  work  until  1915 
when  he  joined  the  staff  of  the  Canadian  Steel  Corporation, 
Limited  at  Ojibway,  Ont.,  as  field  engineer  and  inspector. 
In  this  capacity  he  was  in  charge  of  surveys,  lay-out  and 
construction  of  harbours  and  piers. 

In  1922  he  joined  the  staff  of  the  Ford  Motor  Company 


THE  ENGINEERING  JOURNAL    August,  1942 


485 


of  Canada,  Limited  at  Windsor,  Ont.,  and  was  in  charge 
of  the  civil  engineering  branch.  Later  he  became  in  charge 
of  all  engineering  activities  of  the  company  and  in  July 
1941,  he  was  appointed  general  superintendent  of  the  com- 
pany. A  few  weeks  ago  he  had  been  elected  vice-president 
and  director  of  the  company. 

Mr.  Porter  joined  the  Institute  as  a  Student  in  1914  and 
was  transferred  to  Junior  in  1917.  In  1919  he  was  further 
transferred  to  Associate  Member  and  he  became  a  Member 
in  1940.  He  was  a  councillor  of  the  Institute  representing 
the  Border  Cities  Branch  in  1926. 

Sir  Charles  Ross,  m.e.i.c,  died  at  Passagrille,  Florida,  on 
June  28th,  1942,  after  a  short  illness.  Born  at  Balnagown, 
Rosshire,  Scotland,  on  April  4th,  1872,  he.  was  educated  at 


Eton  and  Trinity  College,  Cambridge.  He  served  as  a 
lieutenant  in  the  3rd  Battery,  Seaforth  Highlanders,  retiring 
in  1894.  In  the  Boer  War  he  served  as  a  captain. 

In  1896  he  became  connected  with  the  West  Kootenay 
Power  &  Light  Company,  B.C.,  as  a  construction  engineer 
and  contractor.  In  1902  he  organized  the  Ross  Rifle  Com- 
pany for  the  production  of  the  weapon  which  he  had 
designed  and  which  had  been  adopted  for  the  Canadian 
Militia.  During  the  First  World  War  he  was  advisor  on 
small  arms  to  the  Canadian  Government  and  also  con- 
ferred confidentially  with  the  American  Government. 

Sir  Charles  joined  the  Institute  as  a  Member  in  1918  and 
kept  an  active  interest  in  Institute  affairs  as  revealed  by 
an  exchange  of  correspondence  with  Headquarters  only  a 
few  weeks  before  his  death. 


News  of  the  Branches. 


LAKEHEAD  BRANCH 


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


W.  C.  Byers,  Jr. e. i.e.     -    -    Secretary-Treasurer 

The  annual  dinner  meeting  of  the  Lakehead  Branch  was 
held  at  the  Port  Arthur  Golf  and  Country  Club  on  June  10th 
commencing  at  7.00  p.m. 

Miss  E.  M.  G.  MacGill  presided  at  the  meeting. 

Grace  was  said  by  R.  B.  Chandler. 

A  resolution  regarding  the  status  of  the  engineer  in  the 
armed  forces  was  discussed  by  several  members  and  unani- 
mously passed. 

Reports  were  received  from  the  finance,  membership, 
entertainment  and  nominating  committees. 

At  the  conclusion  of  the  business  meeting  the  members 
took  part  in  a  golf  game  and  putting  contest. 

There  were  thirty  members  and  guests  present. 

MONCTON  BRANCH 

V.  C.  Blackett,  m.e.i.c.    -    -    Secretary-Treasurer 

A  dinner  meeting  of  the  branch  was  held  in  the  Brunswick 
Hotel  on  Monday,  June  1st.  The  attendance  was  the  largest 
for  some  years  and  included  members  of  the  staffs  of  the 
Robb  Engineering  Works  and  the  Canada  Car  &  Foundry 
Co.,  who  motored  from  Amherst  to  attend  the  meeting. 
H.  J.  Grudge,  vice-chairman  of  the  branch  presided. 

A  very  interesting  address  on  Plastics  was  delivered  by 
H.  Franklin  Ryan,  B.sc,  m.e.i.c,  of  the  Canadian  General 
Electric  Co.,  Halifax.  In  his  opening  remarks,  the  speaker 
stated  that  while  the  tremendous  need  for  war  time  sub- 
stitutes had  brought  plastics  into  prominence,  they  are  not 
of  recent  origin.  As  far  back  as  the  middle  of  the  last  century 
the  scarcity  of  large  elephants  gave  rise  to  a  need  for  a 
suitable  substitute  for  ivory  made  from  the  tusks  of  these 
animals.  A  solution  to  the  problem  was  found  by  an 
American  Chemist,  John  Wesley  Hyatt,  who  discovered 
that  by  mixing  cellulose  with  alcohol,  there  was  produced 
a  substance  which  later  became  known  as  celluloid.  That, 
Mr.  Ryan  said,  was  the  first  plastic.  A  plastic  consists 
essentially  of  a  resin  blended  with  a  filler  and  molded  either 
with  heat  alone  or  by  means  of  heat  and  pressure  combined. 
In  the  former  case  the  structure  of  the  materials  is  not 
altered,  and  the  plastic  can  be  again  liquified  and  re-molded. 
Where,  however,  both  heat  and  pressure  are  required, 
chemical  changes  take  place,  and  the  plastic  cannot  be 
re-melted.  Phenol  is  the  most  common  resin  and  wood  flour 
is  among  the  fillers  used.  Other  resins  are  petroleum,  coal, 
natural  gas,  urea,  vynal,  glycerine  and  milk.  The  uses  that 
have  been  found  for  plastics  are  many  and  varied  and  in- 
clude radio  cabinets,  optical  glass,  aeroplane  parts  and 
electrical  equipment  of  all  kinds.  It  must  be  kept  in  mind 
that  modern  plastics  are  not  substitutes  in  the  sense  of 
inferior  replacements  but  are  rather  replacements  that  are 
of  greater  value  than  the  original  products.  Nylon  is  an 


example.  It  is  a  substitute  for  silk  and  is  superior  to  silk. 
A  notable  achievement  has  been  the  development  of  a 
plastic  with  a  tensile  strength  of  100,000  lb.  per  sq.  in. 

Mr.  Ryan's  remarks  were  illustrated  by  lantern  slides. 
He  also  placed  on  display  samples  of  materials  and  finished 
products  of  the  plastic  art.  One  that  aroused  special  interest 
was  the  nose  cap  of  an  anti-aircraft  shell. 

Following  a  period  of  questions  and  answers,  a  vote  of 
thanks  to  the  speaker  was  moved  by  G.  L.  Dickson  and 
seconded  by  A.  S.  Donald. 

At  this  meeting  nominations  were  made  for  branch 
officers  for  1942-43. 

SAGUENAY  BRANCH 

D.  S.  Estabrooks,  m.e.i.c.     -    Secretarij-T reasurer 
J.  G.  D'Aoust,  m.e.i.c.      -    -     Branch  News  Editor 

A  meeting  of  the  Saguenay  Branch  was  held  in  the 
Protestant  School  in  Arvida  on  Thursday,  June  11th.  Two 
industrial  films  were  shown,  one  by  Mr.  C.  A.  Booth  of 
Fiber  Glass,  Canada  Ltd.,  and  the  other  by  Mr.  Paul  LeBel, 
m.e.i.c,  of  the  Imperial  Oil  Company. 

The  use  of  glass  insulation  has  in  many  cases  solved  the 
problems  created  by  wartime  demands  on  electrical  equi- 
ment,  and  Mr.  Booth's  film  explained  the  principal  uses 
and  advantages  of  this  material  as  class  B  insulation.  After 
sketching  the  history  and  manufacturing  of  fiber  glass 
products  the  speaker  answered  questions  raised  by  the 
members  and  demonstrated  by  means  of  samples,  the  many 
forms  in  which  glass  fibres  can  be  used. 

Raw  material  is  produced  in  the  United  States  and  at 
present  only  electrical  insulation  is  manufactured  in  Canada. 
The  raw  material  comes  in  the  form  of  small  glass  spheres 
which  are  melted  down  in  an  electric  furnace.  The  molten 
glass  then  flows  through  tiny  holes  in  a  platinum  bushing 
and  the  very  fine  glass  fibers  so  produced  are  twisted  into 
a  strand  of  204  fibers  and  are  then  wound  on  bobbins 
ready  for  the  process  of  weaving  into  the  many  forms  of 
cloth  used. 

Six  times  as  strong  as  cotton,  this  product  will  withstand 
higher  temperatures  and  more  severe  acid  conditions  than 
other  forms  of  class  B  insulation.  The  cost  is  about  the 
same  as  other  materials  in  use. 

The  second  film  of  the  evening,  a  colour  film  depicting 
the  construction  of  the  Portland-Montreal  pipe  line,  was 
taken  by  Mr.  LeBel  of  the  Imperial  Oil  Co.  who  was 
closely  associated  with  the  work. 

The  various  phases  of  the  project  were  well  illustrated 
and  Mr.  LeBel's  remarks  in  answer  to  the  many  questions 


486 


August,  1942    THE  ENGINEERING  JOURNAL 


asked  gave  an  interesting  picture  of  the  problems  which 
had  to  be  overcome. 

Construction  of  this  pipe  line  greatly  reduced  the  distance 
which  the  tankers  had  formerly  to  travel  in  going  to  Mont- 
real via  the  St.  Lawrence,  the  oil  now  being  pumped  from 
Portland  by  eight  pumping  stations  through  the  236  miles 
of  pipe  to  Montreal.  Twelve  inch  pipe  was  used  throughout 
excepting  under  the  larger  rivers  where  two  ten-inch  pipes 
were  laid  in  a  common  trench  in  the  riverbed  and  connected 
by  manifolds  on  either  bank  to  the  main  twelve  inch  line. 
This  arrangement  permits  of  uninterrupted  service  when 
cleaning  the  line  at  these  points,  and  insures  against  a  stop- 
page should  trouble  be  experienced  on  one  of  the  branches. 

An  interesting  feature  of  the  pumping  system  is  the  use 
of  diesel  driven  pumps  which  take  their  oil  fuel  direct  from 


the  pipe  line,  at  the  Highwater  station,  at  which  point 
electrical  power  was  not  available. 

The  work  was  done  by  two  contractors  who  made  ex- 
tensive use  of  diesel  tractors,  not  only  for  handling  materials 
and  excavating,  grading,  etc.,  but  also  for  the  actual  bending 
and  placing  of  the  pipe  in  the  trench.  The  pipe  lies  two  to 
four  feet  below  grade  and  in  the  more  favourable  terrain 
was  placed  at  the  rate  of  three  miles  a  day,  the  total  time 
for  the  job  constituting  a  record  for  this  kind  of  work.  In 
the  rivers  the  twin  ten  inch  pipes  lie  fifty  feet  below  low 
water  in  the  navigable  portions,  the  trench  in  the  remaining 
parts  being  twenty  feet  deep. 

Mr.  McCaghey,  branch  chairman,  conveyed  the  thanks 
and  appreciation  of  the  members  to  the  speakers  for  their 
contributions. 


Library  Notes 


NEW  C.E.S.A. 
The     Canadian     Engineering 


SPECIFICATION 

Standards 
Association  has  recently  issued  the  following 
new  standard: 

C83     Pole  Line  Hardware.  1st.  ed. 

This  specification  covers  the  purchasing 
requirements  for  pole  line  hardware  used 
by  utilities  engaged  in  power  supply,  elec- 
tric traction  or  communication  transmis- 
sion. It  is  divided  into  three  parts:  1.  Gen- 
eral— 2.  Material  and  Manufacture — 
3.  Drawings.  This  specification  is  being 
issued  for  the  purpose  of  benefiting  pro- 
ducers, distributors  and  consumers  of  pole 
line  hardware  and  of  helping  the  war  effort: 
1 .  By  restricting  steel  to  a  few  grades.  2.  By 
substituting  a  large  production  volume  of 
the  standard  item  in  place  of  relatively 
small  volumes  of  many  types  and  sizes  of 
equivalent  articles.  3.  By  permitting  any 
of  the  three  above  mentioned  groups  to  assist 
a  particular  user  of  such  hardware  when 
affected  by  an  acute  supply  shortage  or 
abnormally  large  construction  and  main- 
tenance programme.  4-  By  permitting  a 
considerable  reduction  in  stocks  in  ware- 
houses and  storage.  In  order  that  review  of 
new  information  and  drawings  on  new  or 
existing  standard  hardware  items  can  be 
added  from  time  to  time  this  specification 
is  issued  in  loose-leaf  form  under  a  special 
binder.  Copies  of  this  standard  may  be 
obtained  from  the  Canadian  Engineering 
Standards  Association,  National  Research 
Building,  Ottawa.  Price  75c.  a  copy. 


ADDITIONS  TO  THE  LIBRARY 
TECHNICAL  BOOKS 

Industrial  Furnaces: 

Vol.  2,  2nd  éd.,  W.  T  rinks.  N.Y.,  John 
Wiley  and  Sons,  Inc.,  1942.  6x9  in.  $5.00. 

Practical  Aerodynamics: 

3rd  ed. ,  Bradley  Jones.  N.  Y. ,  John  Wiley 
and  Sons,  Inc.,  1942.  6x9  in.  $3.75. 

Structural  Theory: 

3rd  ed.,  Hale  Sutherland  and  Harry  Lake 
Bowman.  N.Y.,  John  Wiley  and  Sons, 
Inc.,  1942.  6x9  in.  $3.75. 

Definitions  of  Electrical  Terms: 

American  Standard  C42.  Sponsor  the 
American  Institute  of  Electrical  Engineers. 
7%  x  11  in.  $1.00  in  the  U.S.A.  $1.25 
outside  the  U.S.A.  $1.00  in  Canada  if 
ordered  through  the  Canadian  Engineering 
Standards  Association. 

Prize  Bridges  1928-1941  : 

American  Institute  of  Steel  Construction, 
Inc.,  1942. 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of    New    Books    and    Publications 


Fatigue  of  Metals: 

2nd  ed.,  D.  Landau.  N.Y.,  The  Nitralloy 
Corporation,  1942.  This  booklet  will  be 
ready  for  distribution  after  August  1st, 
1942. 

REPORTS 
Hydro: 

Ontario's  successful  experiment  in  public 
ownership  by  Thomas  H.  Hogg.  Address 
delivered  before  Princeton  University  on 
December  10,  1941.  The  Guild  of  Brackett 
Lecturers,  1941. 
The  Royal  Aeronautical  Society: 

Aims,  work,  membership  and  rules.  Re- 
vised February  10,  1940. 

Extraction  not  Conversion: 

The  answer  to  the  refiners  mercaptan  prob- 
lem. Universal  Oil  Products,  Booklet  No. 
251.  Reprinted  from  World  Petroleum 
Vol.  13,  No.  2,  February,  1942. 

Handbook  of  Scientific  and  Technical 
Societies  and  Institutions  of  Canada: 

National  Research  Council,  Ottawa,  1942. 
50c. 

Trade  and  Professional  Associations  of 
the  United  States: 

U.S.  Department  of  Commerce,  Bureau  of 
Foreign  and  Domestic  Commerce,  1942. 
For  sale  by  the  Superintendent  of  Docu- 
ments, Washington,  D.C.,  70c. 

Science  and  Mathematics  and  the  War: 

A  progress  report  by  the  Philadelphia 
Regional  Committee  on  Science  and  Mathe- 
matics Teaching. 

National  Bureau  of  Standards: — Building 
Materials  and  Structures: 

Water  permeability  of  walls  built  of 
masonry  units.  Report  82: — Strength  of 
sleeve  joints  in  copper  tubing  made  with 
various  lead-base  solders.  Report  83: — ■ 
Survey  of  roofing  materials  in  the  South 
Central  States.  Report  84. 

Canada — Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch  : 

Industrial  waters  of  Canada.  Report  on 
investigations  1934-1940.  Ottawa,  Bureau 
of  Mines  publication  No.  807,  1942.  25c. 
Petroleum  fuels  in  Canada.  Publication 
No.  808,  10c. 

Canada — Department  of  Mines  and  Re- 
sources—  Surveys  and  Engineering 
Branch  : 

Surface  water  supply  of  Canada.  St.  Law- 
rence and  Southern  Hudson  Bay  drainage 
Ontario  and  Quebec.  Ottawa,  Water  Re- 
sources Paper  No.  79,  1942.  $1.00. 


Altitudes  in  Northern  Ontario.  Geodetic 
service  of  Canada  publication  No.  45,  25c. 

Bell  Telephone  System — Technical  Pub- 
lications: 

Performance  of  ground-relayed  distribution 
circuits: — Viscosity-molecular  weight  of 
rubber: — The  Thermal  expansion  of  pure 
metals  pt.  2: — Determination  of  antimony 
in  lead-antimony  alloys: — Fractionation 
and  molecular  weight  of  rubber  and  gutta- 
percha:— A  more  symmetrical  fourier 
analysis: — L  type  impedance  transforming 
circuits: — Monographs  1329-1335. 

The  Electrochemical  Society: 

The  electrode  position  of  hard  nickel: — A 
strange  phenomenon  in  plating: — Electro- 
deposition  of  nickel-tungsten  alloys  from 
an  acid  plating  bath.  Preprints  82-1,  2 
and  3. 

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  ELECTRICAL 
INSULATING  MATERIALS,  prepar- 
ed by  A.S.T.M.  Committee  D-9  on 
Electrical  Insulating  Materials; 
Specifications,  Methods  of  Testing, 
December,  1941. 

American  Society  for  Testing  Materials, 
Phila.,  Pa.,  448  pp.,  Mus.,  diagrs.,  charts, 
tables,  9x6  in.,  paper,  $2.25. 
This  volume  contains  the  specifications  and 
test  methods  covering  this  field  in  their  latest 
form  as  well  as  the  current  report  of  the  com- 
mittee on  electrical  insulating  materials.  The 
report  outlines  its  work  and  gives  proposed 
revisions    of    standards.    Several    appendices 
discuss  the  significance  of  various  tests. 

AIR  RAID  PRECAUTIONS  HANDBOOK 
No.  14  (1st  ed.)  THE  FIRE  GUARDS 
HANDBOOK. 

Great  Britain,  Ministry  of  Home  Security 
and  Scottish  Home  Department.  Publ.  by 
His  Majesty's  Stationery  Office,  London, 
1942.  45  pp.,  diagrs.,  6}/<i  x  4  *»*.,  paper, 
'obtainable  from    British   Library   of  In- 
formation,   30    Rockefeller    Plaza,    New 
York,  $.05). 
The  specific  duties  of  a  fire  guard  in  con- 
nection   with    air    raids    are    outlined.    The 
approved  methods  for  dealing  with  incendiary 
bombs  and  fires  caused  by  them  are  described, 


THE  ENGINEERING  JOURNAL     August,  1942 


487 


and  some  consideration  is  given  to  the  organ- 
ization of  fire  guards  for  the  most  efficient 
action. 

AIRCRAFT  ENGINE  DESIGN 

By  J.    Liston.    McGraw-Hill   Book   Co., 
New   York  and  London,    1942.   1^86  -pp., 
Mus.,  diagrs.,  charts,  tables,  9)4  x  6  in., 
cloth,  $4.50. 
The  component  parts  of  an  aircraft  engine 
are  described  and  discussed  in  detail,   with 
emphasis  upon  fundamentals  of  mathematics, 
mechanics  and  machine  design  necessary  for 
successful  designing.   Suggested   design  pro- 
cedures, problems  and  references  to  further 
reading   accompany    each    chapter.    A    large 
section  of  useful  engineering  data,  including 
brief    specifications     of    American    marine, 
vehicle  and  aircraft  engines,  is  appended. 

AIRCRAFT  INSPECTION 

By  E.  E.  Wissman.  McGraw-Hill  Book 
Co.    (Whittlesey  House),  New   York  and 
London,    1942.    268   pp.,    Mus.,    diagrs., 
tables,  9Y2  x  6  in.,  cloth,  $3.00. 
In   this  volume  an  experienced   inspector 
presents  practical  information  on  the  factory 
inspection  of  aircraft.  Every  step,  from  fabri- 
cation   and    sub-assembly    to    preflight    and 
delivery  inspection,  is  covered  in  detail,  with 
full  information. 

AUDELS  MECHANICAL  DICTIONARY 
for  Technical  Trades,  Arts  and 
Sciences 

By  N.  Hawkins  and  E.  P.  Anderson.  Theo 
Audel  and  Company,  49  West  23rd  St., 
New  York,  1942.  948  pp.,  8x5%  in., 
fabrikoid,  $4.00. 
This  dictonary  published  about  thirty  years 
ago,  is  reissued  with  a  supplement  nearly  one- 
half  as  large  as  the  original  work.  It  contains 
about  seventeen  thousand  technical    words 
and  terms  with  definitions  and  explanations. 

ELECTRIC  MOTORS  IN  INDUSTRY 

Dr.  D.  R.  Shoults  and  C.  J.  Rife,  edited 
by  T.  C.  Johnson.  John  Wiley  &  Sons, 
New   York;   Chapman  &   Hall,   London, 
1942.    389    pp.,    Mus.,    diagrs.,     charts, 
tables,  9%  x  6  in.,  cloth,  $4.00. 
Written   for   the   industrial   engineer,   this 
book  presents  information  on  the  character- 
istics and  control  of  electric  motors  which 
will  aid  in  the  efficient  selection  and  installa- 
tion of  the  proper  equipment  for  typical  jobs. 
Enough  description  of  the  mechanical  con- 
struction of  motors  is  given  to  aid  in  under- 
standing their  operation.  Two  chapters  deal 
with  the  principles  and  applications  of  elec- 
tronic devices,  but  no  attempt  has  been  made 
to  cover  the  generation,  transmission  or  dis- 
tribution of  power. 

ELECTROMECHANICAL  TRANSDUC- 
ERS AND  WAVE  FILTERS 

By  W.  P.  Mason.  D.  Van  Nostrand  Co., 
New  York,  1942.  383  pp.,  diagrs.,  charts, 
tables,  9]/2  x  6  in.,  cloth,  $5.00. 
It  is  the  purpose  of  this  book  to  set  forth 
the  fundamental  analogies  and  interconnec- 
tions between  electrical  theory  and  mechanical 
theory.    Electrical    network    theory    is    first 
analyzed  and  then  applied  to  lumped  mechani- 
cal systems;  acoustic  equations  and  the  vibra- 
tion of  membranes  and  plates  are  discussed; 
and  the  final  chapters  take  up  the  form  and 
design    of    electromechanical    elements    and 
systems  of  which  the  piezoelectric   effect  is 
an  example. 

ELEMENTS  OF  HEAT  TRANSFER  AND 
INSULATION 

By  M.  Jakob  and  G.  A.  Hawkins.  John 

Wiley  &  Sons,  New  York,  1942.  169  pp., 

Mus.,   diagrs.,   charts,   tables,  9x6  in., 

cloth,  $2.50. 

The  basic  principles  of  heat  transfer  and 

insulation    and    their    application    to   simple 

problems  are  presented  as  a  course  suitable  for 

undergraduates.  Conduction,  convection  and 

radiation  are  first  treated  separately  and  then 


in  combinations.  Unsteady  state  equations, 
dimensional  analysis  and  certain  other  more 
advanced  phases  are  dealt  with  in  a  very 
elementary  manner  but  with  an  equally 
rigorous  adherence  to  the  accuracy  of  funda- 
mental details  as  in  the  rest  of  the  text. 

FOUNDRY  WORK 

By  R.  E.  Wendt.  4th  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1942. 
261  pp.,  Mus.,  diagrs.,  charts,  tables, 
8x5  in.,  cloth,  $2.00. 

This  book  is  intended  for  use  as  a  textbook 
by  college  students  and  apprentices  in  shops, 
and  aims  to  present  the  fundamental  principles 
and  give  a  general  working  knowledge  of 
foundry  practice.  The  fourth  edition  contains 
new  exercises  in  molding  and  discusses  the 
causes  of  defective  castings. 

14,000  GEAR  RATIOS 

By  R.  M.  Page.  Industrial  Press,  New 
York;  Machinery  Publishing  Co.,  Brighton 
England,   1942.   404  PP-,   diagrs.,  tables, 
1114x814  in.,  fabrikoid,  $5.00. 
The  four  sections  of  this  book  give:  Com- 
mon   fractional    ratios    and    their    decimal 
equivalents;  Decimal  ratios,  their  logarithms 
and  equivalent  pairs  of  gears;  Total  number 
of  teeth  with  equivalent  gear  pairs  and  ratios; 
Numbers  and   equivalent  gear  factors.   The 
tables  cover  all  ratios  from  1/120  to   120/2, 
thus  providing  over  fourteen  thousand  ratios. 
The  various  uses  of  the  tables  are  illustrated 
by  examples.  The  book  will  be  of  practical 
value  to  engineers  and  designers. 

INDUSTRIAL  STATISTICS 

By  H.  A.  Freeman.  John  Wiley  &  Sons, 
New  York,  1942.  178  pp.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $2.50. 
This  book  is  based  upon  a  one-semester 
course  in  the  subject  given  at  the  Massachu- 
setts Institute  of  Technology,  and  is  intended 
for  students  without  any  previous  training  in 
statistics.  It  gives  examples  of  the  use  of  ele- 
mentary statistical  methods  in  the  design  and 
analysis  of  experiments  carried  out  in  indus- 
trial plants  and  scientific  laboratories,  and 
also  deals  with  the  problem  of  establishing  a 
systematic  programme  for  studying  and  con- 
trolling the  quality  of  industrial  output.  A 
final  chapter  discusses  some  of  the  statistical 
aspects  of  the  relationship  of  sampling  to  the 
risks  incurred  by  producers  and  buyers. 

55T)  INTRODUCTION  TO  ELECTRO- 
CHEMISTRY 

By  S.  Glasstone.  D.   Van  Nostrand  Co., 
New  York,  1942.  557  pp.,  diagrs.,  charts, 
tables,  9\4  x  6  in.,  cloth,  $5.00. 
The  object  of  this  book  is  to  provide  an 
introduction  to  electrochemistry  in  its  present 
state  of  development.  In  accordance  with  this 
idea  the  author  has  incorporated  in  the  book 
the  following  four  important  and  relatively 
recent   developments:   the  activity   concept; 
the  interionic  attraction  theory;  the  proton- 
transfer  theory  of  acids  and  bases;  and  the 
consideration  of  electrode  reactions  as  rate 
processes.  A  chapter  on  electrokinetic  pheno- 
mena is  included. 

MACHINE  TOOLS  AT  WORK 

By  C.   O.   Herb.    Industrial  Press,   New 
York;   Machinery   Publishing   Co.,    Ltd., 
17   Marine   Parade,    Brighton,   England, 
1942.  552  pp..  Mus.,  diagrs.,  9)4  x  6  in., 
fabrikoid,  $4.00. 
Applications  of  modern  machine  tools  of 
various  types  are  illustrated  by  selected  ex- 
amples from  actual  practice.  These  examples 
are  accompanied  by  close-up  photographs  and 
condensed    descriptions,    including    the    out- 
standing  features  of  each   job,   with   speed, 
feed,  and  other  practical  shop  data.  The  em- 
phasis is  on  the  more  unusual  operations  per- 
formed by  modern  machine  tools,  and  a  fair 
knowledge  of  shop  practice  is  assumed. 

(The)   MARINE  POWER  PLANT 

By  L.  B.  Chapman.  2  ed.  McGtaw-Hill 
Book  Co.,  New  York  and  London,  1942. 


401    pp.,    Mus.,    diagrs.,    charts,    tables, 

9Vi  x  6  in.,  cloth,  $4.00. 
Intended  for  the  practical  man  as  well  as 
for  the  student,  this  book  is  restricted  to 
fundamental  principles,  with  a  minimum  of 
descriptive  matter  and  details.  It  presents  the 
thermodynamics  of  the  marine  power  plant 
and  the  types  of  machinery  used  for  ship  pro- 
pulsion, and  gives  a  comprehensive  idea  of  the 
layout  and  function  of  the  various  pieces  of 
auxiliary  machinery.  Complete  calculations 
for  boilers  and  auxiliaries  of  a  typical  plant 
are  included. 

MERCHANT  MARINE  OFFICERS' 
HANDBOOK 

By  E.  A.  Turpin  and  W.  A.  MacEwen. 

Cornell  Maritime  Press,  New  York,  1942. 

740    pp.,    Mus.,    diagrs.,     charts,    tables, 

714  x  5  in.,  cloth,  $5.00. 
This  handbook  has  been  prepared  to  give 
the  essential  information  required  for  the  new 
examinations  of  the  Bureau  of  Marine  Inspec- 
tion and  Navigation,  and  also  to  serve  as  a 
practical  reference  book  for  use  at  sea.  Navi- 
gational instruments,  piloting,  tides  and  cur- 
rents, cargo,  shiphandling,  signals  and  other 
important  subjects  are  covered.  The  rules  of 
the  road  are  included.  Appendixes  contain 
mathematical  formulae  and  tables. 

MODERN  CORE  PRACTICES  AND 
THEORIES 

By  H.  W.  Dieted.  American  Foundrymen's 

Association,  222  West  Adams  St.,  Chicago, 

III.,  1942.  532  pp.,  Mus.,  diagrs.,  charts, 

tables,  9Yi  x  6  in.,  cloth,  $5.00  to  members; 

$8.00  to  non-members. 

This  volume  presents  a  series  of  lectures 

delivered  at  the  1941  and  1942  conventions 

of  the  American  Foundrymen's  Association. 

It  aims  to  make  available  in  one  place  all  the 

existing  technical  and  practical  information 

on    coremaking.    Core    ingredients    and    the 

methods  of  mixing  them,  core  forming  and 

baking,  preparing  cores  for  the  mould  and  their 

setting  and   holding   are  described.   Casting 

defects  caused  by  the  core  are  discussed  and 

remedies  suggested.  There  is  a  bibliography. 

THE  "PARTICLES"  OF  MODERN 
PHYSICS 

By  J.  D.  Stranathan.  Blakiston  Co.,  Phila., 
1942.  571  pp..  Mus.,  diagrs.,  charts,  tables, 
914  x  6  in.,  fabrikoid,  $4.00. 
This  book  presents  the  material  essential  to 
an  appreciation  of  modern  physics  and  the 
newer  concepts  of  atomic  structure.  The  ex- 
perimental evidence  upon  which  each  concept 
is  founded  has  been  stressed  throughout.  The 
book  is  intended  both  as  a  fundamental  text 
in  its  field  and  as  a  reference  work  for  ad- 
vanced students,  for  which  purpose  a  large 
number  of  specific  references  have  been  in- 
cluded as  footnotes. 

PETROLEUM  AND  NATURAL  GAS  EN- 
GINEERING, Vol.  1,  536  pp.,  $3.00 

PETROLEUM  REFINING,  Vol.  2,  522  pp., 
$3.00 

PETROLEUM  REFINING,  Vol.  3,  419  pp., 
$3.00. 

By  M.  M.  Stephens.  Pennsylvania  State 
College,    Division   of  Mineral   Industries 
Extension,  School  of  Mineral  Industries, 
State  College,  Pa.   Vol.  3,  1939;  Vols.  1 
and  2,  194t.  Illus.,  diagrs.,  charts,  rnaps, 
tables,  9x6  in.,  fabrikoid. 
These  volumes  present  a  three-year  course 
of  study  for  men  employed  in  petroleum  re- 
fining and  allied  industries,  which  is  adapted 
for  use  by  employee  groups  under  teachers  or 
for  self  instruction.  It  represents  the  extension 
course  of  Pennsylvania  State  College.  Volume 
one  contains  the  fundamental  mathematical, 
physical  and  chemical  principles  necessary  for 
the  later  volumes;  Volume  two  discusses  the 
basic    refining   processes,   and   Volume   three 
describes  their  more  technical  phases. 
(Continued  on  page  490) 


488 


August,  1942    THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


July  18th,  1942. 

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  September  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  caBe  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 

CARTER— HARRY  AKERS,  of  Toronto,  Ont.  Born  at  Wilke,  Sask.,  July  31st, 
1918;  Educ:  B.Sc,  Queen's  Univ.,  1940.  S.M.  (Aero.  Engrg.),  Mass.  Inst.  Tech., 
1942;  R.P.E.  of  Ont.;  1937-38-39  (summers),  International  Nickel  Co.  Ltd.,  Copper 
Cliff,  Ont.;  1941  to  date,  research  asst.,  aeronautical  engrg  dept.,  Massachusetts 
Institute  of  Technology,  Cambridge,  Mass. 

References — A.  Jackson,  L.  M.  Arkley,  D.  S.  Ellis,  L.  T.  Rutledge. 

CAVERLY— JEFFERSON  AUSTIN,  of  Snow  Lake,  Wekusko,  Man.,  Born  at 
Bowsman,  Man.,  May  20th,  1920;  Educ:  BE.  (Geol.),  Univ.  of  Sask.,  1941;  1939 
(summer),  student  asst.,  Geol.  Survey  of  Canada;  1940  (summer),  underground 
mining,  Teck  Hughes  Gold  Mines;  1941,  underground  mining,  engrg.  staff,  asst. 
geologist,  Britannia  Mining  &  Smelting  Co.;  Dec.  1941  to  date,  exploration  engr., 
Howe  Sound  Exploration  Co.,  Snow  Lake,  Man. 

References:  I.  M.  Fraser,  R.  A.  Spencer,  N.  B.  Hutcheon,  C.  J.  Mackenzie,  G.  M. 
Williams,  E.  K.  Phillips. 

JOINER— WALTER  STEWART,  of  2334  Chilver  Road,  Windsor,  Ont.  Born  at 
Glasgow,  Scotland,  April  2nd,  1902;  Educ:  Detroit  Institute  of  Technology;  1918- 
22,  apprentice,  Dominion  Iron  &  Steel  Co.,  Sydney,  N.S.  ;  dftsman.  with  the  following 
companies:  1922-23,  American  Blower  Co.,  1923-24,  Dominion  Steel  &  Coal  Co., 
1924-25,  Dominion  Bridge  Co.;  1925,  dftsman.,  1925-32,  layout,  checking  and  esti- 
mating, Canadian  Bridge  Company;  1932-34,  pump  install»,  and  erection,  Wright 
Hargreaves  Mine;  1934  to  date,  designing  and  estimating,  at  present,  structl.  steel 
designer.  Ford  Motor  Co.  of  Canada,  Windsor,  Ont. 

References:  H.  L.  Johnston,  B.  Candlish,  G.  W.  Lusby,  G.  E.  Medlar. 

LAARI— WILLIAM,  of  27  Greenlaw  Ave.,  Toronto,  Ont.  Born  at  Toronto, 
Jan.  15th,  1917;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1939;  1938  (summer),  survey, 
Toronto  Transportation  Commn.;  1939  (summer),  field  engrg.  staff,  Dufferin  Paving 
Co.;  1939  (Fall),  field  constrn.,  Canadian  Gypsum  Co.;  1939-41,  field  survey,  trans. 
Bection,  H.E.P.C.  of  Ontario;  1941-42,  demonstrator  in  hydraulics,  Univ.  of  Toronto: 
At  present,  junior  field  engr.,  Canadian  Allis  Chalmers  Mfg.  Co.,  Toronto,  Ont. 

References:  C.  R.  Young,  R.  W.  Angus,  C.  A.  Smith,  G.  R.  Lord,  R.  F.  Legget, 
J.  A.  Aeberli,  E.  A.  Allcut. 

LANGEVIN— LOUIS  EMILIEN,  of  2788  Cote  St.  Catherine  Road,  Montreal, 
Que.  Born  at  Montreal,  July  1st,  1905;  Educ:  B.A.Sc,  CE.,  Ecole  Polytech- 
nique, 1929.  1929-30,  Mass.  Inst.  Tech.;  1927-28,  power  project  at  Shipshaw,  also 
City  of  Arvida;  1929,  estimator,  Collet  &  Frères;  1929-41,  Ministry  of  Health, 
since  1931  i/c  of  milk  pasteurization  control  for  the  Prov.  of  Quebec;  1941,  gen.  mgr., 
Cooperative  de  Lait  &  Crème  de  Montreal;  At  present,  consltg.  engr.,  513  Rachel 
St.  East,  Montreal,  Que. 

References:  J.  Leblanc,  L.  A.  Duchastel,  J.  A.  Lalonde,  J.  P.  Lalonde,  T.  J. 
Lafreniere,  P.  E.  Poitras. 

MIARD— HENRY  THOMAS,  of  Lethbridge,  Alta.  Born  at  Coal  Creek,  B.C., 
July  19th,  1911;  Educ:  B.A.Sc.  (CE.),  Univ.  of  B.C.,  1933;  1930-31,  chainman  and 
levelman,  location  survey,  1932,  rodman  on  constrn.,  1933-36,  rodman,  levelman, 
instr'man  on  constrn.,  1937-39,  junior  engr.  on  constrn.,  1939-40,  engr.  in  charge, 
east  section,  Big  Bend  Highway;  1940  to  date,  res.  engr.  on  design,  layout  and 
constrn.  of  aerodromes,  and  at  present,  senior  asst.  engr.,  Civil  Aviation  Divn., 
supervn.  of  aerodromes  in  Southern  Alberta  and  Southeastern  British  Columbia. 

References:  A.  L.  H.  Somerville,  C.  K.  LeCapelain,  N.  H.  Bradley,  C.  S.  Clenden- 
jng,  G.  E.  Elkington,  C.  R.  Cornish. 

O'NEILL— JOHN  JOHNSTON,  of  489  Grosvenor  Ave.,  Westmount,  Que.  Born  at 
Port  Colborne, Ont.,  Nov.  12th,  1886;  Educ:  B.Sc.  (Mining),  1909,  M.Sc  (Geology), 
1910,  McGill  Univ.;  Ph.D.,  (Geology),  Yale  Univ.,  1912;  Wisconsin  Univ.,  1912-13; 
Summers — 1906,  survey  asst..  New  Welland  Canal;  1908,  mining,  St.  Eugene  Mine, 
Moyie,  B.C.;  1909-13,  field  asst.,  Geol.  Survey  of  Canada;  1913-16,  geologist,  Cana- 
dian Arctic  Expedition;  1914-20,  geologist,  Geol.  Survey  of  Canada;  1920-21,  geolo- 
gist, Whitehall  Petroleum  Corpn.  of  London,  England,  in  Kashmir  and  British  India; 
1921-22,  geologist,  White  Beaver  Oil  Co.,  Canada;  Consulting  Geologist,  1923-24, 
Atlantic  Coast  Collieries,  Nova  Scotia,  1926-28,  Victor  Syndicate  of  London, 
England;  1928-30,  Pend  Oreille  Mines  &  Metals  Co.;  1932-35,  special  geological  work 
for  the  Quebec  Bureau  of  Mines;  At  McGill  University,  Montreal,  as  follows:  1921- 
27,  asst.  professor  of  geology,  1927-29,  associate  professor  of  geology,  1929-42, 
Dawson  professor  of  geology  and  chairman  of  the  Dept.  of  Geological  Sciences. 
1935-39,  Dean  of  Science  in  Faculty  of  Arts  &  Sciences;  1938-42,  Dean  of  Graduate 
Studies  &  Research. 

References:  C.  M.  McKergow,  C.  V.  Christie,  J.  B.  Challies,  F.  S.  Keith,  R.  J. 
Durley,  F.  W.  Gray,  G.  M.  Pitts,  R.  E.  Jamieson. 

WARD— WILLIAM  ALBERT,  of  Armdale  P.O.,  Halifax,  N.S.  Born  at  Halifax, 
Oct.  12th,  1911;  Educ:  Cert,  of  Merit  (two  year  Diesel  Engrg.  Course  in  Evening 
Technical  School),  Corres.  Study  Divn.,  N.S.  Tech.  Coll.  1940;  1930-31,  survey 
party,  field  dftsman.,  Halifax  Harbour  Commn.;  1932-33,  1934-35,  mechanic,  Guild- 
ford &  Sons  Ltd.,  Halifax;  1933-34,  1935-36,  constrn.  supt.,  mechanic,  dftsman., 
R.  S.  Allen,  gen.  contractor,  Halifax;  1936-37,  rodman  and  instr'man.  on  survey 
party,  1937-38,  office  man  on  paving  project,  N.  S.  Dept.  of  Highways;  1938  to 
date,  engrg.  dftsman.,  Dept.  of  Public  Works,  Halifax,  N.S. 

References:  O.  S.  Cox,  A.  G.  Tapley,  F.  Alport,  H.  Thorne. 

FOR  TRANSFER  FROM  JUNIOR 

GRANT— WILFRID  JOHN,  of  2228  Souvenir  Ave.,  Montreal,  Que.  Born  at 
Toronto,  Ont.,  August  8th,  1899;  Educ:  B.A.Sc,  Univ.  of  Toronto  1922;  Summer 
work:  1918,  research  and  testing  lab.,  Canadian  Aeroplanes  Ltd.,  Toronto;  1919, 
batch  inspr.,  milling  dept.,  Goodyear  Tire  &  Rubber  Co.  Ltd.,  New  Toronto;  supply 
correspondent,  Can.  Gen.  Elec.  Co.  Ltd.,  Toronto;  1920,  sub-foreman,  Canadian 
Electro  Products  Ltd.;  1921,  engrg.  dept.,  British  American  Oil  Co.  Ltd.;  1922-25 
(three  sessions),  demonstrator,  Faculty  of  App.  Science,  Univ.  of  Toronto;  1923 
(summer),  Connaught  Labs.,  process  development,  commercial  production  of  insulin, 
i/c  actual  production;  1924  (summer),  junior  asst.  testing  engr.,  H.E.P.C.  Research 
&  Testing  Lab.,  Toronto;  Portland  Cement  and  concrete  research;  1926-33,  instructor, 
physics,  chemistry,  maths.,  Central  Technical  School,  Toronto;  Sales  Engr.  with  the 
following  companies:  1934  (May-Aug.),  Commercial  Chemical  Co.  Ltd.,  Leaside; 
1937  (Mar. -Sept.),  Bruce  Ross  Ltd.,  Toronto;  1938  (Jan. -May),  Roydes  &  Edwards 
Ltd.,  Toronto;  1939  (July -Aug.),  Beveridge  Supply  Co.  Ltd.,  Montreal;  1934  (Aug.- 
Oct.),  asst.  chemist,  Crosse  &  Blackwell  Ltd.;  1935  (Feb.-May),  chemist  i/c  of 
production,  E.  F.  Houghton  Co.  Ltd.  of  Canada,  Toronto;  1935  (Jan.  and  July-Oct.), 
ehem.  engr.,  asst.  to  Dr.  Knapp,  engr.  i/c  plant  constrn.,  Carbo  Ice  Ltd.,  Leaside; 
May,  1938,  to  May,  1939,  research  studies,  experimental  work,  product  develop- 
1921-22,  geologist,  White  Beaver  Oil  Co.,  Canada;  Consulting  Geologist,  1923-24, 
ment,  process  equipment,  development  for  oil  refinery  patents;  1939-40,  instructor 
in  dfting.,  Montreal  Technical  School;  1940  (July-Oct.),  mech.  dftsman.,  Montreal 
Welding  Works;  Nov.  1940  and  1942  (Feb. -Mar.),  mech.  dftsman.  and  designer. 
Associated  Clock  Industries,  Montreal;  1941  (May-Nov.),  mech.  dftsman.  i/c  of 
tracer  squad  and  redesign  of  fixtures,  John  Inglis  Co.  Ltd.  ;  Dec  1941-Jan.  1942,  dfts- 
man., Otis-Fensom  Elevator  Co.  Ltd.,  Hamilton;  1942  (Mar.-May),  design  and  layout 
of  wood  room,  Brompton  Pulp  &  Paper  Co.  Ltd.,  East  Angus;  1942  (May-July), 
designer,  punches,  dies,  cutters,  Harrington  Tool  &  Die  Co.  Ltd.,  Lachine,  Que.; 
at  present,  engrg.  dept.,  Fraser  Brace  Ltd.,  Montreal.  (St.  1921,  Jr.  1931). 

References:  H.  A.  Babcock,  A.  H.  Heatley,  J.  G.  G.  Kerry,  E.  A.  Allcut,  R.  B. 
Young,  C.  R.  Young,  C.  E.  Herd. 

JACKSON— WILLIAM  HAYES,  of  85  Ridge  Hill  Drive,  Toronto,  Ont.  Born 
at  Simcoe,  Ont.,  April  18th,  1915;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1939;  Commer- 
cial Pilot's  License — Qualified  Test  Pilot;  R.P.E.  of  Ont.;  1936,  machine  shop, 
Link  Belt  Co.;  with  the  De  Havilland  Aircraft  of  Canada  as  follows:  1939-41  (22 
mos.),  designer  and  dftsman.  i/c  Tiger  Moth  Divn.  for  latter  6  mos.;  1941  (11  mos.), 
test  engr.  and  test  pilot  i/c  all  experimental  testing;  Nov.  1941  to  date,  chief  dftsman. 
i/c  of  drawing  office.  (Jr.  1940). 

References:  T.  R.  Loudon,  E.  A.  Allcut,  C.  R.  Young,  J.  J.  Spence,  W.  S.  Wilson, 
C.  F.  Morrison,  R.  W.  Angus. 


THE  ENGINEERING  JOURNAL    August,  1942 


489 


Employment  Service  Bureau 


SITUATIONS  VACANT 

MECHANICAL  DRAUGHTSMAN  experienced  in 
piping  and  equipment  layout,  or  heating  and  ventilat- 
ing work  for  war  work  in  Montreal.  Apply  to  Box 
No.  2375-V. 

MECHANICAL  ENGINEER  for  British  Guiana. 
Some  experience  on  diesels  and  tractors  preferred. 
Apply  to  Box  2482-V. 

ELECTRICAL  ENGINEER  with  at  least  five  years 
practical  experience  for  work  at  Mackenzie,  British 
Guiana.  Apply  to  Box  No.  2536-V. 

YOUNG  GRADUATE  ENGINEER  required  by 
machinery  supply  firm  located  in  Montreal.  Some 
selling  experience  preferred.  State  military  status. 
Apply  to  Box  No.  2539-V. 

CIVIL  ENGINEER  supervising  construction  opera- 
tions in  Mackenzie,  British  Guiana.  Apply  to  Box 
No.  2549-V. 

MECHANICAL  DRAUGHTSMAN,  for  important 
war  work  in  Montreal.  Apply  to  Box  No.  2550-V. 

ELECTRICAL  ENGINEER  with  ten  to  fifteen  years 
experience.  Theoretical  electrical  engineering.  To 
undertake  the  various  electrical  engineering  Btudies 
requiring  ability  to  handle  theoretical  problems 
combined  with  knowledge  of  actual  system  require- 
ments.     Apply  to  Box  No.  2Ô57-V. 

MINING  ENGINEER  with  operating  experience  for 
work  in  Newfoundland.  Single  man  preferred.  Applv 
to  Box  No.  2558-V. 

ELECTRICAL  ENGINEER  for  Arvida.  Testing  and 
maintenance  of  system  relays.  Short  circuit  studies. 
Preparation  of  wiring  diagrams,  etc.  Apply  to  Box 
No.  2559-V. 

ASSISTANT  WORKS  MANAGER  with  machine  or 
boiler  shop  experience,  or  both,  by  engineering  firm 
in  western  Ontario.  Permanent  job  for  progressive 
man  not  afraid  of  work.  Apply  to  Box  No.  2.560-V. 

JUNIOR  MECHANICAL  ENGINEER  wanted  at 
Arvida,  recent  graduate  with  machine  shop  experi- 
ence to  act  as  assistant  to  shop  superintendent. 
Apply  to  Box  No.  2572-V. 

CHEMIST  wanted  for  Arvida  technical  control 
department  with  a  few  years'  general  analytical 
experience,  supervisory  work  in  routine  chemical  or 
spectrographic  laboratory.  Apply  to  Box  No.  2Ô73-V. 

METALLURGIST  or  chemical  engineer  wanted  at 
Arvida  with  at  least  one  year's  manufacturing 
experience.  Apply  to  Box  No.  2Ô74-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. 


CHEMICAL  engineer  for  work  at  Shawinigan  Falls 
with  general  plant  or  process  work  experience.  Apply 
to  Box  No.  2575-V. 

JUNIOR  MECHANICAL  ENGINEER  for  general 
mechanical  work  at  Shawinigan  Falls.  Apply  to 
Box  No.  2576-V. 

TWO  GRADUATE  ENGINEERS  or  men  with  suf- 
ficient experience  in  draughting  to  act  as  squad 
leaders  of  four  to  six  men  on  reinforced  concrete 
detailing,  general  equipment  layout  or  mechanical 
drawing.  These  men  to  work  along  with  other 
draughtsmen  but  be  able  to  head  up  the  job,  lay 
out  the  work  and  check  the  drawings  for  issuing. 
Apply  to  Box  No.  2577-V. 

SITUATIONS  WANTED 

MECHANICAL  DRAUGHTSMAN,  jr.E.i.c,  grad- 
uate of  the  University  of  Toronto  in  Electrical 
Engineering.  Some  six  years  of  practical  experience 
with  accent  on  electric  motor  design,  instruments  and 
small  tools.  HaB  a  brackground  of  two  years  in 
electric  instrument  laboratory.  Desirous  of  making 
a  change  where  his  services  will  be  fully  utilized  and 
better  appreciated.  Apply  to  Box  No.   1486-W. 

GRADUATE  MECHANICAL  ENGINEER,  military 
exempt.  Age  33,  married.  Detail  expereince  in 
mechanical  departments  of  paper-making,  construc- 
tion and  foundry  work.  Available  immediately. 
Location  immaterial.  Desirous  of  executive  or 
production  position  with  prospects  of  advancement. 
Apply  to  Box  No.  1650-W. 

CIVIL  ENGINEER,  b.a.  sc.  Age  33,  married.  Exper- 
ience covering  heating,  air  conditioning,  mining. 
Design,  construction  and  maintenance  of  sewers, 
aqueducts,  streets  and  highways,  including  survey- 
ing, location,  estimating,   inspections,  drainage  and 


soundings.  Presently  employed,  but  desires  advance- 
ment. Apply  to  Box  No.  1859-W. 

GRADUATE  CIVIL  ENGINEER,  s.e.i.c,  experience 
in  surveying  and  in  teaching  same,  location  surveys 
for  roads  and  railroads,  2  years  as  construction 
engineer  in  oil  fields  in  tropics  in  charge  of  roads, 
earth-moving  machinery,  anti-malarial  drainage, 
etc.  Experience  in  construction  of  bituminous  pave- 
ments. At  present  engaged  in  airport  construction. 
Available  from  September  first.  Age  30  vears.  Apply 
to  Box  No.  1860-W. 

GRADUATE  CIVIL.  STRUCTURAL  ENGINEER, 
M.E.i.c,  middle  age.  Twenty  years'  experience 
estimator,  designer,  and  sales  engineer.  Excellent 
references.  Open  for  engagement.  Apply  to  Box 
No.  2440-W. 

ELECTRICAL  ENGINEER,  age  34,  twelve  years 
experience  in  design,  manufacture  and  application  of 
fire  protection  systems.  Good  general  knowledge  of 
mechanical  engineering,  experience  with  tool  design 
machine  tools  and  shop  practice.  Trained  in  business 
administration  and  accustomed  to  responsible  charge 
of  large  staff.  Available  immediately.  Apply  to  Box 
No.  2442-W. 

GRADUATE  ELECTRICAL  ENGINEER,  m.e.i.c  , 
with  twenty-nine  years  experience  in  operation 
construction,  repairs  and  maintenance  of  paper  mill 
and  hydro  electric  system.  Bilingual.  Available 
September   first    Apply  to  Box  No.  2443-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 
8225.00.  Apply  Box  No.  45-S. 


LIBRARY  NOTES 

(Continued  from  page  488) 

PHYSICS  FOR  ENGINEERS 

By  Sir  A.  Fleming.  Chemical  Publishing 

Co.,  Brooklyn.  N.Y..  191,2.  232  pp..  Mus.. 

diagrs.,  charts,  tables,  9  x  5x/i  in.,  fabri- 

koid,  $3.00. 
Present-day  knowledge  in  the  realm  of 
physics  is  summarized  with  special  reference 
to  the  requirements  of  practical  engineers. 
The  book  starts  with  the  fundamental  physical 
units  and  ends  with  atomic  transformations, 
having  dealt  with  various  aspects  of  energy, 
electricity,  electronic  emissions,  radiation, 
optics  and  sound  in  between. 

PRECISION    MEASUREMENT    IN    THE 
METALWORKING  INDUSTRY 

Issued  by  the  New  York  State  Education 
Department,  a  reprint  of  "Measuring  In- 
struments," a  Manual  of  Instruction  pre- 
pared by  the  Education  Dept.  of  the  Inter- 
national Business  Machines  Coip.,  Endi- 
cott,  N.Y.,  1941.  496  pp.,  Mus.,  diagrs., 
charts,  tables,  cloth,  $3.75,  apply  to  Roy  F. 
Johncox,  Vocational  High  School.  Roches- 
ter, N.Y. 

This  manual  was  prepared  for  use  in  the 
Factory  Training  programme  of  International 
Business  Machines  Corporation,  Opening  with 
a  general  statement  on  measurement,  succes- 
sive chapters  are  devoted  to  non-precision 
line-graduated  instruments,  precision  gauge 
blocks,  plug,  ling  and  snap  gauges,  thread 
gauges,  dial  gauges  and  test  indicators,  micro- 
meters and  verniers,  surface  plates  and  acces- 
sories, angle  measuring  instruments,  com- 
parators, optical  instruments  and  surface 
finish  measurement,  and  measuring  machines 
and  hardness  testers.  The  construction  and 
uses  of  these  devices  are  explained  in  clear, 
simple  language,  profusely  illustrated  by  ad- 
mirable photographs  and  drawings,  providing 
an  excellent  course  of  instruction. 


490 


PROTECTIVE  AND  DECORATIVE 
COATINGS,  Vol.  2.  Raw  Materials. 
Pigments,  Metallic  Powders  and 
Metallic  Soaps 

By  J .  J .  Mattiello.  John  Wiley  &  Sons, 

New  York;  Chapman  &  Hall,  London,  1942. 

658    pp.,    Mus.,    diagrs..    charts,    tables, 

9Y2x6  in.,  cloth,  $6.00. 
This,  the  second  of  four  volumes  in  which 
various  authorities  will  present  a  comprehen- 
sive survey  of  the  protective  and  decorative 
coating  industry,  is  devoted  to  the  pigments, 
metallic  powders  and  metallic  soaps.  The 
chemical  compositions,  manufacturing  pro- 
cesses, properties,  uses  and  methods  of  identi- 
fication are  dealt  with  in  detail.  The  work  is 
well  adapted  for  use  as  a  textbook,  and  is 
also  a  convenient,  complete  reference  book. 

(The)  STORY  OF  THE  AIRSHIP  (Non- 
Rigid),  a  Study  of  One  of  America's 
Lesser  Known  Defense  Weapons 

By  H.  Allen.  Goodyear  Tire  &  Rubber  Co., 
Akron,  Ohio,  1942.  ?'4  PP-,  Mus.,  diagr., 
maps,  tables,  9Vix  6  in.,  cloth,  $1.00. 
This  volume,   published  by  the  Goodyear 
Tire  &  Rubber  (  'ompany,  reviews  the  history 
of  the  airship  and  the  part  it  played  in  the 
first  world  war.  Improvements  since  that  time 
arc    also   described,    and    the   ways   in   which 
airships  can  be  of  special  use  today  are  pointed 
out.  Attractive  photographs  add  to  the  inter- 
est of  the  work. 

TABLES  OF  PHYSICAL  AND  CHEMICAL 
CONSTANTS  and  Some  Mathemati- 
cal  Functions. 

By  0.  W.  C.  Kaye  and  T.  H.  Laby.  9  e,l. 

Longmans,    Green    &    Co.,    New    York, 

London,    Toronto,    1941.    191    pp.,   tables, 

10  x  6V2  in-  cloth,  $5.00. 
This  well-known  publication  aims  to  fill  the 
need  for  an  up-to-date,  moderately  priced  col- 
lection of  physical  and  chemical  tables  which 
will  meet  the  usual  needs  in  teaching  and 
laboratory  work.  The  new  edition  has  been 
thoroughly  revised  and  expanded. 


THORPE'S  DICTIONARY  OF  APPLIED 
CHEMISTRY,  Vol.  5 

By  J.  F.  Thorpe  and  M.  A.  Whiteley,  4th 
ed.  Longmans,  Green  &  Co.,  London,  New 
York,  Toronto,  1941.  610  pp.,  Mus., 
diagrs.,  charts,  tables,  9Vi  x  6  in.,  lea., 
$25.00  (70s.). 

Abridged  Index  to  Vols.  1-5  of  new  edition 
of  Thorpe's  Dictionary  of  Applied  Chem- 
istry, paper,  $1.00. 

The  fifth  volume  of  this  standard  encyclo- 
pedia of  chemical  technology  contains  mono- 
graphs on  various  important  subjects.  Fer- 
mentation, fertilizers,  fibers,  the  finishing  of 
textile  fabrics,  fireproofing,  food  preservation, 
fuel,  the  gas  industries  and  glass  are  given 
extensive  treatment.  Minor  topics  are  also 
covered  adequately.  The  book  is  indispensable 
in  chemical  and  technical  libraries. 

TIN  SOLDERS:  a  Modern  Study  of  the 
Properties  of  Tin  Solders  and  Solder- 
ed    Joints.      (Research      Monograph 

No.l) 

By  S.  J.  Nightingale  with  an  introduction 
by  R.  S.  Hulton.  2  ed.  revised  by  0.  F. 
Hudson.  British  Non-Ferrous  Metals 
Research  Association.  Button  St..  London, 
N.W.I,  1942.  117  pp.,  Mus.,  diagrs., 
charts,  tables,  10  x  6  in.,  cloth,  10s.  6d. 
(in  U.S.A..  $2.75). 

Since  the  appearance  of  the  first  edition  of 
this  book  in  1932.  further  investigations  have 
been  carried  on  by  the  Association,  mamly 
upon  the  creep  properties  of  solders  and 
soldered  joints,  the. results  of  which  are  incor- 
porated in  this  edition.  The  first  section  of 
the  book  deals  with  the  constitution  of  the 
tin  solders;  their  structure;  the  mechanical 
properties  of  the  solder  alloys;  the  strength 
of  soldered  joints;  creep  properties  of  solder 
alloys  and  soldered  joints;  and  alloying  be- 
tween the  solder  and  the  joint  members.  The 
second  part  discusses  such  practical  considera- 
tions as  fluxes,  spacing,  and  wiped  joints, 
and  the  choice  of  a  solder. 


August,  1942    THE  ENGINEERING  JOURNAL 


Industrial  News 


AIR  BLAST  CIRCUIT  BREAKER 

The  English  Electric  Company  of  Canada 
Limited,  St.  Catharines,  Ont.,  have  issued  a 
12-page  bulletin,  No.  112,  describing  the 
"Delle  System"  air  blast  circuit  breakers 
having  the  general  designation  of  type  AV. 
These  breakers  are  designed  for  operation 
from  an  external  source  of  compressed  air 
and  their  field  of  application  lies  principally 
in  generating  stations  and  supervised  distri- 
bution sub-stations.  The  bulletin,  containing 
diagrams  and  illustrations,  also  gives  specifica- 
tions, construction,  operation  and  methods  of 
control.  Installation,  assembly,  disassembly 
and  inspection  are  described,  and  every  part 
is  illustrated  separately  showing  how  they  fit 
together.  A  table  of  ratings  is  also  added. 
AUTOMATIC  CONTROL  FOR 
BLACKOUTS 

"Blackout  Control"  is  the  title  of  a  4-page 
bulletin  being  distributed  by  Burlec  Limited, 
Toronto,  Ont.,  featuring  the  positive  photo- 
electric blackout  control  of  the  United  Cine- 
phone  Corporation.  Photographs,  dimensional 
drawing  and  detailed  descriptive  data  are 
given  covering  Model  77  for  outdoor  instal- 
lation and  Model  57  for  indoor  installation. 
These  units  are  designed  to  automatically 
control  any  individual  lighting  circuit  in  the 
event  of  a  blackout. 
BRAZING  AND  WELDING 

Issued  in  single  sheet  form,  "Low  Tempera- 
ture Brazing",  Volume  4,  No.  3,  by  Handy  & 
Harman  of  Canada,  Limited,  Toronto,  Ont., 
is  of  particular  interest  to  those  engaged  in 
the  brazing  and  welding  industry.  Two  illus- 
trated short  articles  are  presented  on  speeding 
munitions  production  with  "Easy-Flo"  silver 
brazing  alloy  and  on  rapid  training  of  brazing 
operators. 

CRUSHERS,  PULVERIZERS  AND 
SHREDDERS 

Jeffrey  Manufacturing  Company,  Limited, 
Montreal,  Que.,  have  available  for  distribution 
a  bulletin,  No.  722,  entitled  "The  Answer  to 
Your  Reduction  Problems",  which  illustrates 
and  describes  "Jeffrey"  crushers,  pulverizers 
and  shredders  and  shows  every  unit  "on  the 
job". 
ELECTRICAL  CONNECTORS 

A  4-page  bulletin,  No.  4243,  has  been  pub- 
lished by  Canadian  Line  Materials  Limited, 
Toronto,  Ont.,  featuring  "Burndy"  connectors 
for  any  electrical  connection,  with  special  de- 
scriptions and  illustrations  of  four  types  of 
connectors,  namely,  the  "Versi-Top"  type 
QPX;  the  "Versi-Lug"  type  EA;  the"Hottap" 
type  HET  and  the  "Servit"  type  KS.  Tables 
of  specifications  are  given  and  a  page  of 
illustrations  shows  a  number  of  other  types 
of  connectors. 
FEED  WATER  HEATING 

"Heat  Engineering",  Volume  XVII,  No.  2, 
published  by  Foster  Wheeler  Limited,  St. 
Catharines,  Ont.,  features  the  installation  for 
feed  water  heating  at  Oswego  Station,  which 
is  part  of  the  Niagara  Hudson  steam  and 
power  system  of  the  Central  New  York  Power 
Corporation.  This  is  followed  by  several  short 
articles  dealing  with  (a)  the  construction  of 
tankers,  (b)  new  applications  of  the  "Dow- 
therm"  heating  systems,  (c)  plastic  fan  blades, 
and  the  installation  of  "S-A"  boilers  in 
petroleum  refineries. 
FILES 

"New  Files  Perfected"  is  the  title  of  a  new 
folder  being  distributed  by  the  Nicholson  File 
Company,  Port  Hope,  Ont.,  which  describes 
what  the  company  states  is  "the  greatest  im- 
provement infile  construction  in  a  generation." 
These  hand  files  are  so  designed  that  as  the 
tops  of  the  teeth  wear  down  other  cutting 
edges  come  in  contact  with  the  work  to  give 
the  file  a  much  longer  life.  The  new  tooth 
construction  is  said  to  eliminate  side  slip. 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special    events   —    trade     literature 


The  Geologists'  Paradise 

The  province  of  Nova  Scotia  is  the 
geologists'  paradise  because  all  ages  of  rocks 
from  Mesozoic  down  to  Precambrian  are 
predominately  displayed  within  a  relatively 
small  area. 

Fossil  ferns  and  stems  found  in  the  coal 
measures  are  the  palaeo-botanists'  delight. 

Pitching  anticlines,  synclines  and  anti- 
clinal domes  are  prominently  displayed  in 
the  Precambrian  sediments. 

The  rock  exposures  around  Minas  Basin 
are  the  museum  curators'  favourite  hunting 
ground  for  zeolites. 

Shortage  of  gasoline  and  tires  may  curtail 
your  proposed  motor  trip — but  come  just 
the  same — the  province  is  well  served  by  the 
two  largest  railway  systems  on  the  North 
American  continent,  and  inter -connecting 
bus  lines. 

THE  DEPARTMENT  OF  MINES 

HALIFAX,  NOVA  SCOTIA 

L.  D.  CURRIE  A.  E.  CAMERON 

Minister  Deputy  Minister 


NEW  EQUIPMENT 

The  feature  articles  in  the  Power  Specialist, 
May  and  June,  1942,  by  Canadian  Johns- 
Manville  Company,  Limited,  Toronto,  Ont., 
cover  new  equipment  in  use  at  the  plant  of 
the  Algoma  Steel  Corporation  Limited  at 
Sault  Ste.  Marie,  Ont.,  the  use  of  "J-M 
Transite"  in  the  Leslie  Salt  Refinery  at 
Newark,  California,  Cornell's  School  of 
Chemical  Engineering;  the  fabrication  of  a 
giant  castable  refractory-lined  furnace  door, 
built  of  "J-M  Firecrete"  in  a  3-ton  steel  frame; 
the  new  "Rawson"  couplings  for  industrial 
equipment.  Editorial  items  and  illustrations 
of  defence  jobs  complete  the  issue. 


J.  A.  M.  GALILEE, 

VICE-PRESIDENT,  N.I. A. A. 

J.  A.  M.  Galilee,  Assistant  Advertising 
Manager,  Canadian  Westinghouse  Company, 
Limited,  Hamilton,  Ont.,  was  elected  a  vice- 
president  of  the  National  Industrial  Adver- 
tisers Association,  at  the  annual  convention 
recentlv  held  in  Atlantic  City,  N.J. 


INSULATING  CONCRETE 

Webster  &  Sons  Limited,  Montreal,  Que., 
have  for  distribution  a  leaflet  entitled  "Tartan 
Insulating  Concrete",  which  features  this 
product's  use  for  roof  and  floor  insulation.  It 
is  a  fireproof,  rotproof  insulation  that  is  said 
to  fit  in  with  the  other  permanent  type  of 
materials,  to  have  a  satisfactory  bond  to  a 
concrete  slab,  and  to  make  an  ideal  base  for 
roofing  materials.  "Tartan"  insulating  con- 
crete is  mixed  and  placed  like  ordinary  con- 
crete and  weighs  only  26  lbs.  per  cubic  foot. 

LIQUID  DENSITY  RECORDERS 

The  Foxboro  Company,  Montreal,  Que., 
have  issued  an  8-page  bulletin,  A-264,  illus- 
trating and  describing  Foxboro  instruments 
for  the  automatic  measurement  and  recording 
of  densities  of  process  liquids.  In  place  of 
periodic  readings  by  hydrometer  and  still 
samples,  the  Foxboro  density  recorder  records 
the  continuous  direct  measurement  of  the 
flowing  liquid.  For  processes  where  automatic 
control  of  density  is  important  for  operating 
efficiency,  the  Foxboro  Stabilog  density  con- 
troller is  supplied.  The  instruments  have 
identical  measuring  systems  and  both  use 
standard  Foxboro  charts,  which  may  be  read 
in  specific  gravity,  Baume,  Brix  or  other 
recognized  scales. 

PORTABLE  ELEVATORS 

Mahaffy  Iron  Works  Limited,  Toronto. 
Ont.,  have  published  a  24-page  catalogue, 
No.  12E,  illustrating  and  describing  the 
"Revolvator"  portable  elevators.  It  contains 
diagrams,  dimensions,  specifications,  capaci- 
ties and  code  names  for  sizes  for  various 
models,  and  action  pictures  showing  a  number 
of  different  types  of  applications  are  also  in- 
cluded. Complete  data  are  given  for  hand  and 
motor  powered  units  with  revolvable  and 
non-revolvable  bases,  and  with  standard  or 
telescopic  frames. 

POWER  LINE  EQUIPMENT 

The  leading  article  in  Volume  20,  No.  3  of 
"The  Line",  published  by  Canadian  Line 
Materials  Limited,  Toronto,  Ont.,  deals  with 
the  features  of  C-L-M  lightning  arresters, 
which  make  possible  a  thorough  inspection  of 
arresters  while  in  service.  The  second  article 
features  wired  radio  controls  on  street-light 
circuits,  where  radio  signals,  transmitted  over 
telephone-dispatching  wires,  actuate  "on  and 
off"  for  eight  outlying  circuits — offering 
"blackout"  potentiality.  Other  articles  include 
— protecting  metal  in  areas  of  severe  rusting, 
"Prismalite"  luminaires,  and  improvements 
in  street -lighting  maintenance. 

REFRACTORY  LAGGING 

Bulletin  No.  327-E,  eight  pages,  being  dis- 
tributed by  Quigley  Company  of  Canada, 
Limited,  Lachine,  Que.,  is  devoted  to  a  de- 
scription of  "Insulag",  a  refractory  lagging  for 
use  on  high  or  low  temperature  equipment  up 
to  2,200°  F.  Full  details  of  the  properties  of 
"Insulag"  are  given  and  its  applications  are 
illustrated  and  described  covering  the  petro- 
leum industry,  metallurgical  furnaces,  ceramic- 
plants  and  power  plants.  Its  use  for  general 
purposes,  fire-proofing  and  weather-proofing 
are  covered  and  design  data  are  also  included. 

SAFETY  CANS 

Aikenhead  Hardware  Limited,  Toronto, 
Ont.,  have  issued  a  folder  containing  speci- 
fications, construction,  tables  of  weights  and 
capacities  and  various  features  of  two  types 
of  "Justrite"  safety  cans  for  industrial  pur- 
poses. These  include  the  "Justrite"  automatic 
oily  waste  cans  and  the  "approved"  safety 
cans  for  inflammable  liquids. 

(Continued  on  page  ^92) 


THE  ENGINEERING  JOURNAL     August,  1912 


491 


Industrial  News 


(Continued  from  page  491) 

SNAP  GAUGES 

A  leaflet  is  being  distributed  by  Bridge 
Machinery  Company,  Montreal,  Que.,  illus- 
trating and  describing  four  styles  of  M-G  snap 
gauges  and  presenting  such  outstanding 
features  of  these  gauges  as  the  locking  device, 
the  square  measuring  pins,  the  single  adjust- 
ment and  the  strength  of  the  gauge  frame. 

SHIPPING  AND  PACKING  EQUIPMENT 

"Guide  to  Shipp'ng  and  Packing  Equip- 
ment" is  the  title  of  a  32-page  catalogue  just 
published  by  Canadian  Steel  Strapping  Com- 
pany, Limited,  Montreal,  Que.  A  varied  line 
of  equipment  and  supplies  for  packing  and 
shipping  is  featured,  including  the  "Signode" 
system  of  tensional  steel  strapping  from  light 
parcel  post  to  heavy  carload  shipments.  Many 
applications  are  shown  followed  by  illustra- 
tions and  data  covering  "Signode"  stretchers, 
sealing  tools,  steel  strapping,  and  accessories. 
Stencilling  machines,  inks,  brushes  and  mark- 
ers are  included;  also  stitching,  tacking,  stapl- 
ing and  sealing  machines  and  accessories. 

INGLIS  MAKES  NEW  WORTHINGTON 
DEAL 

Back  in  1939  Worthington  Pump  & 
Machinery  Corporation  appointed  John  Inglis 
Co.  Limited,  of  Toronto,  Ontario,  as  Canadian 
representatives  with  the  right  to  manufacture 
some  of  the  Worthington  products  in  the 
Dominion.  These  include  reciprocating  and 
centrifugal  pumps,  condensers,  stationary 
diesel  engines  and  many  other  lines  of  in- 
dustrial equipment. 

Within  the  past  few  weeks  an  announce- 
ment has  been  made  indicating  that  the  two 
companies  have  been  drawn  still  closer  to- 
gether. Worthington  Pump  &  Machinery 
(Canada) Ltd.,  has  now  obtained  a  ten  per- 
cent interest  in  John  Inglis  Co.  Limited  and 
in  return  has  given  Inglis  a  long-term  contract 
to  make  or  sell  all  of  its  products  in  Canada. 

Three  years  ago  the  John  Inglis  Co.  Limited 
made  agreements  with  a  number  of  interna- 
tionally-known organizations,  both  in  Great 
Britain  and  the  United  States,  which  enabled 
the  Company  to  offer  products  which  there- 
tofore had  not  been  manufactured  in  Canada. 
Included  among  these  companies  are  Yarrow 
&  Co.  Limited,  Glasgow,  Scotland,  makers  of 
Yarrow  Marine  Boilers,  and  Parsons  Marine 
Steam  Turbine  Co.  Ltd.,  Wallsend-on-Tyne, 
England,  makers  of  Marine  Steam  Turbines. 
These  connections  together  with  the  fact  that 
the  original  John  Inglis  Co.  Limited  had  for 
years  been  known  for  its  production  of  Triple 
Expansion  Marine  Engines  and  Boilers  of 
many  types,  enabled  the  new  Inglis  Company 
under  the  leadership  of  Major  James  E.  Hahn 
and  his  associates  to  supply  a  large  amount 
of  equipment  for  the  Canadian  Navy  and 
Merchant  Marine. 

The  Inglis  Company  also  made  agreements 
with  Aetna-Standard  Engineering  Co.,  of 
Youngstown,  Ohio;  Lake  Erie  Engineering 
Corporation,  of  Buffalo,  N.Y.;  Lobdell  Car 
Wheel  Company,  of  Wilmington,  Del.;  A.  O. 
Smith  Corporation,  Milwaukee,  Wis.;  and 
Erie  City  Iron  Works,  of  Erie,  Penn.,  thus 
enabling  the  Company  also  to  produce  equip- 
ment for  the  Oil  industry  and  heavy  indus- 
tries in  various  fields.  Foreseeing  the  possibili- 
ties of  war  the  Company  obtained  a  contract 
for  the  manufacture  of  Bren  Machine  Guns, 
which  was  secured  after  some  years  of  negotia- 
tions in  London,  England.  This,  however, 
proved  only  a  beginning  for  Inglis  becoming  a 
vital  factor  in  the  munitions  business  of 
Canada.  It  later  obtained  additional  con- 
tracts from  both  British  and  Canadian  Gov- 
ernments for  Bren  Machine  Guns,  Browning 
Machine  Guns,  and  Boys  Anti-Tank  Rifles. 
It  is  safe  to  say  that  the  ordnance  end  of  the 
Inglis  business  is  ten  times  as  large  as  was 
envisaged  in  the  beginning. 


492 


DOMINION  RUBBER  APPOINTMENTS 

Mr.  George  B.  Rutherford  has  been  ap- 
pointed General  Manager,  Mechanical  and 
Sundries  Division,  of  the  Dominion  Rubber 
Company.  He  was  formerly  Sales  Manager 
of  the  company's  Mechanical  and  Sundries 
Division  in  Western  Canada  with  headquar- 
ters at  Winnipeg,  Man.,  and  came  to  Montreal 
in  1938  as  Manager,  Special  Products'  Divi- 
sion. Successively,  he  became  Assistant  Gen- 
eral Sales  Manager,  General  Sales  Manager 
and  in  his  new  appointment  will  have  control 
of  both  sales  and  manufacturing  activities  of 
Mechanical  and  Sundries  Division. 

Mr.  J.  A.  Porteous  was  recently  appointed 
Assistant  General  Sales  Manager,  Mechanical 
and  Sundries  Division  of  Dominion  Rubber 
Company,  Montreal,  Que.  Mr.  Porteous  join- 
ed the  Company  seventeen  years  ago  in  the 
General  Laboratory,  Montreal,  subsequently 
spending  several  years  in  field  work  for  the 
company.  In  1938  he  was  appointed  Assistant 
Sales  Manager,  Mechanical  and  Sundries 
Division,  Toronto,  and  returned  to  Montreal 
in  1940  as  Manager,  Moulded  Goods'  Divi- 
sion, which  position  he  held  to  the  time  of 
this  latest  appointment. 

STEEL  INDUSTRY  IN  WAR  WORK 

Volume  14,  No.  2  of  "The  Steel  Constructor" 
issued  by  the  American  Institute  of  Steel 
Construction,  New  York,  N.Y.,  gives  exam- 
ples of  war  work  being  done  by  the  steel  in- 
dustry that  indicate  a  trend,  and  illustrate  the 
unusual  service  that  can  be  obtained  from  an 
industry  of  such  distinctive  and  versatile 
talents.  Illustrations  show  the  use  of  steel  in 
fabricating  heavy  naval  guns,  field  repair 
cranes,  overhead  cranes,  steel  trusses,  pon- 
toons, tanks,  hammerhead  cranes,  radio  tow- 
ers, transmission  towers,  electric  furnaces,  lock 
gates  and  ships. 

MACHINE  TOOL  MOTORIZING 

Drive-All  Manufacturing  Company, 
Detroit,  Mich.,  have  issued  an  8-page  cata- 
logue which  is  fully  illustrated  and  contains 
the  full  treatment  of  a  simplified  technique 
of  mounting  individual  motorizing  units  with 
standardized  brackets  on  any  type  of  machine 
tool.  It  points  out  the  advantages  of  individual 
motorizing  of  belt-driven  machines  from 
standpoints  of  economy,  production  increase, 
shop  flexibility  and  appearance  and  improved 
working  conditions.  The  catalogue  is  practical 
and  informative  with  the  kind  of  application 
pictures  and  engineering  data  that  shop  men 
find  useful. 


HIGH  SPEED  ADJUSTABLE 
HOLLOW-MILLS 

Catalogue  No.  15,  containing  eight  pages, 
has  just  been  issued  by  Carl  Wirth  &  Son, 
Rochester,  N.Y.,  which  illustrates  and  de- 
scribes various  types  of  "Kutmore"  high  speed 
adjustable  hollow-mills,  with  full  specifica- 
tions for  each.  The  types  described  are  the 
"Kutmore"  Midget;  4-Blade  Light  Duty; 
4-Blade  Heavy  Duty;  6-Blade  Light  Duty; 
and  6-Blade  Heavy  Duty.  "Kutmore"  re- 
sharpening  fixtures  for  the  hollow-mill  blades 
are  also  illustrated  and  described. 


CONDENSATE  CORROSION  CONTROL 

"H.O.H.  Lighthouse",  issued  by  D.  W. 
Haering  &  Company,  Inc.,  Chicago,  111., 
features  an  article  which  is  devoted  to  con- 
densate corrosion  control  and  provides  a 
complete  case  history  of  the  solution  of  a 
difficult  corrosion  problem  by  the  "Haering 
Development  of  Steam  Treatment"  by  direct 
introduction  into  steam.  Photographs  of  test 
sections  and  analytical  data  conveniently 
charted  for  the  reader  round  out  th;s  inter- 
esting report;  considerable  space  is  devoted 
to  seasonal  factors  in  scale  and  corrosion 
control. 


PERFORATING  DIES 

A  4-page  folder  has  been  issued  by  S.  B. 
Whistler  Inc.,  Buffalo,  N.Y.,  which  illustrates 
and  describes  this  Company's  new  "U-375" 
adjustable  perforating  dies,  which  permit 
minimum  perforating  centres  of  Y%  inch.  This 
folder  lists  important  features  and  describes 
special  introductory  unit,  with  full  size  blue- 
print of  the  die  holder.  This  unit  is  compact 
and  up  to  25  holes  from  1/32  inch  to  3  s  inch 
diameter  can  be  pierced  in  1/16  inch  mild 
steel  in  a  single  operation  on  a  working  surface 
of  10  inches  by  12  inches. 


DORMANT  AND  SURPLUS  STOCKS 

With  countless  plants  swinging  from  peace- 
time production  to  war  purposes,  large 
amounts  of  miscellaneous  articles  are  now 
lying  idle  in  stock  rooms  or  assembly  shops. 
Supplies,  of  certain  metal  goods  especially,  for 
civilian  use,  are  tapering  off  and  those  who 
need  such  articles  must,  therefore,  seek  them 
from  every  available  source.  Retailers  and 
wholesalers  saddled  with  stocks,  dead  due  to 
a  change  in  consumer  demand,  are  in  a  similar 
position. 

Confronted  with  a  situation  calling  for  im- 
mediate action,  the  management-service  sec- 
tion of  the  Wartime  Prices  and  Trade  Board's 
Division  of  Simplified  Practice  have  set  up  a 
dormant  stock  department  which  is  acting  as 
a  clearing  house  for  surplus  stocks  needed 
elsewhere.  It  has  already  diverted  to  direct 
war  use  many  items  which  might  otherwise 
have  gone  into  the  scrap  heap.  It  is  a  non- 
profit service,  its  only  objective  being  to  bring 
buyer  and  seller  together.  Sales  are  made 
directly  between  the  two  principals  involved, 
and  no  commissions  are  expected  or  accepted. 

The  inventories  of  many  manufacturers 
contain  a  host  of  items  for  which  the  owners 
have  no  immediate  use  and  of  which  someone 
else  is  probably  in  pressing  need.  When  sup- 
plies cease  to  be  current,  they  are  more  often 
than  not  disposed  of  as  scrap.  The  Depart- 
ment deals  only  in  excess  or  surplus  stocks. 
Its  activities  do  not  involve  what  is  known 
as  junk  items,  but  only  materials  for  which 
the  present  proprietor  has  no  further  use. 

Any  manufacturer,  wholesaler,  or  retailer 
who  has  a  list  of  items  lying  idle  in  his  factory, 
warehouse  or  store,  is  urged  to  communicate 
with  the  Dormant  Stock  Department,  Man- 
agement Service  Section,  Division  of  Simpli- 
fied Practice,  Wartime  Prices  and  Trade 
Board,  1903  Metropolitan  Building,  Toronto, 
Ont. 


August,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL,  SEPTEMBER  1942 


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 


LOUIS  TRUDEL,  m.e.i.c. 
Assistant  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.i.i.c. 

T.  J.  LAFRENIÈRE,  m.e.i.c 


Prier  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. 


READY  FOR  NIGHT  ALARM Cover 

{Photo  Public  Information,  Ottawa) 

MECHANICAL  FEATURES  OF  220-KV.  LINES  IN  ONTARIO,  1940  and 

1941 496 

A.  E.  Davison 

TIN  CONSERVATION 498 

PSYCHOLOGY  AS  APPLIED  TO  ENGINEERING 508 

Charles  S.  Myers 

A  CONTRACTOR'S  CLAIM  FOR  EXTRAS 515 

ABSTRACTS  OF  CURRENT  LITERATURE 517 

FROM  MONTH  TO  MONTH 522 

PERSONALS 528 

Visitors  to  Headquarters 530 

Obituaries 530 

NEWS  OF  THE  BRANCHES 531 

LIBRARY  NOTES 537 

PRELIMINARY  NOTICE 541 

EMPLOYMENT  SERVICE 543 

INDUSTRIAL  NEWS 544 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
•K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton.  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
•J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
•J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY.  Sydney,  N.S. 
•8.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 

VICE-  PRESIDENTS 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-  PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

*J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

•E.  M.  KREBSER,  WalkerviUe,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

•H.  N.  MACPHERSON.  Vancouver.  B.C 

*W.  H.  MUNRO.  Ottawa,  Ont. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


ÎC.  J.  MACKENZIE,  Ottawa,  Ont. 


tT.  A.  McELHANNEY,  Ottawa,  Ont. 

"C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont. 

tG.  McL.  PITTS.  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

*J.  A.  VANCE,  Woodstock,  Ont. 

•A.  O.  WOLFF,  Saint  John,  N.B. 

•For  1942         tFor  1942-43  tFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 

LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON.  Chairman 
A.  C.  D.  BLANCHARD 
T.  H.  JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE,  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 
T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
R.  F.  LEGGET 
A.  E.  MACDONALD 
H.  W.  McKIEL 


SPECIAL  COMMITTEES 

MEMBERSHIP 

J.  G.  HALL,  Chairman 

5.  R.  FROST 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 

E.  W.  IZARD 

H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 

John  Galbraith   Prise 
J.  L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelpa  Johnson   Prise  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest  Marceau   Prise  (French) 

H.  CIMON,  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime  Provinces) 
Martin  Murphy   Prise 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 

6.  W.  GRAY 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,   Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 
F.  H.  PETERS 
S.  G.  PORTER 
P.  M.  SAUDER 
J.  M.  WARDLE 


ENGINEERING  FEATURES  OF 
CIVIL  DEFENCE 


J.  E.  ARMSTRONG, 

P.  E.  ADAMS 

J.  N.  ANDERSON 

S.  R.  BANKS 

H.  F.  BENNETT 

W.   D.   BRACKEN 

R.  S.  EADIE 

E.  V.  GAGE 

G.  A.  GAHERTY 

R.  J.  GIBB 

A.  GRAY 

J.  GRIEVE 

J.  L.  LANG 


Chairman 

R.  F.  LEGGET 
I.  P.  MACNAB 
J.  A.  McCRORY 
H.  J.  McEWEN 
W.  L.  McFAUL 
C.  B.  MUIR 
W.  H.  MUNRO 
G.  McL.  PITTS 
M.  G.  SAUNDERS 
W.  O.  SCOTT 
T.  G.  TYRER 
H.  K.  WYMAN 


INDUSTRIAL  RELATIONS 

WILLS  MACLACHLAN,  Chairman 
E.  A.  ALLCUT 
J.  C.  CAMERON 

E.  R.  COMPLIN 
J.  A.  COOTE 
W.  O.  CUDWORTH 

F.  W.  GRAY 
E.  G.  HEWSON 


A.  M.  REID 

W.  J.  W.  REID 

A.  ROSS  ROBERTSON 


POST-WAR  PROBLEMS 

W.  C.  MILLER,  Chairman  G.  R.  LANGLEY 


F.  ALPORT 
J.  S.  BATES 
deGASPE  BEAUBIEN 
A.  L.  CARRUTHERS 
J.  M.  FLEMING 
E.  R.  JACOBSEN 


H.  MASSUE 

G.  L.  Mackenzie 

D.  A.  R.McCANNEL 
A.  W.  F.  McQUEEN 
G.  McL.  PITTS 
D.  C.  TENNANT 


494 


September,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 
CALGARY 

Chairman,     H.  J.  McEWEN 
Vice-Chair.,  J.  G.  MacGREGOR 
Executive,      J.  N.  FORD 
A.  GRIFFIN 
H.  B.  SHERMAN 
(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
Sec.-Treas.,  K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

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

(Ex-Officio),  F.  W.  GRAY 

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

60  Whitney  Ave.,  Sydney.  N.S. 

EDMONTON 


Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


HALIFAX 

Chairman, 
Executive, 


D.  A.  HANSEN 

D.  HUTCHISON 
C.  W.  CARRY 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
J.  A.  ALLAN 

E.  ROBERTSON 
J.  W.  JUDGE 

J.  GARRETT 
R.  M.  HARDY 

F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


G.  J.  CURRIE 
J.  D.  FRASER 
J.  A.  MacKAY 


(Ex-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


P.  A.  LOVETT 
A.  E.  CAMERON 
G.  T.  CLARKE 
A.  E.  FLYNN 
D.  G.  DUNBAR 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 

G.  T.  MEDFORTH 

S.  L.  FULTZ  J.  R.  KAYE 

S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 

STANLEY  SHUPE 
T.  S.  GLOVER 
H.  A.  COOCH 
NORMAN  EAGER 
A.  C.  MACNAB 
A.  H.  WINGFIELD 
W.  J.  W.  REID 
W.  A.  T.  GILMOUR 
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.,  R.  A.  LOW, 

Queen's  University, 

Kingston,  Ont. 
LAKEHEAD 

Chairman,     MISS  E.  M.  G.  MacGILL 
Vice-Chair.,  E.  J.  DAVIES 
Executive,      J.  I.  CARMICHAEL 
R.  B.  CHANDLER 
S.  E.  FLOOK 
O.  J.  KOREEN 
S.  T.  McCAVOUR 
W.  H.  SMALL 

E.  A.  KELLY 
J.  S.  WILSON 

(Ex-Officio),  B.  A.  CULPEPER 

J.  M.  FLEMING 
Sec.  Treas.,   W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
LETHBRIDGE 
Chairman,     J.  M.  DAVIDSON 
Viee-Chair. .Vf.  MELDRUM 

Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio),  J.  HAÏMES 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE. 

McKenzie  Electric  Ltd., 
*  706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     F.  T.  JULIAN 
Vice-Chair.,  T.  L.  McMANAMNA 
Executive,      F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 
(Ex-Officio),  R.  W.  GARRETT 

J.  A.  VANCE 
Sec.-Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 
MONCTON 

Chairman,     H.  J.  CRUDGE 
Vice-Chair.,  J.  A.  GODFREY 
Executive,      A.  S.  DONALD 

E.  R.  EVANS  E.  B.  MARTIN 

H.  W.  HOLE  G.  C.  TORRENS 

(Ex-Officio),  F.  O.  CONDON 

G.  L.  DICKSON       H.  W.  McKIEL 
Sec.  Treas.,   V.  C.  BLACKETT 

Engrg.  Dept.,  C.N.R., 

Moncton,  N.B. 
MONTREAL 

Chairman,     J.  A.  LALONDE 
Vice-Chair.,  R.  S.  EADIE 
Executive,      R.  E.  HEARTZ 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 

H.  F.  FINNEMORE 

R.  C.  FLITTON 
'    G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 

J.  G.  HALL 

W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 
NIAGARA  PENINSULA 
Chairman,      C.  G.  CLINE 
Vice-Chair.,  G.  E.  GRIFFITHS 
Executive,       A.  G.  HERR 
R.  T.  SAWLE 
G.  F.  VOLLMER 
W.  D.  BRACKEN 
J.  W.  BROOKS 
J.  H.  TUCK 

D.  S.  SCRYMGEOUR 
(Ex-Officio),  A.  L.  McPHAIL 

A.  W.  F.  McQUEEN 
Sec.-Treas.,    J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falls,  Out. 
OTTAWA 

Chairman,      N.  B.  MacROSTIE 
Executive,       W.  G.  C.  GLIDDON 

R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY       R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     D.  J.  EMERY 

Executive,      C.  R.  WHITTEMORE     F.  R.  POPE 
I.  F.  McRAE  R.  L.  DOBBIN 

A.  J.  GIRDWOOD 
(Ex-Officio),  J.  CAMERON 

H.  R.  SILLS 
Sec.-Treas.,   A.  R.  JONES, 

5,  Anne  Street, 

Peterborough,  Ont. 
QUEBEC 
Life  Hon.- 

Chair.,  A.  R.  DECARY 
Chairman      L.  C.  DUPUIS 
Vice-Chair.,  RENÉ  DUPUIS 
Executive       O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRA Y-DONALD 

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

Colonization  Department, 
Room  333-A,  Parliament  Bldgs.. 

Quebec,  Que. 
SAGUENAY 

Chairman,     R.  H.   RIMMER 
Vice-Chair.,  C.  MILLER 
Executive,      W.  E.  COOPER 
J.  FRISCH 

B.  BAUMAN 
G.  B.  MOXON 

(Ex-Officio),  M.  G.  SAUNDERS 
N.  F.  McCAGHEY 
J.  W.  WARD 
Sec.-Treas.,  ALEX.  T.  CAIRNCROSS, 
P.O.  Box  33, 

Arvida,  Que. 


SAINT  JOHN 

Chairman,  D.  R.  SMITH 
Vice-Chair.,  A.  O.  WOLFF 
Executive,       H.  P.  LINGLEY 

c.  d.  McAllister 

C.  C.  KIRBY 
(Ex-Officio),  F.  A.  PATRIQUEN 
V.  S.  CHESNUT 
G.  G.  MURDOCH 
Sec.-Treas.,    G.  W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  J.  B.  SWEENEY 

Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 
SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio).  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 
C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 
A.  E.  PICKERING 

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

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 
TORONTO 

Chairman,     Vf.  S.  WILSON 
Vice-Chair.,  W.  H.  M.  LAUGHLIN 
Executive,      D.  FORGAN 

R.  F.  LEGGET 
S.  R.  FROST 

F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 
(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 
H.  E.  BRANDON  J.  J.  SPENCE 

Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 
VICTORIA 

Chairman,     A.  S.  G.  MUSGRAVE 
Viee-Chair.,  KENNETH  REID 
Executive,      A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Ex-Officio),  A.  L.  CARRUTHERS 

G.  M.  IRWIN 
E.  W.  IZARD 

Sec.-Treas.,  J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     D.  M.  STEPHENS 
Viee-Chair.,  J.  T.  DYMENT 
Executive,      C.  V.  ANTENBRING 
N.  M.  HALL 
T.  H.  KIRBY 
E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
(Ex-Officio),  J.  W.  SANGER 
V.  MICHIE 

C.  P.  HALTALIN 
Sec.-Treas.,  THOMAS.  E.  STOREY, 

55  Princess  Street, 

Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL    September,  1942 


495 


MECHANICAL  FEATURES  OF  220-KV.  LINES  IN  ONTARIO, 

1940  AND  1941 

A.  E.  DAVISON 

Transmission  Engineer,  The  Hydro-Electric  Power  Commission  of  Ontario,  Toronto,  Ont. 

Paper  presented  before  the  Toronto  and  Border  Cities  Branches  of  The  Engineering  Institute  of  Canada 

on  March  19th  and  April  10th,  1942 


The  additions  which  were  made  to  the  220-kv.  system  of 
the  Hydro-Electric  Power  Commission  of  Ontario  during 
1940  and  1941  have  been  quite  thoroughly  reviewed  by 
Messrs.  A.  H.  Frampton  and  E.  M.  Wood,  especially  from 
an  electrical  standpoint.  Their  statement  will  be  found  in 
the  January,  1942,  issue  of  The  Engineering  Journal.  In 
that  discussion,  features  of  mechanical  interest,  such  as 
the  effects  of  winds  on  ice  coated  conductors,  and  the 
fatiguing  of  conductor  and  other  materials  by  vibration, 
are  mentioned. 

While  the  principal  problem  of  the  transmission  engineer 
is  that  of  keeping  conductors  clear  of  electrical  faults,  and 
while  it  is  a  fact  that  lightning  troubles,  very  largely  having 
to  do  with  insulation  and  air  clearances  of  conductors,  are 
the  most  prolific  source  of  outages  of  transmission  lines, 
nevertheless,  mechanical  characteristics  are  extremely  im- 
portant. 

Any  type  of  transmission  structure  or  transport  vehicle 
which  is  continuously  exposed  to  the  elements  is  almost 
certain  to  get  into  some  sort  of  difficulties  sooner  or  later, 
or  get  out  of  control  from  time  to  time  because  of  extreme 
weather  conditions.  This  is  particularly  true  of  long  trans- 
mission lines  because  of  the  extensive  and  varying  territory 
through  which  they  pass.  A  transmission  line  may  be  300 
to  400  miles  long  without  any  intervening  controls  or  sec- 
tionalization,  with  the  result  that  some  portion  of 
the  line  may   be   surviving   an   extremely    heavy    storm 


I  Hi 


Fig.  1 — Transposition  tower  for  double  circuit  220  kv.  line. 

496 


Fig.  2 — Anchoring  a  grillage  in  soft  ground  by  backfilling 
with  rock. 

of  some  sort  while  the  ends  are  in  comparatively  normal 
weather. 

Because  transmission  works  are  continuously  exposed  to 
the  elements,  engineers  have  become  familiar  with  con- 
ductor fatigue  problems  quite  as  intimately  and  quite  as 
strenuously  as  have  the  makers  of  high-speed  transportation 
equipment.  The  result  is  that  it  is  necessary  to  think  in 
terms  of .  the  fatigue  strength  or  endurance  limit  of  the 
materials  used.  Fatigue  strength  may  be  of  the  order  of 
25  per  cent  of  the  ultimate  strength.  Yield  point  or  elastic 
limit  which  frequently  is  of  the  order  of  50  per  cent  or  more 
of  the  ultimate  strength  should  no  longer  be  a  unit  of  refer- 
ence. If  the  aluminum,  copper,  and  steel  portions  of  a  trans- 
mission line  are  not  kept  within  recognized  endurance  lim- 
its, then  it  is  only  a  matter  of  time  until  incipient  failures 
are  evident.  As  a  result  of  this,  some  sort  of  suppressor, 
tending  to  limit  or  absorb  this  fatiguing  energy  must  be 
introduced,  in  order  that  the  useful  life  of  the  material 
may  be  expected  to  be  increased  two  or  three  times.  This 
extension  of  physical  life  sought  by  the  introduction  of 
absorbers  should,  for  some  of  the  comparatively  taut  cables, 
extend  to  and  beyond  the  obsolescent  life  of  the  works. 
This  overtaking  of  the  physical  life  of  works  by  obsolescence 
often  happens  both  with  and  without  suppressors,  since 
engineers  cannot  always  anticipate  correctly  the  loca- 
tions of  load  centres  and  supply  centres  for  a  period  of 
30  years. 

Fatiguing,  in  the  case  of  transmission  wires  and  cables, 
comes  from  two  sources.  First,  there  is  a  small  almost  un- 
observable  aeolian  vibration  which  is  insidious.  It  is  slow 
in  creating  evident  fatigue,  but  may  continue  for  a  con- 
siderable part  of  each  day. 

The  second  type  of  fatigue,  sometimes  called  dancing  or 
galloping,  is  much  less  frequent  but  more  strenuous,  and 
men  who  are  about  when  it  happens  realize  that  some 
mechanical  trouble  almost  immediately  may  be  expected. 
This  other  type  is  due  to  the  effect  of  wind  upon  ice  coated 
conductors.  These  ice  coatings  may  be  very  thin,  and  the 
conductors  may  be  only  partially  covered.  One  interesting 
thing  about  glaze  troubles  is  that,  under  war  conditions 

September,  1942    THE  ENGINEERING  JOURNAL 


especially,  electricity  may  be  carried  in  such  quantities  that 
the  dissipation  of  energy  losses  in  the  form  of  heat  has  been 
found  to  be  sufficient  to  prevent  the  formation  of  ice  on 
the  conductors  during  at  least  one-third  of  the  glaze  storms. 
The  upper  sky  or  ground  cables  cannot  be  so  warmed. 

A  number  of  engineers  have  spent  some  time  and  money 
trying  to  establish  special  routings  of  power  over  lines,  at 
times  when  they  may  be  exposed  to  glaze  storms,  by  which 
formations  of  ice  may  be  prevented.  This  has  been  done 
with  some  success,  and  appears  to  be  about  the  only  way 
this  trouble  can  be  effectively  countered. 

If  added  heat  cannot  be  supplied  until  after  the  glaze 
has  formed,  then  the  air  temperatures  may  be  so  low  for 
long  periods  that  it  would  take  a  great  amount  of  electrical 
loss  to  melt  the  ice. 

Conditions  for  the  formation  of  glaze,  like  that  of  the 
formation  of  certain  types  of  ice  in  water  as  described  in 
a  very  interesting  way  by  the  late  Professor  Howard  T. 
Barnes  in  his  text-book  "Ice  Engineering,"  are  very  critical. 
Also,  it  has  been  shown  that  water  in  a  glass  container, 
without  any  jarring,  can  be  cooled,  to  a  temperature  below 
32  deg.  F.  without  ice  formation,  but  if  the  container  is 
jarred  slightly,  it  is  possible  to  have  30  per  cent  of  the 
water  change  into  ice  suddenly.  Similarly,  it  has  been  shown 
that  a  fraction  of  a  degree  change  in  temperature  in  the 
vicinity  of  ice  racks  changes  the  ice  forming  characteristics 
very  materially.  So  it  is  in  the  formation  of  glaze.  It  appears 
that  during  the  glaze-forming  period  only  of  most  storms 
the  temperature  of  the  water  and  of  the  air  at  the  surface 
of  the  cable  is  such  that,  if  there  is  any  appreciable  radia- 
tion of  heat,  this  critical  ice-forming  condition  can  be 
avoided.  In  other  words,  conditions  for  most  storm  glaze 
formation  are  critical. 

So  far  as  the  most  recently  constructed  220-kv.  lines  in 
Ontario  are  concerned,  their  mechanical  stability  depends 
first  on  their  mechanical  safety  ratios  and  on  the  normal 
radiation  of  electrically  generated  heat  for  protection  against 
loss  of  circuit  in  many  (35  to  40  per  cent)  of  the  storms 
accompanied  with  wind  at  the  time  of  or  following  the 
formation  of  glaze.  This  was  the  case  during  a  series  of 
storms  during  1941-42.  Winds  across  the  line  of  say  20 
miles  per  hour  during  the  glaze-forming  period  or  shortly 
afterwards  maj^  be  expected  to  cause  mechanical,  and  in 
all  probability  electrical,  disturbances  at  some  point  on 
the  line.  Frequently,  only  one  conductor  of  several  performs 
in  one  span. 

Discussing  safety  ratios,  it  has  been  customary  for  build- 
ing designers  to  use  16,000  lb.  per  sq.  in.  or  more  in  tension 
when  steel  having  an  ultimate  strength  of  64,000  lb.  is 
used.  This  ratio  is  sometimes  erroneously  called  a  factor 
of  safet}'  of  four. 

Transmission  structures  provide  safety  ratios  under  test 
close  to  that  found  in  buildings  as  above,  assuming  of  course 
dynamic  pressures. 

Wind  loadings  taken  at  eight  lb.  per  sq.  ft.  on  the  pro- 
jected area  of  smooth  cylinders  compare  favourably  with 
30  lb.  on  large  flat  surfaces.  Wind  pressures  in  excess  of 
these  figures  may  be  found.  For  instance,  the  Florida  Coast- 
line train,  moving  out  along  the  Keys,  was  blown  and 
washed  away  a  few  years  ago. 

The  resistance  of  transmission  structures  to  winds  greater 
than  60  miles  per  hour  and  of  the  order  of  100  or  more 
miles  per  hour,  because  of  the  low  incidence  of  such  storms, 
is  within  the  safety  ratio  just  as  is  the  carrying  of  eight 
inches,  and  in  some  cases  greater,  diameter  of  glaze  or 
rime  by  a  s'ngle  J's-in.  or  less  diameter  telephone  wire. 

There  are  in  Ontario  a  considerable  number  of  110-kv. 
to  132-kv.  double-circuit  steel-supported  transmission  lines. 
There  are  also  on  the  continent  a  few  220-kv.  structures 
supporting  two  circuits  and  the  necessary  sky  cables.  The 
220-kv.  lines  in  Ontario  are  generally  single-circuit  con- 
struction; however,  the  new  line  from  metropolitan  Toronto 
area  (Leaside)  to  Burlington  is  double-circuit  construction. 


It  conforms  in  general  to  the  more  orthodox  types  of  double- 
circuit  construction  at  lower  voltages  but  with  greater 
phase-to-phase  and  phase-to-ground  cable. 

The  transposition  structure  differs  from  most  other  trans- 
positions at  this  voltage  and  for  the  particular  type  of 
construction,  in  that  much  greater  than  usual  clearances 
are  provided  where  one  of  three  phase  wires  passes  under 
the  other  two  in  making  a  one-third  roll.  When  in  this 
position,  it  is  provided  that  there  shall  be  as  great  clear- 
ances as  there  are-  throughout  the  more  standard  spans. 

Steel  grillages  have  survived  many  alternative  schemes 
for  anchoring  steel  transmission  structures  to  earth.  Among 
other  schemes  there  are  the  "Malone"  anchor,  a  concrete 
bulb  poured  around  a  steel  stub  set  in  an  eight-inch  post 
hole,  at  the  bottom  of  which  a  small  charge  of  explosive 
creates  the  area  for  the  20-in.  diameter  bulb  or  anchor; 
the  inverted  plate  steel  disc;  and  many  types  of  reinforced 
concrete  placed  around  a  steel  stub. 

The  amount  of  grillage  steel  is  sometimes  equal  to  one- 
third  of  that  in  the  super-structure.  There  is  still  room  for 
designers  to  discover  a  safe  less  expensive  anchorage. 

Until  recently,  a  number  of  organizations  have  been  using 
templates  to  fix  the  four  legs  and  grillages  in  an  excavation 
while  they  are  being  set  and  while  backfilling  is  being  done. 
This  was  thought  to  be  an  insurance  that  the  foundation 
would  be  in  such  condition  that  there  would  be  no  delay 
when  men  had  to  start  work  on  the  super-structure.  Latterly 
it  has  been  found  that  if  there  is  any  careless  work,  the 
foundations  may  sink,  or  be  made  otherwise  irregular  while 
the  backfilling  is  going  on,  with  the  result  that  the  alterna- 
tive method  of  setting  each  leg  and  grillage  independently 
by  using  a  surveyor's  instrument  and  reference  stakes  has 


Fig.  3 — Difficulties  of  working  in  the  air  on  a  hot  day. 


THE  ENGINEERING  JOURNAL     September,  1942 


497 


been  introduced.  Apart  from  the  facts  that  it  is  found  that 
this  procedure  is  economical,  and  is  in  general  leaving  the 
foundation  members  quite  as  correctly  in  position,  it  does 
have  another  advantage.  In  very  wet  ground,  pumps  and 
workmen  may  be  concentrated  on  one  corner,  finishing  that 
corner  up  at  the  end  of  one  day,  thereby  eliminating  the 
necessity  of  pumping  out  one,  two,  or  three  excavations 
upon  completion  of  work  on  the  fourth  so  as  to  set  all  four 
legs  with  a  template  at  one  time. 

For  footings  on  rock,  if  two  steel  channels  are  secured  in 
a  horizontal  position  to  the  foundation  leg  members,  and 
if  these  members  are  so  punched  or  bored  that  they  can 
be  adjusted  up  or  down  the  tower  leg,  then  if  two  rock 
bolts,  "foxed"  and  grouted  in,  placed  either  side  of  the 
main  leg  member  and  holding  down  with  a  plate  or  cross 
angle  the  upper  flanges  of  the  two  channels,  the  result  will 
be  a  satisfactory  anchorage.  All  nuts  of  these  anchor  bolts 
should  be  locked.  Foundations  of  this  type  should  prefer- 
ably be  erected  by  instrument  also. 

Experience  leads  to  setting  tower  legs  by  instrument, 
especially  if  there  is  good  superintendence. 

There  are  two  prevalent  methods  of  erecting  the  super- 
structure. Some  organizations,  in  an  attempt  to  cut  down 


on  the  number  of  man-hours,  use  elaborate  erecting  equip- 
ment, portable  cranes  and  the  like,  requiring  five  to  seven 
men  per  crew.  Others  use  one  team  of  horses  to  hoist  assem- 
bled parts  of  a  tower,  and  have,  as  in  the  alternative  above, 
four  men  in  the  air  and  others  to  serve  them  below.  In  this 
method  a  gin  pole  is  erected  in  the  centre  of  the  tower 
with  tackle  from  its  base  to  the  tops  of  the  four  erected 
leg  members.  The  gin  pole  can  then  be  raised  by  steps 
about  equal  to  the  individual  height  of  the  sectional  lengths 
of  leg  members.  It  is  not  fair  to  say  that  for  the  same 
man-hour  rating  the  two  erection  costs  are  equal  ;  however, 
that  type  of  erection  requiring  a  large  number  of  man- 
hours  is  usually  used  where  man-hours  are  less  expensive, 
with  the  result  that  cost  per  tower  or  per  ton  of  super- 
structure erected  is  in  general  the  same  for  these  two  erec- 
tion methods. 

For  the  365  circuit  miles  of  construction  finished  in  1941, 
involving  over  1,500  structures  and  requiring  approximately 
100,000  man-hours  of  work  in  the  air,  accidents  were  very 
few  indeed,  none  of  these  were  serious.  One  which  accounted 
for  more  than  a  week  of  lost  time  was  due  to  an  employee 
being  accidentally  struck  on  the  head  by  the  handle  of  a 
falling  maul. 


TIN  CONSERVATION 


Four  papers  presented  before  a  Joint  Meeting'of  the  Affiliated  Engineering  and  Allied  Societies  in  Ontario 

at  Toronto,  Ont.,  on  May  27th,  1942. 


NOTE — The  four  speakers  who  took  part  in  this  important 
discussion  were  K.  H.  J.  Clarke,  Office  of  the  Metals  Con- 
troller, Department  of  Munitions  &  Supply,  Ottawa,  Ontario; 
J.  S.  Fullerton,  Development  Engineer,  Handy  &  Harman 
of  Canada  Ltd.,  Toronto,  Ontario;  I.  I.  Sylvester,  Chief 
Inspector,  Diesel  Equipment,  Canadian  National  Railways, 
Montreal,  Quebec;  G.  E.  Tait,  Assistant  Manager,  Dominion 
Engineering  Co.,  Ltd.,  Montreal,  Quebec. 

THE  METAL  SITUATION 

K.  H.  J.  CLARKE 

Non-ferrous  metals  in  this  country  are  divided  into  those 
which  Canada  produces  and  exports  on  a  large  scale,  and 
the  much  smaller  but  extremely  important  group  which  we 
import  and  of  which  we  are  in  short  supply. 

In  the  former  group  are  copper,  nickel,  zinc,  and  lead. 

Aluminum,  of  which  we  are  large  producers  and  exporters, 
is  in  a  class  by  itself  due  to  the  fact  that  all  the  ore  must 
be  imported. 

The  supply  picture  of  this  group,  which  must  be  reviewed 
in  the  light  of  the  overall  needs  of  the  United  Nations, 
is  not  as  reassuring  as  we  would  like. 

Due  to  the  now  very  urgent  armament  programmes  of 
the  United  Nations,  shortages  of  aluminum,  nickel,  copper, 
and  zinc,  already  exist  in  varying  degrees. 

What  may  well  be  one  of  the  most  important  of  Canada's 
contributions  to  the  combined  war  effort,  is  the  supply  of 
large  quantities  of  those  urgently  needed  base  metals. 

Practically  all  metals  and  strategic  minerals  are  now 
under  direct  allocation  in  Canada  and,  as  conditions  have 
become  increasingly  more  serious,  so,  proportionately,  have 
the  controls  tightened.  For  example,  starting  June  1st 
every  single  order  for  wrought  copper  or  copper  alloys  in 
such  forms  as  sheet,  strip,  tubes,  pipe  and  rod  placed  with 
a  Canadian  fabricator  must  be  submitted  to  the  Office  of 


the  Metals  Controller  for  investigation.  Orders  may  not 
be  scheduled  without  the  approval  of  the  Copper  Control. 

Excellent  co-operation  on  the  part  of  manufacturers  and 
distributors  has  been  shown  and  Canadians  are  well 
satisfied  in  forgoing  the  use  of  Canadian  metals  in  order 
that  they  will  be  available  for  their  allies. 

Very  important  differences  exist  between  the  geography 
and  economy  of  Canada  and  those  of  the  other  allied 
nations  and  the  few  differences  in  the  controls  which  do 
exist,  mainly  in  more  simplicity  of  procedure,  are  based  on 
studies  of  those  factors. 

It  may  be  said  with  assurance  that  not  only  will  civilian 
use  of  these  metals  decrease  very  rapidly  from  this  time  on, 
but  that  also,  before  many  months  have  passed,  many 
substitutions  will  have  to  be  made  even  in  war  applications 
to  take  care  of  the  most  pressing  war  needs. 

So  much  for  that  which  we  have;  the  real  troubles,  how- 
ever, exist  in  that  which  we  have  not.  Some  of  the  more 
important  of  such  metals  are  manganese,  chromium,  tung- 
sten, vanadium,  molybdenum  and  tin. 

Manganese 

Manganese  is  best  known  by  virtue  of  the  fact  that  it  is 
universally  used  in  the  manufacture  of  steel  where  it  is 
used  both  as  a  scavenger  and  as  an  alloying  element. 

The  decision  of  the  present  conflict  rests  in  the  balance 
between  quantity  and  quality  of  the  opponents'  fighting 
machines  in  almost  all  of  which  steel  is  the  backbone.  A 
supply  of  manganese  is  absolutely  vital  for  the  prosecution 
of  the  war. 

The  manganese  problem  is  mainly  one  of  shipping.  Aside 
from  a  relatively  small  production  in  the  U.S.A.,  the  sources 
of  supply  are  the  Gold  Coast  of  Africa,  Brazil,  Cuba, 
Russia  and  India.  The  bulk  of  supplies  for  the  United 
Kingdom  and  Canada  come  from  the  Gold  Coast  where 
they  are  subject  to  the  hazard  of  submarine  attack. 


498 


September,  1942    THE  ENGINEERING  JOURN  \l. 


Chromium 

It  is  well  known  that  chromium  is  one  of  the  most 
important  steel  alloying  elements  in  use  to-day.  From  the 
low  alloy  engineering  steels  to  the  high  alloy  high  tempera- 
ture alloys  chromium  is  playing  a  very  important  part  in 
the  war  effort. 

Supplies  were  formerly  drawn  principally  from  Southern 
Rhodesia,  Union  of  South  Africa,  the  Philippines,  New 
Caledonia,  India  and  Turkey.  There  now  remain  as  our 
chief  sources  of  supply,  Rhodesia  and  South  Africa.  Shipping 
again  is  the  problem. 

Our  increased  demand  for  manganese  and  chromium  is 
indicated  by  the  fact  that  since  the  war  began  consumption 
of  power  in  Canada  for  the  production  of  ferro  alloys  has 
increased  by  more  than  650  per  cent. 

Tungsten 

The  most  important  use  of  tungsten  is  in  the  production 
of  high  speed  cutting  tools  which  play  such  an  important 
part  in  the  production  of  war  equipment.  Sources  are 
scattered,  small  quantities  being  produced  in  the  United 
States,  Australia,  and  New  Zealand,  Portugal,  Malaya  and 
Burma.  By  far,  however,  the  largest  quantities  have  been 
produced  in  China,  reaching  the  allies  over  the  Burma  Road. 

Tin 

And  now  we  come  to  the  main  subject,  which  has  been 
the  cause  of  much  work  and  worry  during  the  last  few 
months.  More  than  any  other  non-ferrous  metal,  tin  seems 
to  be  interwoven  into  the  entire  fabric  of  every-day  life. 
First,  we  have  the  common  tin-plate  container  or  "tin  can" 
which  has  contributed  so  much  to  the  modern  bride's 
peace-of-mind.  In  pre-war  days,  tinplate  consumed  almost 
50  per  cent  of  the  tin  used  in  Canada.  To-day  this  applica- 
tion, due  to  the  urgent  need  for  food  preservation,  is  a 
factor  of  considerable  concern. 

Since  December  7,  1941,  intensive  research  has  made 
tremendous  strides  in  the  production  of  lacquered  black- 
plate  and  bonderized  containers.  In  the  not  too  distant 
future  it  is  expected  that  it  will  be  possible  to  preserve 
many  of  the  not  too  highly  acidic  foods  in  these  tinless 
containers.  All  non-essential  uses  have,  of  course,  been 
eliminated,  can  sizes  for  essential  food  stuffs  have  been 
enlarged  and  the  use  of  tinplate  for  many  foodstuffs  has 
been  prohibited. 

Solders  are  the  next  largest  tin  user.  All  grades  are 
severely  rationed  and  many  revisions  in  specifications  to 
lower  tin  contents  have  been  made.  Scrap  solders  must  be 
carefully  preserved  because  supplies  will  become  increas- 
ingly scarce. 

Babbitt  metals  as  bearings  perform  the  important  function 
of  transmitting  mechanical  power.  The  demands  made  on 
our  supplies  for  use  in  naval  vessels  will  leave  little  high 
grade  material  for  industrial  use. 

In  the  bronze  field  remarkable  strides  have  already  been 
made.  The  old  standby  gun  metal  or  88/ 10  2  containing 
10  per  cent  of  tin  has  been  largely  replaced  by  lower  or 
tin-free  alloys  and  an  excellent  reduction  of  tin  consumption 
in  this  field  has  already  taken  place. 

The  use  of  tin  in  foil  except  for  special  ordnance 
use  has  been  eliminated  and  in  collapsible  tubes  is  now 
negligible. 

The  facts  to  be  faced  in  the  tin  situation  are  very  serious. 
As  an  indicator  and  using  1939  statistics,  world  production 
of  tin  was  181,000  tons  of  which  the  Malay  States,  Nether- 
land  Indies,  Thailand,  Indo  China  and  China  contributed 
approximately  115,000  tons  or  70  per  cent.  The  Belgian 
Congo,  Nigeria,  Bolivia  and  the  small  production  of  the 
United  Kingdom  totalled  50,000  tons  or  27  per  cent.  Now 
there  is  available  to  the  United  Kingdom  and  Northern 


America  less  than  3^  of  the  world's  supply  providing  the 
ships  get  through. 

Fortunately  Government  and  consumer  stockpiles  will 
help  fill  the  gap  until  substitutions  have  been  made.  The 
answer,  however,  is  just  that.  The  use  of  tin  must  be 
drastically  reduced  during  the  next  twelve  months. 

Canadian  technicians,  engineers,  and  artisans  can  do 
that  job,  and  meetings  such  as  this  one  will  help  speed 
their  efforts. 

SUBSTITUTE  SOLDERS 

J.  S.  FULLERTON 

The  question  of  substitutions  is  a  vexing  one,  and  will 
require  a  great  deal  of  intensive  study.  Just  where  to  start 
will  be  a  problem,  and  the  answers  may  come  from  unusual 
places.  When  the  French  peasants  rioted  for  lack  of  bread, 
Marie  Antoinette's  flippant  suggestion  that  they  eat  cake 
touched  off  many  changes.  Now,  manufacturers  who  are 
having  trouble  securing  brass,  copper,  stainless  steels  and 
certain  other  materials,  especially  for  non-defence  needs, 
may  well  give  thought  to  silver.  Silver  has  been  available 
in  large  quantities  in  world  markets,  and  a  reasonable 
supply  is  still  assured.  Its  cost  is  less  than  that  of  several 
other  metals  being  used  in  large  quantities.  Silver  is  easily 
worked,  and  can  be  had  in  such  forms  as  sheets,  strips, 
rod,  tube  and  wire,  etc.  A  variety  of  alloys  having  diverse 
and  useful  properties  are  also  available,  as  are  certain 
metals  clad  with  silver. 

Silver  is  a  by-product;  from  the  production  of  other 
heavy  metals — gold,  copper,  nickel,  lead,  etc.,  come  most 
of  the  silver  stocks,  and  as  the  production  of  these  metals 
increase,  so  will  production  of  silver.  Greatly  accelerated 
consumption  of  silver  has  been  noted  in  the  past  year.  The 
estimated  total  for  1941  in  the  United  States  and  Canada 
was  80,000,000  ounces  of  pure  silver,  against  41,000,000  in 
1940,  an  increase  of  almost  95  per  cent.  The  quantity  to  be 
consumed  this  year  will  be  far  in  excess  of  any  previous 
estimates. 

Turning  for  a  moment  to  the  casting  procedures,  con- 
siderable work  in  research  has  been  done  on  the  inclusion 
of  silver  in  varying  quantities  in  non-ferrous  alloys,  and 
the  data  on  these  tests  shows  potent  alloying  effect,  similar 
to  the  benefits  obtainable  by  the  addition  of  nickel  to  carbon 
steels.  Copper  has  been  improved  by  the  addition  of  small 
percentages  of  silver.  This  addition  adds  hardness,  which 
obtains  even  after  soldering  operations.  In  commutator 
bars,  for  example,  a  small  percentage  of  silver  insures  that 
hardness  will  be  maintained.  Fractional  percentages  of 
silver  in  photo-engravers'  plates  prevent  the  softening  of 
cold-rolled  copper  sheet  while  it  is  processed  at  high  tem- 
peratures. The  addition  of  silver  to  copper  increases  its 
conductivity.  The  research  work  has  been  on  alloys  includ- 
ing cupro-nickel,  brass,  bronze,  aluminum  bronze,  béryllium 
bronze,  everdur,  etc.  Of  interest  to  the  foundrymen  may  be 
the  fact  that  silver  alloys  have  been  used  as  a  filler  material 
for  blowholes  in  castings.  The  cost  has  been  low,  and  the 
alloys  surrounding  unchanged  by  the  low  heat. 

In  the  case  of  many  articles  and  small  parts  requiring 
extensive  fabrication,  material  costs  are  often  a  small  part 
of  the  total,  even  though  the  unit  cost  of  material  is  high. 
Silver  often  fits  in  well  in  such  cases,  and  may  even  enable 
manufacturing  to  continue  when  it  would  otherwise  have 
to  stop  for  lack  of  other  metals.  Silver  always  has  a  high 
reclamation  value,  and  correspondingly  increases  the 
intrinsic  value  of  the  product  in  which  it  is  used. 

One  of  the  principal  items  of  interest  is  the  question  of 
a  substitute  for  tin-lead  solders.  Many  of  the  places  in 
industry  where  these  soft  solder  alloys  are  being  used  have 
been  investigated  and  substitute  solders  were  initiated 
years  and  months  ago,  with  better  joints  resulting.  Metals 
which  will  stand  the  heat  of  low  temperature  silver  brazing 
alloys  can  generally  be  joined    by  those  alloys,  and  the 


THE  ENGINEERING  JOURNAL     September,  1942 


499 


Fig.  1 — Silver-brazed  detonator  exploder  and  threaded  collar. 

results  have  been  so  favourable  that  the  manufacturers 
have  regretted  the  delay  in  the  use  of  the  new  jointing 
alloys.  The  following  are  a  few  instances  where  soft  solders 
have  been  replaced  by  silver  alloys,  to  advantage  : 

Tank  spuds  and  seams. 

Electrical  work:  bus  bars,  terminal  connections. 

Plumbing  work:  streamline  fittings. 

Refrigeration  :  vibration  proof,  corrosion  proof,  leak  proof 
joints. 

These  are  a  few  of  the  places  in  everyday  commercial 
production  where  silver  makes  the  joint  just  as  cheaply, 
more  efficiently,  and  certainly  a  lifetime  job.  The  flow  point 
of  these  low  temperature  alloys  runs  from  1175  deg.  F.  to 
1600  deg.  F.  Controlled  heating  methods,  induction  heat- 
ing, spot  welders,  etc.,  and  a  certain  amount  of  design 
changes,  coupled  with  the  use  of  such  insulating  materials 
as  spun  glass,  have  made  it  possible  to  make  joints  in  places 
formerly  deemed  impracticable  for  any  such  heats.  While 
the  silver  alloy  cost  is  high  per  pound  compared  to  other 
base  metal  alloys,  yet  the  cost  per  joint  will  generally  be 
comparable,  and  in  many  cases  will  be  less.  Several  examples 
are  cited  in  the  following  notes. 

In  war  industries,  a  great  many  jobs  have  come  to  silver 
brazing  as  the  production  answer  to  a  serious  problem. 

Figure  1  shows  an  exploder  container  for  medium  calibre 
shells.  The  specification  for  joining  this  threaded  collar  to 
the  drawn  tube  called  for  either  pure  tin,  brazing,  or  copper 
brazing  in  controlled  atmosphere.  This  worked  out  as 
follows  : 

Pure  tin  was  used  by  one  manufacturer.  The  production 
rate  was  in  the  vicinity  of  30  units  per  operator  per  hour. 
Tin  used  as  a  filler  cost  around  2c  per  unit. 

Copper  brazing  in  hydrogen  atmosphere,  furnace  heat 


approximately  2100  deg.  F.  was  employed  by  another 
manufacturer.  Production  rate  was  higher;  75  units  being 
brazed  per  hour.  Unfortunately  the  high  heat  and  time 
in  heat  ruined  some  of  the  threaded  collars;  25  per  cent 
were  rejected  unfit,  and  35  per  cent  had  to  be  recon- 
ditioned before  inspection. 

Silver  brazing  in  an  atmosphere  furnace,  with  a  travel- 
ling belt  and  electric  heating,  was  tried  by  another 
manufacturer.  The  parts  were  degreased,  fluxed,  pre- 
placed  rings  of  the  alloy  inserted,  alloy  cost  being  3^c 
per  unit,  and  the  parts  entered  the  furnace  without  any 
preheating  at  a  temperature  of  1680  deg.  F.  The  time  in 
furnace  heat  was  finally  set  at  two  minutes,  then  into  an 
atmosphere  cooling  chamber  and  the  assembly,  perfectly 
brazed,  emerged  clean  and  ready  to  be  lacquered.  The 
present  production  schedule  is  set  at  480  per  hour,  with 
two  operators,  and  the  percentage  of  rejects  is  in  the 
vicinity  of  x/i  to  1  per  cent.  Examination  of  the  rejects 
has  shown  in  every  case  that  it  was  improper  cleaning  or 
fluxing  which  led  to  the  faulty  braze,  and  as  the  attention 
paid  to  these  very  important  operations,  particularly  the 
cleaning,  is  increased,  so  do  the  rejects  decrease. 

Many  other  operations  for  the  Department  of  Munitions 
and  Supply  have  gone  through  for  silver  brazing.  Bren 
guns,  Sten  guns,  Lee-Enfield  rifles,  Boys  guns,  etc.,  etc., 
have  all  stood  up  under  exceptionally  severe  tests,  and  have 
proved  efficient  and  both  time  and  money  saving.  Figure  2 
shows  the  oil  cooling  chamber  for  a  Bofors  anti-aircraft  gun. 
A  great  many  of  the  parts  on  radio  locators  being  built 
here  have  switched  to  silver  brazing. 

The  Universal  Carriers  being  manufactured  by  Ford  at 


Fig.  2 — Oil  cooling  part  for  Bofors  gun  (silver-brazed). 


Fig.  3 — Oil-relief  valve  for  universal  carrier  (silver-brazed). 

Windsor,  generally  called  Bren  Gun  Carriers,  were  origin- 
ally designed  with  the  fittings  to  be  soft  soldered.  The  two 
test  units  made  up  were  taken  out  to  the  proving  ground, 
and  under  the  vibration  of  the  vehicle,  and  the  heat  of  hot 
motor  oil,  proved  unsuitable,  leaking  and  slipping  out  of 
the  fittings.  The  fittings  were  then  ordered  silver  brazed, 
and  have  stood  up  under  every  test.  The  oil  relief  valve 
shown  in  Fig.  3  was  originally  threaded,  the  wings  posi- 
tioned, and  the  joint  sealed  with  silver  solder.  An  improved 
design  was  suggested  and  approved.  The  fittings  are  now 
made  with  a  slot  in  the  wing,  in  which  silver  brazing  alloy 
is  preplaced,  the  whole  assembly  fluxed,  slipped  into  place, 
positioned,  heated  until  the  alloy  shows,  then  the  braze  is 
complete.  Many  of  the  tank  fittings  in  Valentine  and  Mark 
III  tanks  are  being  silver  brazed. 

In  munitions  work,  the  alloys  have  found  a  very  neces- 
sary place  in  the  fabrication  of  carbide-tipped  tools  for 
machining.  The  use  of  the  alloys  has  permitted  rapid 
inexpensive  manufacture  of  these  tools,  in  special  shapes 
or  sizes  where  necessary,  right  in  the  munitions  plant. 
Operators  are  quickly  trained  for  this  type  of  brazing. 

In  the  short  space  of  this  article  it  is  necessary  to  pass 
over  many  of  the  other  places  where  the  alloys  have  found 
definite  use  in  war  industry,  mentioning  only  the  aircraft 
field,  where  the  use  of  the  alloys  has  permitted  absolutely 


500 


September,  1942    THE  ENGINEERING  JOURNAL 


sound,  leak  proof,  vibration  proof  joints  to  be  made,  doing 
away  in  many  places  with  heavy  expensive  fittings,  and 
yet  making  the  braze  at  temperatures  far  below  any  chance 
of  embrittlement  in  the  copper  tubing.  A  new  method  of 
making  up  a  thermocouple  illustrates  the  joining  of  dis- 
similar metals  with  silver  brazing  alloys.  In  the  part, 
we  have  a  copper  base,  brass  ferrule,  constantan  wire  and 
copper  wire,  bound  with  monel  wire.  All  five  are  united  at 
the  base,  by  means  of  incandescent  carbon  heating,  and 
silver  alloys. 

In  the  field  of  the  high  bronze  rods,  such  as  tobin  bronze, 
etc.,  a  number  of  uses  have  been  found  for  the  silver  alloys. 
A  great  deal  of  the  strength  of  the  bronze  brazing  is  due 
to  the  large  mass  of  cast  alloy  which  surrounds  the  brazed 
area.  Because  of  the  adherence  of  bronze  to  steels  and  iron, 
a  heavy  amount  of  alloy  can  be  built  up,  which  in  itself 
gives  strength.  Silver  alloys  do  not  depend  on  bulk  to  get 
strength;  a  bonding  of  the  metals  joined  is  effected  by  the 
silver  alloy.  In  non-ferrous  metals,  this  strength  is  in 
excess  of  the  parent  metal  ;  and  in  ferrous  metals,  generally 
equal  to,  or  slightly  below  the  metals  joined.  With  proper 
type  of  joints,  amazing  results  can  be  achieved  with  a 
minimum  amount  of  brazing  alloy,  and  with  very  low  heat, 
thus  protecting  the  metals  joined  from  the  damaging  effects 
of  high  temperatures. 

An  example  of  this  is  an  instrument  panel  from  the 
Bren  Gun  Carrier.  This  panel  is  formed  after  punching, 
and  several  spuds  are  affixed  for  bolting  to  the  carrier 
frame.  They  were  formerly  welded,  then  the  weld  cleaned 
up.  Welding  time  consumed  was  88  hours  per  1000  units, 
plus  53  hours  for  cleaning,  scratch-brushing,  etc.,  total  141 
hours.  Welding  material  cost  $3.50.  Now  these  spuds  are 
jigged  in  place,  with  a  ring  of  the  silver  brazing  alloy  pre- 
placed,  and  heat  applied  to  flow  the  alloy.  Cleaning  time 
is  eliminated,  and  the  entire  operation  takes  53  hours,  with 
a  brazing  alloy  cost  of  $6.50  per  1000  units. 

Ship-building  in  Canada  has  started  to  use  silver  alloys 
in  place  of  spelter  and  bronze.  Many  pipe  flanges,  some 
ranging  up  to  14  inch  diameter,  have  been  brazed  with 
silver  alloys,  and  have  stood  up  under  every  test,  including 
some  tests  too  severe  for  high  temperature  brazing.  Costs 
have  been  comparable,  time  has  been  saved.  More  import- 
ant, material  has  been  saved.  A  twelve-inch  flange,  brazed 
with  spelter,  requires  one  pound  of  brazing  metal.  The  same 
flange,  properly  designed,  requires  one-fifth  of  a  pound  of 
silver  brazing  alloy. 

There  are  many  places  however,  where-  neither  low 
temperature  silver  brazing  alloys,  bronze  brazing  alloys  or 
welding  rods  may  be  considered,  and  where  the  use  of  the 
50-50  tin  lead  solders,  and  their  various  alloys  has  been, 
and  still  is  necessary.  Some  work  has  been  done  on  sub- 
stitute alloys  for  commonly  used  soft  solders,  and  a  brief 
review  of  this  development  seems  appropriate. 

Silver  and  lead,  in  the  eutectic  of  2^  per  cent  silver- 
97M  Per  cent  lead  forms  quite  an  efficient  solder,  which 
melts  and  flows  at  a  temperature  of  572  cleg.  F.  Tests  of 
silver-lead  alloys  have  shown  that  they  will  make  joints 
that  have  a  higher  tensile  than  50-50  solder.  For  com- 
parison, at  room  temperature  the  shear  strength  of  50-50 
solder  is  2580  lb.  p.s.i.  against  3820  lb.  p.s.i.  for  silver-lead. 
At  elevated  temperatures,  say  350  deg.  F,  50-50  solder  has  a 
shear  of  441  p.s.i.  against  1556  p.s.i.  for  silver  lead.  One 
outstanding  improvement  of  the  silver  bearing  alloys  is  the 
increase  in  creep  resistance.  Silver-lead  alloys,  as  is  the  case 
in  tin-rich  alloys,  are  capable  of  extrusion.  Alloys  are  also 
available  containing  lead  and  silver,  with  percentages  of 
tin  and  bismuth,  which  have  low  flow  points,  and  are  com- 
parable with  tin-lead  solders.  Silver-lead  alloys  are  used  to 
some  extent  in  the  construction  of  airplane  radiators. 

Two  low  temperature  alloys  have  been  developed,  one 
with  silver,  zinc  and  cadmium,  melting  at  480  deg.  F,  and 
flowing  at  600  deg.  F,  and  the  other  with  silver  and  cad- 
mium, melting  at  640  deg.  F,  and  flowing  at  740  deg.  F. 


These  alloys  were  developed  for  special  uses,  such  as 
soldering  electrical  terminals,  but  have  certain  character- 
istics which  make  them  suitable  for  consideration  in  the 
present  emergency.  A  comparison  of  tensile  strengths 
between  these  alloys  and  50-50  lead-tin  solder  shows  some 
interesting  figures: 

Ag-Cd  Pb-Sn 

Room  Temperature  16,400  lb.        2,500  lb.  p.s.i. 

300  deg.  F 4,400  650 

400  deg.  F 2,600  100 

These  alloys  however,  while  strong  under  tension,  exhibit 
the  brittleness  characteristic  of  all  soft  solders  under 
bending  stresses.  One  of  the  principal  considerations  in  the 
use  of  either  silver-lead  or  silver-zinc-cadmium  is  the  use 
of  the  proper  flux.  Soft  soldering  fluxes  may  be  used,  but 
at  the  temperatures  required,  which  are  higher  than  most  of 
the  soft  solders,  many  of  these  fluxes  carbonize,  or  are  not 
sufficiently  stable  to  be  effective.  Incidentally,  in  discussing 
these  solders,  it  is  interesting  to  note  that  23^  per  cent 
silver-973^  per  cent  lead  alloys  are  cheaper  than  50-50 
tin-lead  alloys. 

Having  considered  the  manufacturing  field  for  sub- 
stitutions and  for  metal  joining,  it  is  desirable  to  mention 
the  place  that  silver  plating  can  play  in  a  substitution 
programme.  Many  parts  that  are  nickel,  chrome,  zinc  or 
cadmium  plated  can  be  given  a  silver  flash,  which  will  pro- 
vide a  coating  that  is  just  as  protective,  and  just  as  decora- 
tive as  any  of  the  other  metals  previously  used.  A  bright 
finish  will  be  brought  up  by  buffing,  and  the  dull  finish 
that  is  required  on  many  munitions  parts  is  quite  easy  to 
produce.  Application  of  silver  on  transparent  plastic  sheet- 
ing has  possibilities,  and  such  coatings  have  brilliant  lustre 
when  viewed  through  the  plastic,  making  the  plastic  sheet- 
ing applicable  in  place  of  tin  and  aluminum  foils,  for 
example,  at  least  in  some  places.  Transparent  molded 
plastics  can  be  plated  on  the  inside  or  on  reverse  with  a 
thin  silver  film,  giving  the  appearance  of  silver,  yet  be 
light  in  weight  with  all  the  properties  of  the  plastic.  Silver 
is  displacing  aluminum  in  reflectors  and  in  surfaces  under 
vacuum.  Silver  can  be  coated  onto  refractories  having 
dielectric  properties  to  form  condensers,  many  of  which 
are  needed  in  radio  and  related  applications.  Silver  is  a 
metal  which  has  few  if  any  peers  in  the  corrosion-resisting 
field.  Thin,  pore-free  coats  of  silver  can  be  applied  quickly 
and  at  surprisingly  low  costs. 

Silver  has  found  a  very  prominent  place  in  the  field  of 
bearing  metals.  Research  work  done  in  this  field  has  classi- 
fied the  commonest  bearings  as  follows,  starting  with  the 
least  effective  all  round  metals,  and  finishing  with  the  most 
effective  :  babbitts — cadmium  base-copper-lead — pure  silver 
— and  silver-lead.  Pure  silver  is  not  entirely  trustworthy, 
and  the  failures  were  traced  to  lack  of  oiliness.  Bearings 
made  of  a  3  to  4  per  cent  lead,  balance  silver  alloy  are 
extremely  seizure  resistant,  and  have  the  necessary  physical 
properties  to  enable  them  to  carry  high  loads  without 
mechanical  failure.  The  best  method  of  bonding  lead-silver 
alloys  to  steel  is  by  electrodeposition.  The  plating  of  the 
alloys  is  done  simultaneously,  and  then  a  heat-treating 
period  provides  the  diffusion  and  grain  structure  necessary. 
Silver-faced  steel  is  highly  resistant  to  galling  when  in 
sliding  contact  with  steel,  and  the  process  has  developed 
so  rapidly  that  it  has  multiplied  at  least  100  times  in  the 
past  five  years.  Orders  for  silver  for  this  purpose  are  now 
being  placed  in  millions  of  ounces.  The  biggest  single  field 
has  been  the  aircraft  bearing  manufacturers,  for  aircraft 
engine  bearings  subject  to  high  specific  loading.  Other 
fields  are  rapidly  examining  the  possibilities. 

In  the  electrical  field,  where  the  alloys  have  been  widely 
used,  and  where  pure  silver  is  a  very  essential  metal,  a 
leading  electrical  authority  has  said  that  fine  silver  has 
been  found  to  be  the  best  all-round  material  for  such  lines 
as  contacts,  because  of  the  combination  of  high  electrical 
conductivity,    which    produces    minimum     heat    due    to 


THE  ENGINEERING  JOURNAL    September,  1942 


501 


the  resistance  of  the  contacts,  and  the  high  thermal 
conductivity,  which  rapidly  dissipates  such  heat  as  is 
generated.  Contrary  to  quite  widely  accepted  statements, 
silver  oxide  is  probably  never  formed  in  the  operation  of 
the  silver  contacts.  The  presence  of  silver  sulphide,  which  is 
rapidly  formed  and  commonly  present,  does  not  interfere 
with  contact  operations,  because  silver  sulphide  is  of  itself 
a  reasonably  good  conductor,  and  as  soon  as  moderate  heat 
is  generated  on  the  contacts,  the  sulphide  becomes  metallic 
silver  again.  For  medium  and  high  loads,  silver  is  far  less 
likely  to  stick,  due  to  welding,  than  are  the  alloys  of  plati- 
num and  other  expensive  noble  metals. 

Silver  is  one  of  the  most  ductile  and  workable  metals 
known,  and  combines  readily  with  other  metals  to  make 
useful  alloys  that  have  unusual  properties.  Research  work, 
followed  by  actual  manufacture,  indicates  that  the  addition 
of  several  tenths  of  a  per  cent  of  silver  to  18/8  stainless 
steel  greatly  reduces  the  pitting  action  due  to  salt  water 
corrosion.  It  gives  the  stainless  much  better  machining 
properties,  as  well  as  enabling  the  surface  of  the  steel  to 
attain  a  much  higher  polish.  Silver  provides  high  thermal 
conductivity,  and  high  electrical  conductivity,  has  high 
reflectivity  and  is  the  whitest  of  metals.  Some  four  years 
ago,  a  number  of  the  silver  producing  companies  in  the 
United  States  financed  a  comprehensive  research  pro- 
gramme covering  silver  and  silver  alloys  for  general  and 
specific  industrial  uses.  A  great  deal  of  valuable  data  has 
been  accumulated,  and  of  interest  may  be  the  mention  that 
much  of  this  data  is  available  in  a  publication  which  is  on 
the  market  entitled  Silver  in  Industry  by  Lawrence 
Addicks.  This  research  development  is  still  being  carried 
on  and  its  services  are  available  to  anyone  interested  in 
the  application  of  the  alloys. 

Some  of  these  applications  range  over  such  fields  as: 

Silver  additions  to  storage  battery  grids. 

Sliding  electrical  contacts. 

Silver-silicon  alloys  for  chemical  equipment. 

Silver  foil  for  "spots"  in  bottle  caps. 

Silvering  non-metallic  bodies  (synthetic  plastics,  etc.) 

Silver-clad  metals. 

In  conclusion,  an  intriguing  thought  to  most  people  is 
the  idea  of  getting  tin  cans  with  silver  linings.  Research 
work  has  developed  silver  plating  and  practice  to  the  point 
where  metal  cans  may  be  produced  commercially  with  a 
lining  of  silver  in  the  order  of  two  or  three  millionths  of  an 
inch.  This  lining  is  reasonably  pore-free,  and  suitable  for 
the  packaging  of  foods.  It  is  more  expensive  than  tin-plate, 
but  can  be  considered  where  the  high  cost  of  a  quality  pro- 
duct would  absorb  the  increase.  Heavy  metal  containers, 
carrying  gallons  of  fluids,  have  been  manufactured  with 
coating  of  silver  one-thousandth  thick,  and  have  been  in 
service  for  months,  with  satisfactory  results.  Tin-lead 
solders  have  already  been  replaced  in  Canada  by  silver-lead 
for  the  joints  on  lacquered  steel  cans.  While  we  in  Canada 
have  not  yet  had  the  advantages,  if  any,  of  canned  beer, 
it  made  quite  a  flurry  in  the  States,  and  a  number  of  silver- 
lined  cans  were  produced  and  marketed,  for  tests.  Just  to 
show  how  a  substitute  gets  in  where  it  was  not  intended, 
the  bottle  people  found  that  if  they  were  to  line  the  interior 
of  the  bottle  with  a  millionth  of  an  inch  or  so  of  silver,  that 
the  beer  was  not  affected  by  light  rays,  and  would  keep 
cooler  longer  after  removal  from  refrigeration.  So  instead 
of  being  a  competitor  to  the  bottle  trade,  silver  became  an 
ally. 

Along  with  gold,  silver  long  held  a  special  place  as  a 
"precious"  metal,  by  contrast  with  the  "base"  metals  used 
for  everyday  purposes.  But  now  silver  has  shed  its  party 
clothes,  and  has  got  into  overalls.  Silver,  and  silver  alloys, 
which  have  been  used  since  prehistoric  times  for  the  pro- 
duction of  silverware,  ornaments,  religious  articles,  etc., 
and  as  coinage  or  a  medium  of  exchange,  now  finds  itself  a 
very  necessary  adjunct  to  a  modern  civilization. 


ALTERNATIVE  BABBITTS 

I.  I.  SYLVESTER 

The  subject  of  alternative  babbitts,  in  its  practical  and 
economic  aspects,  covers  a  very  broad  field,  and  many 
factors  have  to  be  dealt  with  in  eliminating  the  tin  content, 
or  at  least  reducing  it  to  an  absolute  minimum.  Tin  has 
been  used  so  generally  in  the  white  metal  linings  which  are 
employed  for  the  surfaces  of  bearings  and  so  much  was 
written  a  few  years  ago  regarding  its  suitability  for  this 
purpose  that  considerable  effort  will  now  have  to  be  made 
to  popularize  substitute  metals.  It  is  hardly  necessary  to 
point  out  that  the  period  when  tin  base  babbitt  bearings 
were  in  universal  use  were  the  days  when  bearings  were  not 

CONNECTING  ROP  BIG  ENP  BEARINGS 


ORIGINAL 


PRESENT 


F 


Fig.  4 — Improved  design  with  thinner  babbitt  and 
bronze  backing. 

Diameter  of  crankpin 4. 75 

Effective  length  of  crankpin 2.043\o  ■  •     , 

Projected  area  of  Big  End  Bearing 9 .7  /Un8,nal 

Pressure,  lbs.  per  sq.  in.  (gas  load  only) 4,400 

Pressure,  lbs.  per  sq.  in.  (gas-inertia) 3,560 

Rubbing  speed  in  ft.  per  sec 16.5 

Number  of  Big  End  bolts 2 

Lub.  oil  pump,  capacity  in  gal.  per  min.  (800  R  P.M.)  34. 1 

No.  of  cylinders — 6  revolutions  per  min 800 

required  to  carry  the  extreme  loads  met  with  in  engineering 
to-day. 

High  tin  babbitts  were  found  to  be  unsatisfactory  in 
some  fields  such  as  the  development  of  the  internal  com- 
bustion engine  for  aircraft  propulsion.  The  need  for  bearings 
of  greater  strength,  particularly  at  high  temperatures,  led 
to  the  development  of  bearings  made  of  copper-lead,  lead- 
bronze,  and  cadmium  alloys,  and  it  would  seem  that  a 
more  extensive  use  of  these  would  result  in  a  considerable 
reduction  of  tin  consumption.  It  is  impossible,  in  such  a 
paper  as  this,  to  give  an  accurate  summary  of  world-wide, 
or  even  continent-wide  experience,  but  mention  can  be 
made  with  regard  to  the  lines  of  improvement  which  have 
been  worked  out  in  railway  motive  power  with  which  the 
writer  has  been  directly  connected. 

In  this  field  we  have  had  some  rather  extensive  experience 
with  arsenical  lead  babbitt  and  details  are  given  of  its 
application  on  a  heavily  loaded  engine  crankshaft  bearing 
as  well  as  on  a  locomotive  crosshead.  These  two  involve 
both  rotary  and  sliding  action  commonly  found  in  engines 
and  machinery. 

These  applications  in  1927  were  not  developed  as  a  result 
of  tin  shortage  but  rather  in  an  effort  to  remove  the  cause 
of  bearing  failure,  or  at  least  improve  on  the  performance 
of  these.  A  great  deal  of  the  credit  for  the  compositions 
which  we  employ  goes  to  Mr.  Harold  Roast,  m.e.i.c,  con- 
sulting chemist  and  metallurgist  of  Montreal.  Mr.  Roast 
has  carried  out  valuable  research  on  lead  base  babbitt  with 
additions  of  antimony  and  arsenic,  which  has  permitted  tin 
consumption  on  the  Railway  to  be  cut  to  a  small  percentage 
of  previous  requirements. 

Canadian  National  specifications,  which  cover  three 
grades  of  babbitt,  are  shown  in  Table  I.  When  this  work 


502 


September.   1912    THE  ENGINEERING  JOURfS AL 


was  undertaken  the  number  one  babbitt,  which  has  a  high 
tin  content,  was  being  used  very  generally.  The  number 
three  Durite  was  developed  first  on  diesel  engine  bearings 
and  its  use  has  been  extended  to  many  other  applications. 
The  most  recent  development  is  the  number  five  Durite 
which  is  employed  on  the  crosshead  applications  above 
mentioned. 

TABLE  I 

Composition                No.  1  No.  3  Durite  No.  5  Durite 

Copper 7.75%  0.25to0.50%  None 

Tin 87%  1.5    to    2.5%  1.5    to    2.5% 

Antimony 5 .  25%  18  to      19%  5  to          6% 

Arsenic None  0.75  to  1.25%  0.75  to    1.25% 

Lead None  76.75to79.5%  90.25  to  92.75% 

New  bearing  metals,  in  which  lead  is  a  much  larger  con- 
stituent than  formerly,  have  been  developed  and  are  meet- 
ing the  exacting  demands  of  modern  engineering.  These 
new  alloys  are  mainly  of  three  types,  arsenical  lead  and 
calcium-lead  base  alloys  containing  fractional  percentages 
of  other  elements  and  copper-lead  alloys. 

The  first  two  types,  which  are  in  reality  alternative 
babbitts,  have  been  used  by  the  railroads  for  engine  truck 
and  trailer  brasses,  car  journals,  bearings,  lateral  plates  in 
engine  trucks,  trailer  and  driving  boxes,  crosshead  gibs  and 
other  applications.  Until  quite  recently  these  types  were 
often  used  only  where  there  was  some  special  problem  of 
temperature  connected  with  the  application.  Undoubtedly 
their  use  will  now  be  extended  to  many  applications  involv- 
ing normal  loads  and  operating  conditions.  These  alterna- 
tive babbitts  are  characterized  by  a  low  co-efficient  of 
friction  and  since  the  melting  point  is  higher,  the  metal  is 
harder  and  stronger  at  running  temperature  than  the  older 
type,  and  it  is  able  to  stand  up  better  under  higher  tem- 
peratures and  pressures. 

The  other  new  type  of  bearing  alloy  (copper  with  large 
quantities  of  lead)  has  been  used  for  a  number  of  years  on 
aircraft  engines.  New  designs  of  automobile  motors,  placing 
harder  service  on  bearings,  have  led  to  its  adoption  by  some 
of  the  leading  motor  car  manufacturers.  This  also  permits 
higher  bearing  load,  although  they  are  generally  employed 
in  connection  with  crankshafts  which  are  also  harder,  being 
of  250  or  over  Brinell  hardness.  This  type  is  more  of  a 
mechanical  mix  of  bronze  and  lead  and  may  be  thought  of 
as  a  sponge  of  bronze  in  which  the  cavities  are  filled  with 
lead,  rather  than  a  true  alloy  of  these  metals. 

Arsenical  Lead  Babbitt  applied  to  Engine  Shaft 
having  High  Velocity  Work  Factor 

The  advent  of  the  high  speed  diesel  engine  for  railway 
traction  work  some  seventeen  years  ago,  brought  with  it 
many  new  problems  which  required  solution  and  one  of 
the  most  troublesome,  related  to  big  end  bearing  failures. 
The  most  common  explanation  of  this  is,  repeated  flexing 
of  the  bearing  metal  with  resulting  fatigue.  The  first  sign 
of  failure  appeared  as  a  small  crack  in  the  lining  metal  and 
this  would  continue  and  extend  until  most  of  the  babbitt 
in  the  high  pressure  area  was  loose  and  broken  in  small 
pieces.  If  this  condition  was  not  detected,  the  detached 
pieces  pounded  out,  interfering  with  lubrication,  causing 
excessive  heating  and  final  complete  collapse  of  the  bearing. 
Cracking  never  occurred  in  the  bottom  half  of  the  bearing 
and  the  main  bearings  were  also  practically  trouble  free.  It 
was  realized,  however,  that  the  improvement  which  would 
correct  the  trouble  with  the  heavily  loaded  bearing  would 
also  correct  the  tendency  toward  weakness  in  the  other 
bearings.  This  investigation  covered  a  period  of  several 
years  and  related  to  a  complete  line  of  engines  in  which 
the  piston  speeds  were  15  to  18  hundred  feet  per  minute, 
the  rubbing  speeds  of  the  big  end  bearings  15  to  21  feet 
per  second,  and  the  connecting  rod  loading  2,200  to  3,200 
pounds  per  square  inch.  As  a  consequence  of  the  poor 
results  obtained  from  the  bearings  in  the  early  days, 
attempts  were  made  to  manufacture  bearings  in  the  railway 


shops.  At  first  these  were  not  very  successful,  but  the  use 
of  a  special  babbitt  with  a  high  lead  content  together  with 
improved  practice  regarding  its  application,  has  resulted 
in  bearings  which  operate  for  an  average  of  about  100,000 
miles  without  replacement. 

Those  of  us  who  have  had  to  deal  with  the  application 
of  bearings  in  diesel  engines  where  the  load  and  working 
conditions  are  severe,  think  at  once  of  the  proper  application 
of  the  metal  as  an  important  factor,  and  as  this  brings  up 
other  points  where  tin  could  be  conserved  they  will  be 
dealt  with  briefly. 

We  learned  of  certain  fundamental  essentials  which  must 
be  observed  if  a  reliable  bond  is  to  be  obtained  between 
babbitt  and  steel  or  babbitt  and  bronze,  the  neglect  of 
any  of  which  will  produce  unsatisfactory  results. 

(a)  It  was  found  that  thick  layers  of  babbitt  were  not 
as  efficient  as  thin  layers  and  the  thickness  of  1/32  in. 
even  on  a  large  shaft  seemed  to  be  adequate. 

(b)  Although  a  sand-blasted  metal  surface  may  appear 
clean  to  the  eye,  in  reality  it  is  coated  with  a  thin  film  of 
foreign  material  which  must  be  cleaned  further  with 
chemicals  before  it  can  be  tin-plated  successfully. 

(c)  The  steel  or  bronze  surface  must  be  absolutely  clean 
and  bright  before  tinning,  free  from  any  oxide  or  foreign 
matter. 

(d)  The  tin-plated  steel  or  bronze  base  metal,  must  at 
the  time  the  babbitt  is  poured,  be  at  a  temperature  higher 
than  the  liquefaction  temperature  of  the  tin  (or  tin  alloy), 
in  order  to  secure  amalgamation  of  the  tin  with  the  molten 
babbitt. 


g»0Mit  vX 


n'i 


SHOE  BUU.T  UP  WITH  aHOHZE 
'-i THICK, I'^WCMT  BOTH  tHOS 
AHOONfACE  THUS  OMIT  fOR     , 
ENTIRE  UHSTf  :f  SHOT. 


StCDONATEzT 

Fig.  5 — Method  of  applying  bronze  in  crosshead  wearing  face 
to  prevent  breakage  at  edges  of  arsenical-lead  babbitt. 

(e)  The  tin-plate  surface  must  be  free  from  any  oxides 
at  the  time  the  babbitt  is  poured. 

(d)  A  clean  steel,  bronze  or  tin-plate  surface  can  finally 
be  assured  only  by  cleaning  with  the  proper  flux.  The  flux, 
to  be  effective,  must  be  applied  immediately  prior  to  the 
succeeding  operation. 

(g)  It  is  advisable  to  allow  the  shortest  time  interval 
possible  between  the  tinning  and  pouring  operations. 

It  is  recognized  that  several  of  the  foregoing  statements 
are  widely  known  fundamental  precepts  for  securing  a 
successful  babbitting  job,  but  the  degree  of  skill  with  which 
they  are  carried  out  is  of  the  most  vital  importance. 

The  effect  of  each  of  several  variables  involved  in  the 
various  steps  necessary  in  the  pouring  babbitted  bearings, 
was  studied  and  evaluated.  By  changing  only  one  variable 
during  each  successive  run  its  individual  effect  was  deter- 
mined, with  the  result  that  by  combining  or  rejecting 
various  variables,  a  babbitting  procedure  was  developed 
which  resulted  in  a  strong  bond. 

It  was  quite  evident  that  tin  base  metals  would  adhere 


THE  ENGINEERING  JOURNAL     September,  1942 


503 


Fig.  6 — Failure  in  high-tin  base  babbitt  bearing. 

more  easily  than  lead  base  combinations.  However,  when 
the  proper  conditions  for  the  application  of  the  lead  base 
metals  were  established,  the  bond  was  actually  stronger 
than  with  the  various  tin  base  babbitts  employed  hereto- 
fore. It  was  always  easier  to  get  a  stronger  bond  with 
bronze  than  with  steel,  and  in  connection  with  the  bronze 
it  was  learned  that  phosphorus  content  was  found  to  be 
unsuitable  for  the  application  of  lead  base  babbitt  and  the 
best  results  were  obtained  with  a  composition  as  shown  in 
Table  II. 

TABLE  II 

Babbitt  Lead-Bronze 

Element  Per  Cent  Per  Cent 

Copper 1  00                      77 

Lead 78.75                       15 

Tin 1.25                         8 

Antimony 18.00 

Arsenic 1 .  00 

The  application  of  babbitt  to  the  wearing  surfaces  of 
locomotive  crossheads  is  important,  both  from  the  quantity 
of  babbitting  metal  involved  and  also  because  of  the  rather 
abusive  conditions  to  which  this  part  is  subjected.   High 


MIM.    11.56* 
MAX.   I6.ll 


Ml  M.  TOTAL  Wt. 
MAX.    - 


37.94 
70.19 


MINI.  ?6.38  ' 
MAX.  54-,  09 


Fig.   7 — Original    (high-tin   babbitt)   and  improved    (arsenical- 
lead  babbitt)  design  for  connecting  rod  bearings. 


speed  diesel  engine  bearings  are  examples  of  enclosed  opera- 
tion under  flooded  lubrication  conditions,  whereas  the  cross- 
head  of  a  locomotive  involves  sliding  action  under  abrasion 
with  a  certain  amount  of  impact  and  uncertain  lubrication. 

For  many  years,  babbitts  with  high  tin  content,  similar 
to  the  first  item  on  Table  I,  were  used  and  the  early 
experiences  with  arsenical  lead  babbitt  in  this  application 
were  not  entirely  successful.  There  was  a  feeling  that  the 
good  ductility  of  the  No.  1  babbitt  was  necessary.  However, 
a  careful  consideration  of  the  nature  of  the  failures  when 
No.  3  Durite  was  used,  lead  to  important  changes  in  the 
crosshead  shoes,  and  finally  the  development  of  No.  5 
babbitt  and  improvement  in  the  babbitting  process  gave 
the  desired  results.  The  arsenical  lead  babbitts  are  con- 
siderably harder  than  high  tin  alloys  and  there  may  be  a 
tendency  for  breaking  at  the  unsupported  corners  or  edges, 
especially  in  applications  subjected  to  impact.  This 
appeared  to  be  the  case  regarding  locomotive  crossheads  and 
the  edges  and  ends  of  the  shoes  were  built  up  by  depositing 
bronze  to  provide  an  edge  to  take  the  shock  and  support 
the  babbitt.  The  bond  was  also  improved  as  a  result  of 
the  bronze  and  this  was  a  factor  in  obtaining  successful 
operation  with  No.  5  babbitt  which  has  about  92  per  cent 
lead. 

The  writer  feels  that  the  matter  of  slight  changes  in 
wearing  parts,  such  as  the  above  examples,  is  likely  to 
be  interesting  to  those  contemplating  the  use  of  these 
alternative  alloys.  We  can  hardly  expect  that  all  applica- 
tions will  be  entirely  successful  at  first  and  it  may  be 
necessary  to  carefully  examine  the  results  of  the  early 
efforts  to  determine  the  improvements  which  will  permit 
of  a  drastic  reduction  in  the  use  of  tin. 

The  wearing  parts  of  crossheads  are  rebabbitted  many 
times  and  the  dirty  and  oil  saturated  metal  of  these  used 
parts  has  to  be  dealt  with.  These  require  a  more  careful 
cleaning,  the  use  of  stronger  fluxes  and  greater  care  in 
securing  a  properly  tinned  surface  before  babbitting. 

The  summation  of  our  experience  indicates  that  alter- 
native bearing  metals  and  alloys  are  available,  and  con- 
siderable reduction  can  be  expected  in  tin  consumption  by 
extending  the  use  of  these  to  the  large  variety  of  bearings 
which  do  not  have  a  particularly  high  velocity  load  factor. 

In  the  majority  of  cases,  it  is  a  definite  advantage  to 
have  a  thin,  rather  than  a  thick,  layer  of  bearing  metal 
and  this  should  result  in  a  further  conservation  of  tin. 

Investigation  into  babbitting  procedure,  to  provide  a 
more  perfect  bond,  will  undoubtedly  prolong  the  life  of 
bearings  and  thus  effect  a  saving  in  tin. 

It  is  hoped  that  the  review  of  our  experiences  in  changing 
over  from  tin  base  bearings  on  the  examples  above  men- 
tioned will  be  of  some  value  to  others  who  are  now  faced 
with  this  problem. 

ALTERNATIVE  BRONZES 

G.  E.  TAIT 

It  is  now  well  known  that  there  is  only  a  limited  supph 
of  tin  available  for  Canada  and  that  this  must  be  conservée 
for  applications  where  its  use  is  essential  to  the  successful 
prosecution  of  the  war. 

The    title    of   this    paper,    "Alternative    Bronzes,"    w; 
selected  with  a  purpose.  To  many  people  the  word  "sul 
stitute"  means  using  something  inferior  and  they  hesitate 
to  change  from  a  conventional  material. 

It  seems  appropriate  to  quote  from  an  editorial  entitlet 
"The  Shadow  of  Ersatz"  which  appeared  in  "Light  Alloys" 
for  May,  1942. 

"As  was  foreseen  in  Germany  and  Italy  seven  or  eight 
years  ago,  no  matter  what  the  problem  may  be,  what 
the  machine  must  do  or  how  it  must  do  it,  there  is  alwaj 
more  than  one  way  of  constructing  and  designing  it. 

"For  privileged  nations  and  privileged  industries.  th< 


504 


September,  1942    THE  ENGINEERING  JOURNA1 


easiest  way  lay  in  the  choice  always  of  the  finest  materials, 
conferring,  as  it  were,  ante-natal  factors  of  safety  proof 
against  all  minor  errors  of  design  and  misapplications  in 
use  which  are  to  be  expected.  But  when  plant  is  born 
under  such  conditions  that  its  creators  know  from  the 
beginning  that  there  will  be  no  silver  spoon  in  its  mouth, 
then  solid  hard  thinking  must  be  done. 

"The  designer  or  constructor  who  'believes'  that  he 
cannot  do  without  this  or  that  material  is,  in  a  sense, 
guilty  of  an  insidious  form  of  sabotage.  If  the  machine 
be  required  and  a  traditional  material  for  its  construction 
be  not  available,  then  some  other  composition  must 
replace  that  which  is  lacking. 

"Again,  it  is  true  that,  for  a  number  of  jobs,  one 
material  and  one  only  appears  to  offer  any  possibilities 
of  utilization.  For  much  work,  however,  tradition  alone 
decides  whether  this  or  that  shall  be  used.  The  first 
reaction  to  substitution,  or,  to  use  a  better  word,  'replace- 
ment,' is  that  the  newer  material  is  considered  an  under- 
study to  that  formerly  used;  in  other  words,  it  is  some- 
what inferior. 

"This  attitude  is  wrong  and  certainly  in  no  wise 
contributes  to  the  efficiency  required  for  the  successful 
waging  of  total  war.  It  appears  essential  that  for  self- 
sufficiency  to  be  progressive  it  must  not  be  considered 
as  a  type  of  sublimated  improvisation.  Alternatively, 
improvisation  must  be  given  a  higher  social  status  than 
at  present  it  possesses." 

In  the  field  of  cast  bronzes  there  are  many  applications 
where  the  use  of  tin  can  be  dispensed  with  entirely  and 
many  more  where  the  quantity  used  can  be  reduced.  Also 
there  are  certain  applications  for  which  we  have  as  yet 
found  no  satisfactory  alternative  to  tin  bronzes.  However, 
as  the  development  of  the  alternative  bronzes  proceeds, 
these  problems  are  being  solved. 

It  is  not  intended  to  go  very  deeply  into  the  characteris- 
tics and  properties  of  these  alternatives  as  this  information 
has  been  presented  in  some  very  complete  papers  by  T.  E. 
Kilgren  ®,  H.  J.  Roast  and  E.  G.  Jennings  ©,  A.  E. 
Cartwright  ©  and  others. 

In  addition  to  this  information  the  manufacturers  of  the 
alloys  used  as  alternatives  to  gunmetal  have  available 
considerable  data  on  their  manufacture,  properties  and 
applications.  As  our  knowledge  of  these  alloys  is  steadily 
increasing,  engineers  can  obtain  up-to-date  information 
from  this  source  when  considering  suitable  applications.  It 
must  always  be  kept  in  mind  that  the  suitability  of  an 
alloy  for  a  certain  casting  depends  to  a  large  extent  on  the 
design  of  the  part  and  its  operating  conditions.  It  follows, 
therefore,  that  the  selection  of  suitable  alternative  materials 
calls  for  close  co-operation  between  the  metallurgist 
and  engineer,  and  an  appreciation  of  all  the  factors 
involved. 

Large  tonnages  of  cast  bronzes  are  used  in  ordnance  and 
marine  work,  and  it  is  the  purpose  of  this  paper  to  discuss 
the  savings  in  tin  bronzes  which  can  be  made  in  these 
fields.  Many  of  the  remarks  will  also  apply  to  general 
engineering  applications. 

In  these  fields  practically  all  castings  were  originally 
specified  as  manganese  bronze  or  gunmetal.  Manganese 
bronze  is  essentially  an  alloy  of  copper  with  25  to  40  per 
cent  zinc  and  small  amounts,  generally  under  3  per  cent, 
of  iron,  aluminum  and  manganese.  The  exact  proportions 
of  these  elements  vary  widely,  depending  on  the  physical 
properties  required  and  the  preferences  of  the  manufacturer. 
Tin  is  frequently  added  in  amounts  from  .25  to  1.0  per  cent, 
principally  for  the  purpose  of  increasing  the  yield  strength. 
The  same  effects  can  be  obtained,  however,  by  varying  the 
other  elements,  and  very  satisfactory  manganese  bronzes 
are  being  made  which  do  not  contain  any  tin.  Tin-free 
manganese  bronzes  can  be  used  as  alternatives  to  copper- 
tin  bronzes  under  certain  conditions  to  be  discussed  later. 


Gunmetal,  essentially  an  alloy  of  copper  and  tin,  is  made 
to  a  variety  of  specifications.  One  widely  used  on  war  work 
is  B.S.S.  383  specifying  approximately  88  per  cent  copper, 
10  per  cent  tin,  2  per  cent  zinc,  with  a  maximum  of  0.5 
per  cent  lead  and  1.0  per  cent  nickel.  The  minimum  tensile 
strength  is  36,000  lb.  p.s.i.  and  the  elongation  in  2  in.  is  12 
per  cent. 

When  it  became  apparent  that  we  were  going  to  be  short 
of  tin  the  main  question  was  to  decide  on  the  most  satis- 
factory alternative  for  gunmetal.  As  a  matter  of  fact,  there 
are  several  satisfactory  alternatives  from  which  to  make  a 
selection. 

While  the  object  of  this  paper  is  to  discuss  those  special 
alloys  which  differ  considerably  in  some  respects  from  gun- 
metal, and  incidentally  effect  greatest  savings  in  tin,  it 
might  be  as  well  to  briefly  mention  others  to  which  it  is 
more  closely  allied. 

For  a  number  of  years  the  alloy  88  per  cent  copper,  8 
per  cent  tin  and  4  per  cent  zinc  has  been  used  in  the  United 
States.  It  has  been  applied  for  the  same  purposes  as  the 
88-10-2  used  by  British  manufacturers  and  found  to  be 
equally  satisfactory  for  practically  all  purposes.  It  has  the 
further  advantage  of  being  easier  to  manufacture. 

While  the  88-8-4  alloy  could  be  applied  to  cases  where 
the  use  of  gunmetal  is  considered  essential,  it  cannot  be 
truly  classed  as  an  alternative  bronze  because  of  its  high 
tin  content. 

For  a  great  number  of  applications  the  specifications 
have  been  changed  from  88-10-2  by  reducing  the  tin  and 
raising  the  limits  on  lead  and  zinc.  In  many  cases  nickel  is 
added  up  to  about  2  per  cent  to  compensate  for  the  lower 
tin  and  maintain  the  strength.  Typical  alloys  being  used 
are  79  per  cent  copper,  5  per  cent  tin,  9  per  cent  lead,  5 
per  cent  zinc,  2  per  cent  nickel;  and  85  per  cent  copper, 
5  per  cent  tin,  5  per  cent  lead,  5  per  cent  zinc. 

Such  alloys  preserve  many  of  the  characteristics  of  gun- 
metal and  will  give  satisfactory  service  on  many  applica- 
tions. The  tensile  strength  is  usually  above  that  specified 
for  gunmetal,  36,000  p.s.i.,  although  actually  these  alloys 
are  a  little  softer  and  will  not  pass  the  specification  by  such 
a  wide  margin  as  good  gunmetal.  From  the  foundry  angle 
they  are  by  far  the  easiest  to  handle  of  the  alternative 
bronzes. 

When  surfaces  are  in  rubbing  or  sliding  contact,  as  in 
the  case  of  bearings,  alloys  of  this  type  offer  the  most 
satisfactory  alternative  to  gunmetal  available  at  present. 
In  fact  in  some  cases,  particularly  where  lubrication  may 
be  inadequate,  they  will  prove  superior  to  gunmetal. 

These  alloys  are  made  largely  from  secondary  metal» 
of  which  the  supply  is  limited.  It  is  therefore  desirable  to 
use  one  of  the  tin-free  bronzes  wherever  the  characteristics' 
of  the  alloy  will  meet  the  operating  conditions. 

The  principal  alternatives  to  gunmetal,  outside  of  the 
two  types  mentioned  above,  are  as  follows: 

1.  Silicon  bronze. 

2.  Manganese  bronze. 

3.  Aluminum  bronze. 

4.  Nickel  bronze. 

The  silicon  bronzes  are  alloys  of  silicon  with  one  or  more 
other  elements  in  small  amounts  and  copper.  They  are 
available  in  several  types,  distinguished  by  the  other  prin- 
cipal element  present.  While  the  silicon  bronzes  as  a  class 
can  be  compared  with  the  other  alloys  listed,  each  type 
possesses  certain  characteristics  of  its  own  which  may 
make  one  more  suitable  than  another  for  a  specific 
application. 

Silicon  bronzes  are  sold  under  a  variety  of  trade  names 
for  reasons  best  known  to  their  manufacturers.  The  prin- 
cipal types  and  the  more  widely  known  trade  names  are 
the  following: 


THE  ENGINEERING  JOURNAL     September,  1942 


505 


a.  Iron-silicon  type PMG  and  Cansilloy 

b.  Manganese-silicon  type  Everdur 

c.  Zinc-silicon  type Tombasil  and  Olympic  Bronze 

d.  Tin-silicon  type Herculoy 

While  silicon  bronzes  have  only  recently  been  brought  to 
the  fore,  they  are  not  a  new  development.  Some  of  the 
types  date  back  to  the  Great  War.  They  are  being  widely 
used  in  place  of  gunmetal,  and  with  certain  exceptions  to 
be  discussed,  they  are  highly  satisfactory. 

Manganese  bronze  has  been  mentioned  before.  It  is  an 
old  established  alloy  and  its  characteristics  are  generally 
well  known. 

Aluminum  bronze  is  an  alloy  of  copper  with  approxi- 
mately 10  per  cent  aluminum.  Iron  is  usually  included  in 
amounts  up  to  3  per  cent.  It  is  also  an  alloy  which  has  been 
well  known  for  a  number  of  years  and  used  successfully  for 
numerous  applications.  The  fact  that  it  has  not  been  more 
generally  applied  is  due  to  the  foundry  difficulties  encoun- 
tered in  making  castings. 

Nickel  bronze  contains  approximately  88  per  cent  copper, 
5  per  cent  tin,  5  per  cent  nickel  and  2  per  cent  zinc.  It  is 
generally  regarded  as  a  gunmetal  in  which  5  per  cent  of 
the  tin  is  replaced  by  5  per  cent  nickel,  but  its  characteris- 
tics and  properties  are  considerably  altered  by  the  sub- 
stitution. 

In  applying  any  of  the  above  alloys  as  an  alternative  to 
gunmetal,  or  in  fact  any  regular  bronze,  most  consideration 
should  be  given  to  the  manner  in  which  the  alloy  will 
behave  in  service.  As  far  as  tensile  strength,  hardness  and 
resistance  to  impact  are  concerned,  all  four  alloys  possess 
properties  superior  to  those  of  gunmetal.  Therefore  in 
applications  where  strength  and  toughness  are  the  principal 
requirements,  any  of  them  can  be  used.  Such  applications 
are  brackets,  bases,  gear  boxes,  levers,  cranks  and  hand- 
wheels. 

Machinery  bearings  represent  probably  the  largest  single 
application  for  bronze  castings,  and  it  is  in  this  field  that 
some  care  is  required  when  selecting  an  alternative  material. 

Gunmetal  is  widely  used  for  bearings  in  English  practice, 
though  not  as  highly  regarded  as  a  bearing  metal  by 
engineers  in  this  country.  Our  usual  practice  is  to  use  a 
leaded  phosphor  bronze,  an  alloy  of  80  per  cent  copper,  10 
per  cent  tin  and  10  per  cent  lead  being  considered  one  of 
the  best.  As  mentioned  above  the  best  alternative  bearing 
metals  are  tin  bronzes  with  the  tin  content  reduced  to 
around  5  per  cent.  These  alloys  are  softer  than  the  con- 
ventional ones  but  will  give  satisfactory  service  for  most 
applications. 

None  of  the  four  bronzes  mentioned  as  alternatives  to 
gunmetal  possess  comparable  properties  as  a  bearing 
material.  The  nickel  bronze  is  the  closest  to  gunmetal,  and 
this  material  as  well  as  aluminum  bronze  and  some  of  the 
silicon  bronzes  can  be  used  for  bearings  under  certain  con- 
ditions. Suitable  applications  are  where  loads  are  light  and 
adequate  clearance  and  lubrication  can  be  provided.  Design 
of  oil  grooves  should  receive  special  attention. 

Manganese  bronze  is  not  suitable  for  bearings. 

There  have  been  some  reports  of  good  results  being 
obtained  with  an  iron-silicon  bronze  containing  0.5  per 
cent  lead,  but  the  limitations  of  this  material  have  not  yet 
been  published. 

Bronzes  used  for  worm  gearing  must  possess  the  same 
general  characteristics  as  a  bearing  metal,  plus  high  strength 
and  resistance  to  fatigue.  While  all  four  of  the  alternative 
bronzes  give  satisfactory  results  if  the  operating  conditions 
and  loads  can  be  arranged  to  suit  their  limitations,  none  of 
them  can  be  considered  as  replacing  the  phosphor  bronzes 
usually  used. 

Mr.  Chester  B.  Hamilton  ®  has  done  considerable  work 
on  this  problem  during  recent  months  and  announced  the 


development  of  a  couple  of  promising  alloys  for  this  work. 
One  is  an  alloy  of  90  per  cent  copper,  8  per  cent  antimony 
and  2  per  cent  nickel.  The  other  contains  90  per  cent  copper, 
5  per  cent  nickel,  3  per  cent  silicon  and  2  per  cent  silver. 

In  marine  work  corrosion  resistance  is  always  a  factor 
to  be  considered.  The  manganese,  aluminum  and  nickel 
bronzes  all  have  satisfactory  resistance  to  sea  water. 

As  far  as  the  various  silicon  bronzes  are  concerned,  there 
seems  to  be  insufficient  data  available  on  which  to  base 
conclusions  as  to  their  performance.  The  U.S.  Navy  has 
used  large  tonnages  of  some  of  the  silicon  bronzes  in  previous 
years,  but  the  specific  applications  and  results  obtained  do 
not  appear  to  be  generally  known.  From  the  information 
presently  available  it  would  appear  that  the  silicon-man- 
ganese type  is  one  of  the  best  for  resistance  to  sea  water 
corrosion. 

Gunmetal  has  been  widely  used  for  pressure  castings 
although  it  is  not  an  ideal  alloy  for  the  purpose.  Where  the 
use  of  a  tin  bronze  is  necessary  better  results  will  be  obtained 
and  a  saving  in  tin  effected  by  the  use  of  alloys  such  as  85 
per  cent  copper,  5  per  cent  tin,  5  per  cent  lead,  5  per  cent 
zinc;  or  88  per  cent  copper,  4.5  per  cent  tin,  1.5  per  cent 
lead,  4.5  per  cent  zinc,  1.5  per  cent  nickel. 

Excellent  pressure  castings  can  be  made  in  any  of  the 
silicon  bronzes,  although  consideration  should  be  given  to 
the  remarks  following  on  foundry  technique,  and  an  alloy 
selected  from  which  sound  castings  can  be  poured  with  the 
least  trouble. 

Manganese  and  aluminum  bronzes  make  good  pressure- 
tight  castings  provided  that  they  can  be  obtained  free  from 
porosity  and  dross.  Both  of  these  alloys  have  a  characteristic 
of  forming  large  quantities  of  dross  during  the  pouring. 
This  dross  gets  trapped  in  the  casting  and  causes  leakers. 
For  this  reason  these  alloys  are  not  widely  used  for  pressure 
castings. 

Good  pressure  castings  can  be  made  in  the  nickel  bronze 
although  some  foundries  have  had  trouble  with  porosity. 
This  appears  to  be  chiefly  due  to  the  melting  practice 
employed,  as  the  nickel  bronze  has  a  greater  tendency  to 
pick  up  gases  in  the  furnace  than  some  of  the  other  bronzes. 
Good  melting  furnaces  and  attention  to  the  recommended 
procedure  for  this  alloy  is  necessary. 

In  selecting  an  alternative  to  gunmetal  for  any  particular 
casting,  the  foundry  technique  required  must  be  considered. 
The  average  foundry  man  is  familiar  with  gunmetal,  and 
the  gates,  risers,  and  melting  technique  required.  The  four 
alternatives  being  discussed  vary  widely  in  shrinking 
characteristics  and  dressing  tendencies,  and  the  foundry 
practice  must  be  modified  to  suit. 

The  nickel  bronze  is  the  easiest  to  make,  although  the 
melting  practice  does  require  some  attention.  The  Inter- 
national Nickel  Company  has  developed  a  melting  proce- 
dure for  this  alloy  which  should  be  followed  as  closely  as 
possible.  Considering  the  moulder's  problems,  gates  and 
risers  only  need  to  be  increased  slightly,  and  the  alloy  has 
no  more  tendency  to  form  dross  than  has  gunmetal. 

Manganese  bronze,  and  to  a  still  greater  extent,  aluminum 
bronze,  both  present  difficulties  in  the  foundry  due  to  their 
high  liquid  shrinkage  and  tendency  to  form  dross  when  the 
metal  is  agitated.  Patterns  to  be  cast  in  these  alloys  must 
be  made  with  a  greater  allowance  for  contraction  than  on 
ordinary  bronze.  Also  machining  allowances  should  be 
increased  by  as  much  as  50  to  100  per  cent  so  that  dross 
on  the  surface  can  be  machined  off.  Special  provision  will 
usually  have  to  be  made  for  the  adequate  feeding  of  heavy 
sections  by  the  use  of  risers  or  chills. 

As  far  as  foundry  difficulties  are  concerned,  silicon 
bronzes  are  generally  regarded  as  midway  between  gun- 
metal and  manganese  bronze,  although  they  tend  to  act 


506 


September,  1942    THE  ENGINEERING  JOURNAL 


more  like  manganese  bronze.  Extra  precautions  should  be 
taken  to  trap  dross  and  to  feed  heavy  sections  when  chang- 
ing from  gunmetal  to  silicon  bronze. 


The  melting  and  pouring  practice  should  be  carefully 
controlled  on  silicon  bronzes,  as  they  are  rather  more 
sensitive  to  variations  in  temperature  than  the  ordinary 
alloys. 

The  different  types  of  silicon  bronzes  have  different 
founding  characteristics.  Experience  with  the  iron-silicon, 
manganese-silicon  and  zinc-silicon  types  indicates  that  the 
manganese-silicon  and  zinc-silicon  types  have  the  least 
liquid  shrinkage,  and  therefore  require  less  provision  for 
feeding  than  the  iron-silicon  type.  The  zinc-silicon  type 
possesses  the  greatest  fluidity  and  is  therefore  the  best  for 
thin-sectioned  castings.  On  the  other  hand,  the  zinc-silicon 
alloy  forms  the  most  dross,  a  characteristic  which  may  lead 
to  trouble  on  complicated  castings. 

While  the  characteristics  of  nickel  bronze,  88-5-5-2,  have 
been  discussed  as  an  alternative  to  gunmetal,  it  has  been 
included  chiefly  because  it  is  mentioned  in  several  specifica- 
tions. From  the  point  of  view  of  metal  conservation  it  is 
not  a  satisfactory  alternative,  in  spite  of  being  the  easiest 
to  make.  This  is  because  its  manufacture  requires  the  use 
of  5  per  cent  virgin  tin  and  5  per  cent  nickel,  and  we  are 
trying  to  save  both  of  these  materials. 

Since  the  tin  shortage  developed,  there  have  been 
numerous  changes  in  specifications  made  by  the  naval, 
army  and  air  force  authorities. 

For  certain  types  of  equipment  blanket  permission  has 
been  given  to  use  an  alternative  such  as  silicon  bronze 
wherever  gunmetal  was  specified.  In  other  cases  various 
alternatives  are  approved  for  different  castings,  depending 
on  the  operating  conditions  each  will  encounter  in  service. 

For  army  ordnance  and  aircraft  applications  there  were 
some  specifications  such  as  the  T3-A  already  in  effect, 
which  permitted  the  use  of  the  iron-silicon  bronze  as  an 
alternative  to  gunmetal.  In  a  number  of  individual  cases, 
the  use  of  an  alternative  material  has  been  approved  where 
the  specifications  originally  called  for  a  copper-tin  bronze. 
Further  consideration  should  be  given  towards  making  the 
use  of  alternative  bronzes  more  general  in  this  class  of  work, 
however. 

Instructions  have  been  issued  by  the  British  Admiralty 
Technical  Mission,  that  on  castings  for  naval  gun  mounts, 
no  tin  is  to  be  used  except  with  special  permission.  The 
various  types  of  silicon  bronze  are  being  used  for  most 
applications,  although  in  some  cases,  manganese  bronze, 
malleable  iron  or  cast  steel  are  considered  suitable. 

The  use  of  phosphor  bronze  is  generally  being  continued 
in  worm  wheels  and  bearings.  However,  for  some  bearing 
applications  alloys  such  as  85-5-5-5  have  been  approved. 

On  castings  for  anti-submarine  apparatus  permission  can 
be  obtained  to  use  any  suitable  alternative,  depending  on 
the  function  of  the  particular  part. 

For  naval  vessel  machinery  coming  within  their  jurist 
edition  the  British  Admiralty  Technical  Mission  has 
approved  the  use  of  the  red  brass  alloy  85-5-5-5  for  valves 
and  similar  pressure  castings.  The  same  alloy  and  others 
like  it  may  be  used  for  bearings  and  similar  applications. 
The  nickel  and  manganese  bronzes  may  be  used  for  such 
parts  as  the  shells  of  babbitt-lined  bearings,  and  other  parts 


where  bronze  is  used  on  account  of  its  corrosion  resisting 
properties  or  toughness.  The  use  of  silicon  bronzes  for  these 
applications  is  also  to  be  developed. 

The  Royal  Canadian  Navy  has  approved  the  use  of 
three  alloys  for  valves  and  similar  castings.  These  are  89 
per  cent  copper,  5  per  cent  tin,  1.5  per  cent  lead,  4.5  per 
cent  zinc;  the  85-5-5-5  red  brass  and  the  nickel  bronze 
88-5-5-2.  These  alloys  may  not  be  used  indiscriminately, 
however,  as  maximum  limits  have  been  set  on  the  pressures 
and  temperatures  at  which  they  may  be  used. 

For  most  unlined  bearings  85-5-5-5  can  be  used  as  an 
alternative  to  gunmetal.  Castings  for  lined  bearings  and 
other  parts  where  mechanical  strength  is  the  main  con- 
sideration may  be  made  of  one  of  the  silicon  or  manganese 
bronzes. 

With  the  proviso  that  it  shall  not  be  used  for  bearings", 
aluminum  bronze  may  be  used  wherever  gunmetal  was 
formerly  specified.  It  will  usually  be  more  practical,  how- 
ever, to  use  one  of  the  other  alloys  due  to  the  foundry 
difficulties  in  making  good  aluminum  bronze  castings. 

In  the  cases  where  the  use  of  gunmetal  is  considered 
essential  on  Canadian  naval  vessels,  the  88-8-4  alloy  may 
be  used  instead  of  88-10-2. 

For  the  machinery  of  cargo  vessels  a  bronze  containing 
79  per  cent  copper,  5  per  cent  tin,  9  per  cent  lead,  5  per 
cent  zinc  and  2  per  cent  nickel  is  to  be  used  for  all  bearings 
and  rubbing  surfaces.  For  the  majority  of  other  castings, 
manganese  bronze  may  be  used  instead  of  gunmetal. 

This  list  of  alternatives  is  not  intended  to  be  complete, 
but  merely  shows  the  progress  that  has  been  made  in  arrang- 
ing for  the  use  of  alternative  bronzes. 

It  is  desirable  that  the  use  of  other  alloys  for  gunmetal 
shall  cause  as  little  dislocation  to  the  manufacturing  pro- 
cesses as  possible.  While  approval  of  certain  alloys  has  been 
published  for  a  number  of  specific  applications,  the  manu- 
facturers have  been  invited-  to  study  the  equipment  which 
they  are  making  in  the  light  of  their  own  experience  and 
facilities,  and  suggest  suitable  alternatives  to  the  specifica- 
tion authorities  concerned.  It  has  been  the  author's  experi- 
ence, that  while  all  suggestions  cannot  be  accepted,  any 
means  of  saving  tin  will  be  considered. 

There  is  a  need  for  further  study  of  the  problems  involved 
in  making  bronze  without  tin.  Our  knowledge  of  the  charac- 
teristics of  the  newer  alloys  is  not  yet  complete,  and  there 
is  much  work  to  be  done  in  the  development  of  a  tin-free 
alloy  for  parts  such  as  bearings.  The  solution  of  this  problem 
is  not  an  impossibility,  and  will  contribute  much  towards 
our  war  effort. 

References 

®      Production  and  Properties  of  Age  Hardenable  5%  Nickel  Bronze 
Castings T.  E.  Kilgren 

Transactions  American  Foundrymen's  Association — 1938. 

®      Foundry  Practice  with  Copper-Silicon-Iron  Bronzes 

H.  J.  Roast  and  E.  G.  Jennings 

Transactions  American  Foundrymen's  Association — 1941. 

®      Alternatives  to  Tin  in  Cast  Bronzes A.  E.  Cartwrigh't 

Paper  presented  before  the  Montreal  Chapter,  American  Society 
for  Metals  and  reprinted  in  Canadian  Metals  and  Metallurgical 
Industries — April  1942. 

©     Tin-free  Bronzes  for  Worm  Gears — ■ 

Canadian  Metals  and  Metallurgical  Industries — July  1942. 


THE  ENGINEERING  JOURNAL     September,  1942 


507 


PSYCHOLOGY  AS  APPLIED  TO  ENGINEERING 

CHARLES  SAMUEL  MYERS,  c.b.e.,  m.a.,  m.d.,  so.d.,  f.r.s. 
Principal  of  the  National  Institute  of  Industrial  Psychology,  England 

James  Forrest  Lecture  delivered  before  The  Institution  of  Civil  Engineers,  London,  Eng.  on  January  13th,  1942 
and  published  in  the  February  issue  of  The  Journal  of  the  Institution. 


NOTE:  This  address  is  reproduced  through  the  courtesy  of 
the  Journal  of  the  Institution  of  Civil  Engineers  and  at  the 
request  of  the  Engineering  Institute  Committee  on  Industrial 
Relations,  for  the  benefit  of  our  members.  In  the  words  of 
the  president  of  the  Institution,  the  James  Forrest  Lectures 
are  "designed  to  give  members  an  opportunity  of  absorbing 
the  wisdom  of  authorities  on  subjects  which,  although  related 
to  engineering,  might  perhaps  be  a  little  outside  the  everyday 
path  trodden  by  engineers  when  pursuing  their  normal 
activities."  The  author,  Dr.  Myers,  is  the  outstanding  author- 
ity on  industrial  psychology  in  Great  Britain. 

Introduction 

The  first  of  the  annual  James  Forrest  Lectures,  estab- 
lished in  honour  of  one  who,  throughout  a  period  of  58 
years,  was  successively  Secretary  and  Honorary  Secretary 
to  this  Institution,  was  delivered  in  1893.  That  which  I  am 
privileged  to  give  to-day  would  therefore  have  been  the 
fiftieth  lecture  of  this  series,  had  it  been  continued  every 
year  without  interruption.  By  a  strange  coincidence  this 
year  signalizes  also  the  jubilee  of  the  teaching  of  one  of  the 
youngest  branches  of  natural  science  in  Great  Britain:  the 
first  systematic  course  of  instruction  in  this  country  pro- 
vided in  experimental  psychology  was  given  likewise  in 
1893,  by  the  late  Dr.  W.  H.  R.  Rivers  at  Cambridge.  Of 
course,  the  study  of  the  human  mind  dates  from  much 
earlier  times,  but  it  was  then  seldom  undertaken  in  an 
experimental  manner.  Contemporary  knowledge  of  psy- 
chology had  also  long  before  been  applied — but  again  not 
by  scientifically  controlled  methods — to  relevant  problems 
in  the  fields  of  medicine,  education,  and  aesthetics. 

Aesthetics  and  Engineering 

To  aesthetics,  in  its  psychological  relations  to  engineer- 
ing, I  first  turn,  partly  because  the  Institution  of  Civil 
Engineers  has  of  late  shown  a  special  interest  in  this  sub- 
ject, realizing  more  fully  than  before  that  it  is  a  function 
of  the  engineer  to  provide  the  community  with  objects 
which  are  not  merely  useful  and  efficient,  but  are  also,  as 
far  as  possible,  beautiful  in  appearance  and  in  harmony 
with  their  surroundings.  I  have  given  this  subject  first  place 
in  my  Lecture  also  because  the  psychologist  has  long  been 
engaged  in  endeavouring  to  ascertain — it  must  be  admitted 
with  far  from  complete  success — the  nature  of  beauty  and 
the  conditions,  both  mental  and  environmental,  under 
which  our  individual  experiences  of  beauty  occur. 

The  psychologist  has  come  to  recognize  the  unique, 
specific  nature  of  beauty,  and,  at  the  same  time,  its  several 
varieties  and  the  vastly  different  kinds  of  "objects"  that 
may  evoke  it,  these  "objects"  ranging  from  a  warm  bath, 
a  glass  of  vintage  port,  a  surface  of  uniform  colour,  an 
expert's  bodily  movements,  a  moral  act  or  state  (for 
example,  of  heroism,  forgiveness,  love,  or  gratitude),  a 
mathematical  solution,  a  scientific  experiment,  a  bridge, 
engine  or  machine — ranging  from  all  these  to  a  picture, 
statue,  building,  symphony,  opera,  ballet,  piece  of  prose, 
poem,  or  drama.  Every  one  of  them  may,  under  certain 
conditions,  be  experienced  as  beautiful,  endowed  with 
sensual,  perceptual,  intellectual,  or  moral  beauty  according 
to  the  nature  of  the  "object." 

What  is  merely  agreeable  or  pleasing  is,  of  course,  not 
necessarily  beautiful  :  indeed  probably  by  large  numbers  of 
people  beauty  is  but  rarely — at  all  events  intensely — 
experienced.  They  often  confuse  beauty  with  other, 
humbler,  experiences  such  as  prettiness;  or  they  may  apply 
to  an  object  the  term  "beautiful"  not  because  it  does,  but 
because  it  might,  arouse  the  feeling  of  beauty,  just  as  a 


given  situation  is  often  termed  "interesting"  without  at  the 
moment  actualljr  exciting  interest.  And  what  appears  to  us 
as  constructed  with  amazing  simplicity  or  technical  per- 
fection, or  as  frankly  and  clearly  expressing  the  function 
for  the  performance  of  which  it  has  been  designed — this 
also  is  not  necessarily  beautiful.  Our  experience  of  beauty 
seems  to  depend  rather  upon  the  presence  in  us  of  a  specific 
"aesthetic"  mental  "set"  or  "attitude,"  of  the  nature  and 
conditions  of  development  of  which  we  know  as  yet  little. 
We  can,  however,  at  once  recognize  one  psychological  result 
of  that  attitude,  namely,  our  projection  of  the  feeling  of 
beauty  into  the  external  object  that  has  evoked  it,  so  that 
the  beauty  seems  to  us  to  reside  in  that  object  and  not,  as 
it  really  resides,  in  ourselves  in  consequence  of  our  internal 
mental  activity.  Herein  beauty  differs  from  most  other 
feelings;  for  example,  we  do  not  regard  our  emotions  of 
fear  or  anger  as  resident  in  the  external  object  or  situation 
that  provokes  them. 

It  is  true  that  we  may  enumerate  in  the  physical  world 
certain  aesthetic  "principles,"  for  example,  of  formal  pro- 
portion, balance,  rhythm,  harmony,  symmetry,  contrast, 
and  unity — even  mathematically  describable  relations — 
which  experience  shows  to  be  favourable  for  the  arousal  of 
perceptual  beauty.  In  a  certain  sense,  therefore,  but  with 
little  regard  for  strict  accuracy,  the  perceived  object  may 
be  said  to  carry  to  the  percipient  potentially  a  "message" 
of  beauty.  .In  some  respects  these  aesthetic  principles 
resemble  the  metrical  and  other  classical  rules  of  poetical 
composition:  they  may  all  be  obeyed  and  yet  the  object 
may  fail  to  evoke  beauty,  partly  because  obedience  to  rules 
may  be  aesthetically  insufficient  or  even  unnecessary,  and 
partly  because  the  percipient  lacks  that  peculiar  aesthetic 
set  or  attitude  in  which  alone  the  actual  experience  of 
beauty  is  possible.  Beauty,  therefore,  cannot  be  assured  by 
specified  external  devices:  indeed — alike  in  creation  and  in 
appreciation — it  may  come  to  us  unsought  through  unpre- 
mediated  mental  activity. 

Adopting  this  aesthetic  attitude,  we  frequently  also  pro- 
ject, besides  beauty,  other  of  our  experiences  into  the 
"object."  We  come  to  endow  it  with  other  human  qualities 
and  characters,  to  "personalize"  it  and  to  regard  it  as  some- 
thing existing,  as  it  were,  for  itself  alone — that  is  to  say, 
as  an  independent,  self-active  "subject,"  rather  than  as  an 
inanimate  "object"  of  practical  worth.  Thus  we  may 
ascribe  to  it  the  human  traits  of  dignity,  sincerity,  joviality, 
daintiness,  etc.  (or  the  reverse).  In  this  sense  it  has  been 
said1  that  we  "distance"  the  art-object.  And  having  thus 
"distanced"  it,  we  proceed,  to  a  varying  extent,  to  become 
aesthetically  "absorbed"  in  it,  to  steep  ourselves  in  it- 
may  be  to  lose  ourselves  so  completely  as  to  fall  into 
state  bordering  on  ecstasy. 

These  acts  of  "distancing"  and  subsequent  "absorption" 
are  only  perfectible  when  all  notions  of  the  serviceableness 
of  the  object  to  us  are  banished.  The  sense  of  beauty,  for 
example,  felt  for  the  fair  body  of  a  nude  woman  tends  to 
disappear  as  soon  as  sexual  desires  are  roused.  So,  too,  we 
come  to  regard  the  architect  as  a  craftsman  rather  than  as 
an  artist,  when  the  use  and  purpose  of  his  building  for  our 
own  ends  obtrude  themselves  too  strongly.  On  the  other 
hand,  when  we  "personalize"  the  art-object;  when  we  treat 
it  as  an  independent  "subject"  endowed  with  human 
characters;  when,  for  example,  we  think  how  gracefully, 
majestically,  or  easily  an  engineering  product  fulfills  its 

*Edward  Bullough,  "  'Psychical  Distance'  as  a  Factor  in  Art  and 
an  Aesthetic  Principle,"  Brit.  J.  of  Psychol.,  vol.  v,  pp.  87-118  (1912). 


" 


508 


September,  1942    THE  ENGINEERING  JOURNAL 


own  life-like  functions;  such  thoughts  may  well  conduce  to 
the  experience  of  beauty — as  indeed,  conversely,  will  the 
realization  of  its  unfitness  impede  the  experience  of  beauty. 
Their  help  is  clearly  illustrated  in  the  beauty  that  can 
readily  be  evoked  in  us  by  the  modern  locomotive,  the 
modern  aeroplane,  or  the  modern  motor-car,  especially 
when  contrasted  with  their  earlier  and  more  clumsy  forms. 
In  the  evolution  of  the  present  designs  of  these  objects, 
generations  of  engineers  have,  usually  at  least,  had  no 
aesthetic  interests.  They  have  merely  employed  with 
increasing  success  the  most  efficient  material  that  they 
have  available,  in  fitter,  neater,  and  more  economic  ways, 
gradually  eliminating  needless  excrescences  and  obtaining 
the  maximum  of  power  and  function  with  apparently  the 
minimum  of  effort,  whilst  at  the  same  time  unwittingly 
improving  the  form  of  their  structure  as  they  "feel"  more 
intimately  and  with  greater  knowledge — even  "feel  them- 
selves into" — the  properties,  possibilities,  and  demands  of 
their  everchanging  medium  which,  in  so  far  as  such  self- 
subjection  occurs,  becomes,  in  a  sense,  their  master. 

If,  as  I  have  urged,  the  scientific  or  practical  and  the 
aesthetic  attitudes  are  simultaneously  inimical  to  one 
another,  the  engineer  may  escape  from  this  difficulty  by 
designing  a  structure  initially  from  the  engineering  aspect, 
and  then  submit  his  design  to  the  architect,  asking  him — 
or  he  may  himself  consider  sooner  or  later — what  changes 
in  form  are  desirable  in  order  to  make  it  at  least  more 
agreeable  to  the  eye.  But  the  dangers  of  such  patchy,  last- 
minute  "tinkering"  are  avoidable  if  the  architect  and  the 
engineer  are  in  close,  uninterrupted  partnership  from  the 
start,  or  if  the  engineer  has  some  aesthetic  "talent,"  or 
often  merely  a  knowledge  of  aesthetic  principles  and  some 
experience  of  their  use.  Then,  by  repeated  oscillations 
between  the  two  attitudes,  he  will  receive  some  aesthetic 
guidance  throughout  the  development  of  his  original  design. 
More  or  less  intuitively,  but  also  in  part  deliberately,  he 
will  far  better  succeed  in  producing  a  structure  that  is  both 
efficient  and,  at  least,  not  unsightly:  he  may  indeed  pro- 
duce one  that  appears  even  beautiful  to  himself  and  others. 

Alike  in  the  creation  and  in  the  appreciation  of  the 
beautiful,  the  development  of  the  aesthetic  attitude  depends 
partly  also  upon  other  and  deeper  unconscious  mental 
activities  of  which  at  present  we  have  far  from  complete 
knowledge.  These  play  a  specially  important  role  in  the 
creation  of  the  beautiful.  Ordinarily  it  results,  as  I  have 
just  said,  from  the  more  or  less  intuitive  or  deliberate  use 
of  aesthetic  talent.  But  artistic  creation  arises  also  as  an 
unexpected  uprush  of  aesthetic  genius  from  the  unconscious 
— a  sudden  "inspiration,"  as  we  call  it.  If  the  engineer  is 
endowed  with  this  creative  genius  of  the  true  artist,  he 
will  have  long  ruminated  consciously  upon  the  scientific 
conditions  and  practical  needs  that  have  to  be  satisfied  in 
his  intended  structure;  and  then,  after  a  period  of  "incuba- 
tion," he  will  suddenly  receive  an  inspiration  of  beauty 
that  reveals  the  form  which  his  design  should  take.  Like 
other  artists,  he  will  thereupon  set  himself  skilfully  to 
express  his  inspiration,  paying  due  regard  to  the  properties 
and  limitations  of  his  "material"  and  to  practical  needs  of 
other  kinds.  These,  of  course,  differ  widely  in  kind  and  com- 
plexity for  the  engineer  from  their  significance  for  the 
painter,  sculptor,  poet,  or  musician. 

Although  they  are  simultaneously  inimical  to  one  another, 
we  may  oscillate,  as  I  have  indicated,  between  the  scientific 
or  practical  attitude,  on  the  one  hand,  and  that  of  aesthetic 
appreciation,  on  the  other.  Therefore  their  incompatibility 
does  not  justify  us  in  regarding  the  aims  of  engineering 
and  aesthetics  as  belonging  to  two  distinct  vocations.  For 
better  or  for  worse  in  its  long  history,  artistic  production 
has  usually  had  to  serve  two  masters,  the  artist  who  is 
"out"  for  self-expression  and  for  "art  for  art's  sake,"  and 
the  receptive  society  in  which  he  lives.  There  are  many 
well-known  instances  where  the  artist's  products  have  been 
unintelligible  to  his  own  generation,  hide-bound  by  social 
culture,  tradition,  and  convention  ;  and  their  beauty,  there- 


fore, has  not  been  appreciated  until  later.  But  in  other 
ways  the  artist  has  always  been  called  on  to  render  social 
service.  In  prehistoric  times  the  marvellously  beautiful 
cave-paintings  of  animals  were  in  all  probability  designed 
with  the  magical  purpose  of  obtaining  food.  In  mediaeval 
times  artistic  creation  often  served,  under  Church  patron- 
age, a  religious  purpose.  At  the  present  day  social  needs 
demand  the  co-operation  of  artistic  and  engineering  ability. 
In  their  abstract  forms,  the  conflict  between  art  and  science 
must  be  eternal.  Just  as  the  pure  scientist  carries  out  his 
laboratory  research  regardless  of  its  social  value,  so  the 
pure  artist  will  work  solely  for  his  "selfish"  expression.  But 
in  the  more  applied,  social,  forms  of  art  and  science,  a 
compromise  must  be  somehow  effected  without  too  serious 
loss  to  either. 

It  is  true  that  a  knowledge  of  the  principles  of  aesthetics 
will  not  make  the  engineer  an  artist  unless  he  be  endowed 
with  aesthetic  creative  ability  — -with  aesthetic  "genius"  or 
merely  "talent";  but  neither  will  a  knowledge  of  pure  and 
applied  physical  science  suffice  to  make  him  an  engineer 
unless  he  have  innate  engineering  ability — of  which  I  shall 
have  something  to  say  later.  The  engineer  cannot  therefore 
regard  aesthetics  as  something  quite  foreign  to  his  own 
profession.  For  its  welfare  and  ethical  development  human- 
ity demands  from  him  more  than  his  merely  mechanical 
utilization  of  the  pure  and  applied  physical  sciences.  This 
alone  is  no  longer  adequate  for  the  satisfaction  and  con- 
tentment of  the  community — any  more  than  the  com- 
munity is  satisfied  to-day  with  the  old  notion  that  the 
function  of  a  successful  business  concern  is  merely  to 
provide  a  fortune  for  its  owners  and  a  living  for  its  em- 
ployees. It  may  not  always  be  easy  to  make,  say,  a  gas- 
holder or  a  petrol-pump  beautiful;  but  every  product  of 
the  engineer  can  be  so  designed  that  at  least  it  presents 
not  an  unpleasing  appearance  in  itself,  and  one  that  will 
harmonize  agreeably  with  the  environment  in  which  it  is 
to  be  set  up. 

The  Machine  and  its  Operative 

From  the  psychology  of  aesthetics  I  pass  to  a  problem 
which  concerns  the  youngest  branch  of  applied  psychology, 
known  as  industrial  (or,  more  accurately,  as  occupational) 
psychology,  in  its  relation  to  engineering.  However  efficient 
from  the  mechanical  standpoint,  machines  and  implements 
designed  for  industrial  use  may  nevertheless  be  unsatisfac- 
tory from  the  standpoint  of  the  physical  health  and  fatigue 
of  the  operatives  and  of  the  ease  and  comfort  of  their  work. 
Curiously  enough,  this  defect  is  less  common  in  machines 
devised  for  the  use  of  the  general  public  or  the  highly 
skilled  expert,  for  example,  the  motor-car,  the  aeroplane, 
and,  I  am  informed,  engineering  machine-tools,  with  the 
use  of  which  the  designer  is  himself  familiar.  The  engineer 
needs,  however,  to  pay  more  consideration  to  the  "human 
factor"  in  his  design  of  machines  for  the  factory,  where  the 
operatives,  very  often  women,  are  semi-skilled  or  virtually 
unskilled — especially  in  the  case  of  machines  used  in  the 
textile  industry,  boot-and-shoe  manufacture,  box-making, 
tobacco-cutting,  laundry  work,  etc. 

One  of  the  commonest  defects  here  encountered  is  the 
unsatisfactory  position  or  action  of  the  pedal,  the  operative 
being  forced  to  sit  in  a  contorted  posture  to  use  it,  or  the 
pedal  descending  with  rapid  acceleration  to  a  sudden  stop 
which  sends  a  harmful  jar,  with  each  such  stoppage, 
through  the  limb  and  body  of  the  operative.  Another  equally 
common  defect  is  the  wrong  position  of  controlling  levers 
of  the  machine,  which  may  be  placed  needlessly  distant, 
thus  involving  a  fatiguing  stretch  of  the  operative's  arm  in 
order  to  reach  them.  Often,  too,  the  appropriate  height  of 
the  working-level  is  neglected:  the  feeding-end  of  the 
machine  may  be  too  high  for  the  comfort  and  efficiency  of 
the  operative,  necessitating  the  use  of  steps;  or  the  delivery- 
end  may  be  too  low,  causing  needless  stooping.  Again,  the 
engineer  may  fail  to  consider  in  his  design  the  height  to 
which  heavy  raw  material  will  have  needlessly  to  be  lifted 


THE  ENGINEERING  JOURNAL    September,  1942 


509 


on  to  the  machine  by  the  operative,  or  the  equally  avoidable 
noise  and  vibration  to  which  he  will  be  subject.1  Psycho- 
physiological considerations  of  this  kind  may  clearly  call 
for  closer  collaboration  between  the  engineer-designer  and 
the  industrial  psychologist. 

The  Physical  Environment  op  the  Operative 

There  is  not  infrequently  need  also  for  such  collaboration 
in  problems  that  confront  illuminating,  heating,  and  ven- 
tilating engineers.  For  here  again  various  factors  of  a 
psycho-physiological  nature  affect  the  success  of  their  work. 
Satisfactory  illumination,  for  example,  depends  not  merely 
upon  physical  candle-power  or  lumen-output,  but  also  upon 
appropriate  spacing  of  the  lamps  in  relation  to  the  position 
of  the  operative,  upon  the  absence  of  glare,  glitter,  contrast, 
and  shadows,  upon  adaptation,  etc. 

Engineering  and  Management 

It  is  not  surprising  if,  until  quite  recently,  the  engineer 
has  tended  to  neglect  the  "human"  aspects  of  his  work. 
Not  so  many  years  ago  in  this  country,  the  professional 
engineer  was  interested  mainly  in  his  own  ideas,  in  formulas 
and  diagrams,  and  in  invention  and  design,  concerned  with 
lifeless  material  and  mechanisms.  Save  in  relations  with 
his  client,  when,  of  course,  clear  disinterested  exposition, 
persuasive  powers,  and  regard  for  the  latter's  interests  are 
of  prime  importance,  the  "human  factor" — the  thoughts, 
feelings,  and  actions  of  his  fellow-beings — relatively  seldom 
occupied  his  attention.  Through  environment  and  habit, 
and  doubtless  by  inherited  inclination,  his  mental  "type" 
must  have  approximated  to  what  is  now  (rather  loosely) 
called  "introvert"  by  the  psychologist.  The  introvert  is  one 
ego-centrically  "wrapped  up"  in  his  own  fantasies  and  ideas, 
averse  from  making  social  contacts,  self -critical,  easily 
taking  offence,  and  giving  little  immediate  and  outward 
expression  to  his  feelings.  By  means  of  questionnaires, 
rating-scales,  and  even  tests,  psychologists  have  made 
frequent  attempts  to  evaluate  quantitatively  the  degrees 
and  directions  of  introversion — or  of  its  antithesis,  extra- 
version — which  different  persons  may  exhibit.  And  some 
have  aimed  at  thus  giving  objective  proofs  that  certain 
occupational  groups,  especially  engineers  and  scholars,  are 
more  introvert,  less  extravert,  than  other  occupational 
groups,  notably  actors  and  salesmen.  Accepting  this  dis- 
tinction, one  American  psychologist,  Dr.  W.  V.  Bingham, 
has  accounted  for  it  on  the  ground  that  an  "early  intro- 
version of  personality  leads  to  the  development,  through 
disproportionate  exercise,  of  one's  native  interest  in  mechan- 
ism or  ideas,  at  the  expense  of  interest  and  proficiency  in 
social  contacts.2"  But  a  converse  influence  is  also  possible: 
introversion,  or  extraversion,  may  conceivably  be,  if  not 
initiated,  certainly  fostered  by  an  individual's  innate 
occupational  interests,  with  their  different  "drives"  and 
talents.  Or  again,  each  may  be  fundamentally  the  effect  of 
some  common,  hereditary,  cause. 

However  this  may  be,  the  scope  of  the  engineering  pro- 
fession is  unquestionably  far  wider  to-day  that  it  has  ever 
been  before.  And  probably  it  demands,  attracts,  and  turns 
out  now  men  of  more  widely  varying  personality  than 
formerly.  Large  numbers  of  engineers,  especially  in  the 
United  States,  are  now  concerned  with  salesmanship,  a 
subject  to  which  psychologists  have  devoted  considerable 
and  valuable  attention.  Moreover,  not  only  the  engineering 
apprentice,  but  also  the  engineering  undergraduate,  tends 
in  later  years  more  and  more  frequently  now  to  come  into 
touch  with  administrative  or  managerial  problems  under 

1  Fuller  details  are  to  be  found  in  Report  No.  36  of  the  Industrial 
Fatigue  Research  Board,  "On  the  Design  of  Machinery  in  relation 
to  the  Operator,"  by  L.  A.  Legros  and  H.  C.  Weston;  and  in  a  Paper 
by  G.  H.  Miles  and  A.  Angles,  "Psychology  and  Machine  Design," 
Journal  of  the  National  Institute  of  Industrial  Psychology,  vol.  iii, 
pp.  159-61  (1926). 

2"Personality  and  Vocation,"  Brit.  J.  of  Psychol.,  vol.  xvi,  pp. 
354-62  (1926). 


State  or  Municipal  employment  or  in  public  utility  or 
private  engineering  works;  here,  it  has  been  variously 
estimated,  the  chief  engineer  spends  one-half  or  even  more 
of  his  time  in  the  human  problems  and  details  of  Board 
and  Committee  meetings  and  of  administration  and  man- 
agement. And  some  of  the  various  daughter-institutions  of 
this  Institution,  in  their  respective  examinations  for  Asso- 
ciate Membership  (or  Graduateship),  now  include  papers 
in  the  fundamentals  of  industrial  administration  and/or  in 
engineering  organization  and  management1.  In  the  sylla- 
buses of  these  examinations  the  "human  factor"  is  definitely 
mentioned2.  A  large  proportion  of  engineer  apprentices 
taking  them  already  hold  the  Higher  National  Certificate 
in  mechanical  or  electrical  engineering;  and  evidence,  of 
satisfactory  attendance  at  these  courses  in  administration, 
oiganization,  and  management  can  be  endorsed  on  this 
Certificate.  Courses  in  these  subjects  are  to-day  provided 
by  the  majority  of  the  Technical  Colleges  in  Great  Britain, 
the  Manchester  College  of  Technology  having  been  the  first 
in  this  country  to  establish  a  department  of  industrial 
administration  (in  1918),  and  carrying  out  post-graduate 
research  in  the  application  of  the  subject  to  engineering 
works.  Some  Colleges  also  offer  one  or  two  years'  training 
in  industrial  administration  to  engineers  and  others  who 
have  been  already  engaged  by  an  employer  and  are  sent 
there  by  him  for  special  instruction  in  business  management. 
I  have  read  that  a  wall  in  the  library  of  the  vast  building 
of  the  American  National  Engineering  Societies  bears  the 
following  legend: — "Engineering — the  art  of  organizing  and 
directing  men  and  of  controlling  the  forces  and  materials 
of  nature  for  the  benefit  of  the  human  race."  In  Germany, 
we  were  told  as  far  back  as  1929  "the  teaching  of  manage- 
ment-subjects under  engineering  auspices  is  making  rapid 
headway  on  every  hand.  Problems  of  industrial  personnel 
are  being  approached  through  scientific  research  in  psycho- 
technical  institutes  in  the  Technical  Universities  and  with 
an  intimate  union  of  engineering  and  psychology,  rather  than 
as  a  personal  art  to  be  expounded  by  practical  executives" 
(p.  231).  "Researches  on  such  problems  are  considered  as 
properly  belonging  to  the  Technical  Universities  and  requir- 
ing" the  collaboration  of  engineers  and  psychologists  (p. 
259) 3.  In  Great  Britain,  however,  administration  and  man- 
agement still  seldom  enter  into  the  curricula  of  University 
engineering  courses,  and,  as  I  shall  show,  little  attempt  has 
been  so  far  made  to  bring  engineering  and  psychology  into 
relations  with  one  another. 

Industrial  Psychology  and  Scientific 
Management 

The  United  States  was  the  earliest  country  to  realize  the 
importance  of  managerial  problems  for  the  modern  engineer. 
It  was  first  stressed  in  that  country  by  the  late  Dr.  Fred- 
erick W.  Taylor,  an  engineer  of  consummate  genius,  but 
signally  devoid  of  tact,  and  by  many  others  who  have 
since  endeavoured  further  to  develop  what  Taylor  called 
"scientific  management"  and  are  themselves  now,  especially 
in  America,  termed  "industrial"  or  "efficiency"  engineers. 
These  "scientific  managers"  did  some  very  useful  pioneer 
work  on  the  subject;  but  almost  invariably  they  failed  to 
pay  sufficient  regard  to  the  human  aspects  of  the  problems 
which  they  attacked.  They  tended,  from  their  engineering 
training  and  outlook,  to  regard  the  operative  as  a  mere 

XI  gratefully  acknowledge  the  ready  help  and  useful  information 
which  I  have  here  received  from  the  secretaries  of  the  Instituions  of 
Civil,  Mechanical,  Electrical,  and  Production  Engineers. 

2In  the  syllabus  prepared  by  the  Institution  of  Production  Engin- 
eers, this  term  occurs  only  in  the  preamble: — "The  Council  of  the 
Institution  feel  that  although  one  of  the  major  problems  of  Production 
Engineering  is  that  of  the  human  factor.  .  .too  little  attention  has 
been  given  to  this  important  subject  in  the  Curricula'  (sic)  of  Technical 
Schools.  In  certain  Papers,  therefore,  some  questions  will  be 
framed " 

3"The  Investigation  of  Engineering  Education."  Bulletin  No.  16 
of  the  American  Society  for  the  Promotion  of  Engineering  Education. 
The  italics  in  this  paragraph  are  mine. 


510 


September,  1942    THE  ENGINEERING  JOURNAL 


machine  whose  efficient  working  was  to  be  won  through 
material  considerations.  They  set  about  to  discover  what 
work  the  operative  had  to  do  and  the  one  best  and  speediest 
way  of  doing  it,  treating  him  almost  as  if  he  were  a  "robot" 
mechanism,  capable,  as  it  were,  of  revolving  at  a  uniform 
speed,  in  a  uniform  manner,  throughout  the  hours  of  his 
working  spell.  Consequent  on  their  researches  in  movement- 
(or  motion-)  study,  they  established  "rigid  rules  for  every 
motion,"  and  they  forced  each  operative  into  what  they 
termed  "the  one  best  way  of  work,"  regardless  of  individual 
human  differences  that  demand  differences  in  the  style  of 
expert  skill;  he  was  thus  allowed  no  freedom  in  carrying 
out  the  details  of  his  operations.  The  industrial  unrest  and 
strikes  produced  by  these  and  other  unpsychological  pro- 
cedures are  now  well  known;  they  persisted  until,  as  an 
experienced  American  engineer  has  recently  pointed  out, 
"Management, .  .  .  finding  that  their  introduction  was 
always  the  signal  for  labour  troubles,  finally  recognized 
that  the  problem  was,  in  its  essence,  psychological1." 

Psychology  and  Incentives 

Such  ignorance,  or  neglect,  of  psychological  factors  on 
the  part  of  the  "efficiency  engineer"  is  again  well  illustrated 
in  his  attitude  towards  "incentives."  Alike  in  America,  in 
Great  Britain,  and  elsewhere,  the  term  came  to  be  regarded 
. — and  indeed  is  still  generally  regarded — as  equivalent  to 
financial  reward.  Perhaps  this  arose  from  the  adoption  of 
the  false  psychology  of  the  early  economist — that  in  his 
business  life  man  is  actuated  solely  by  the  desire  for  mone- 
tary gain.  In  any  case,  financial  reward,  like  movement- 
study,  offered  a  subject  readily  amenable  to  measurement. 
And  so,  in  the  early  days  of  "scientific  management," 
Taylor  and  most  of  his  successors  busied  themselves  in 
devising  many  different  and  rival  methods  of  payment, 
including  "straight"  and  "differential"  piece-rates,  bonus 
and  premium  systems,  "individual"  and  "group"  piece-rate 
and  bonus  schemes,  etc. 

The  fixation  of  the  piece-rate,  bonus,  or  premium  depends 
largely  upon  the  amount  of  pay  that  the  operative  may  be 
expected  to  earn,  and  the  latter  involves  time-study  of  the 
output  that  may  be  expected  of  him  — again  a  subject 
easily  amenable,  it  seemed,  to  exact  measurement.  But  in 
reality  the  scientific  methods  of  such  time-study  are  only 
apparent.  For  after  analysing  the  operative's  movements 
and  timing  them  to  a  small  fraction  of  a  second,  the  rate- 
setter  has  to  add  "allowances,"  as  he  calls  them,  for  delays 
such  as  must  inevitably  arise  owing  to  waiting  for  raw 
material  or  for  inspection  of  the  finished  product,  or  because 
of  occasional  breakdowns  of  machinery  or  of  rest-pauses 
voluntarily  taken  to  dissipate  fatigue,  etc.  But  the  size  of 
these  allowances  can  only  be  very  roughly  guessed  at. 

Few  will  deny  the  necessity  and  importance  of  financial 
incentives.  But  the  psychologist  has  conclusively  shown  the 
complex  causes  of  the  demand  for  them  and  their  uncertain 
effects.  He  has  shown,  too,  that  financial  incentives  are  a 
dangerous,  and  not  the  most  important,  form  of  incentive. 
They  tend,  when  solely  stressed,  to  develop  an  atmosphere, 
inimical  to  good  and  loyal  service,  in  which  the  employee 
is  "out  for  himself,"  trying  (as  he  imagines  his  employer 
also  to  be  trying)  to  grab  as  much  money  from  the  business 
as  he  can — to  get  as  much,  and  to  give  as  little,  as  he  can. 
Besides  financial  incentives,  praise  and  interest  in,  and 
knowledge  about,  the  work  are  at  least  of  equal  importance, 
and  of  psychologically  greater  value.  These  are  all,  however, 
in  great  part,  "selfish"  incentives.  The  psychologist  has 
established  the  importance  and  effectiveness  of  "social" 
incentives.  The  operative  is  not  to  be  regarded  as  a  "lone 
hand"  in  his  daily  work,  but  as  a  member  of  an  industrial 
group  of  fellow-workers  which  has  its  own  psychological 
characteristics  and  its  own  codes  of  conduct  profoundly 
affecting  their  every-day  thought  and  act.  As  a  member  of 

xProf.  Albert  Watson,  "The  New  Techniques  in  Supervisors  and 
Foremen."  London:  McGraw-Hill  Publishing  Co.,  Ltd.,  1940,  p.  104. 


his  group,  the  operative  demands  security  of  employment, 
congenial  colleagues,  and,  above  all,  sympathetic  treatment 
both  by  his  immediate  overseers  and  by  administration  and 
management  generally.  These  comprise,  perhaps,  the  most 
powerful  incentives  to  efficient  work. 

Two  further  incentives  are  psychologically  noteworthy — 
the  willingness  of  managers  to  consider  and  to  reward 
suggestions  from  the  operative  that  make  for  more  efficient 
and  happier  work,  and  their  willingness  to  inquire  into  and 
to  consider  grievances,  often  unknown  to  them — some  due 
to  misunderstanding  or  rumour,  but  many  well-justified  and 
rectifiable.  The  industrial  psychologist  finds  that  the  worker 
is  influenced  not  so  much  by  the  actual  satisfaction  of  his 
grievances  as  by  the  evinced  willingness  of  management 
to  investigate  them.  What  the  worker  resents  is  indifference 
to  the  human  and  social  outcome  of  mechanically  planned 
administrative  policy. 

Psycho-neuroses  and  Occupational  Life 

Such  indifference  cannot  fail  to  produce  general  industrial 
unrest,  due  to  mental  worry,  irritation,  conflict,  and  mal- 
adjustment, which,  if  sufficiently  severe,  results  individually 
in  a  condition  of  psycho-neurosis.  There  is  no  sharp  line 
dividing  the  normal  from  the  pathological  features  of  these 
consequences.  For  successful  management  a  broad  acquaint- 
ance with  this  branch  of  medical  psychology  is  essential. 

Psychology  and  Time-Study 

Yet  another  illustration  may  be  helpful  of  the  contrast 
which  I  have,  doubtless  in  too  crude  colours,  been  depicting 
between  the  "mechanistic"  and  the  "humanistic"  approaches 
to  problems  of  industrial  management.  Whereas  the  indus- 
trial engineer  employs  time-study  primarily  for  the  purpose 
of  rate-fixing  and  for  the  discovery  of  the  "one  best  way" 
of  the  operative's  movements,  the  industrial  psychologist 
has  seen  the  value  of  time-study  when  used  for  other  pur- 
poses which  do  not  in  the  same  way  cast  on  the  operative 
any  suspicion  or  aspersion  of  idleness  or  involve  any 
attempt  to  cajole  or  press  him  to  increase  his  output. 

Time-study  has  proved  invaluable  to  the  psychologist  in 
enabling  him  to  obtain  continuous  records  of  output 
throughout  the  working  spell — "work  curves,"  as  he  calls 
them — which  reveal  to  him  the  presence  of  boredom,  fatigue, 
or  other  undesirable  features.  It  is  also  used  by  him  to 
estimate  the  amount  of  the  worker's  "unproductive  time," 
so  that  he  may  study  its  causes.  And  it  is  used  by  him  to 
detect  bad  methods  of  performing  some  particular  part  of 
the  novice's  work  during  his  training.  In  each  of  these  uses 
the  industrial  psychologist  will  repeat  his  time-study  after 
he  has  introduced  changes,  so  as  to  obtain  definite  objective 
evidence  of  the  improvements  which  he  may  have  effected. 

By  the  psychologist  time-study  is  not  regarded  as  an 
essential  accompaniment  of  movement-study.  The  latter  he 
may  be  quite  content  to  base  merely  upon  the  general  prin- 
ciples of  good  movements  already  known  to  him.  For  him 
the  ultimate  purpose  of  movement-study  is  rather  to  train 
and  instruct  the  novice  so  that  he  may  avoid  the  adoption 
of  bad  habits  of  movement,  than  to  force  all  workers  into 
a  single  common  mould  of  movement,  regardless  of  their 
individual  mental  and  physical  differences. 

Psychology  and  Individual  Differences 

In  every  direction  the  distinctive  aim  of  applied  psycholo- 
gy is  to  study  and  to  take  into  practical  consideration,  so 
far  as  is  possible,  individual  differences  among  the  opera- 
tives. It  is,  for  example,  now  known  that  some  persons  are 
exceedingly  prone  to  accidents;  in  one  case  50  per  cent  of 
a  large  group  of  motor-drivers  were  found  to  be  responsible 
for  more  than  80  per  cent  of  the  occurring  accidents. 
Accident-prone  workers  should  obviously  be  removed  to 
less  dangerous  situations  where  the  risk  of  injury  is  less 
not  only  to  themselves  but  often  also  to  their  fellow- 
creatures.  Or,  more  effectively,  selection  tests  will  be  intro- 
duced so  as  to  avoid  the  future  engagement  of  the  accident- 


THE  ENGINEERING  JOURNAL     September,  1942 


511 


prone:  in  one  case  in  the  course  of  10  years  this  procedure 
is  said  to  have  reduced  the  average  number  of  accidents 
per  operative  from  1.53  to  0.27  per  annum. 

We  now  know,  too,  that  different  operatives  achieve 
their  best  quality  and  quantity  of  output  under  different 
rates  of  machine-speed;  consequently,  the  speed  of  each 
machine  should  be  variable,  so  that  it  may  be  set  to  con- 
form to  the  optimal  working  conditions  of  the  particular 
operative  who  controls  it.  The  irrefutable  standpoint  of 
industrial  psychology  is  that  the  machine  is  made  for  the 
operative,  not  vice  versa. 

The  psychologist  has  come  to  adopt  a  corresponding 
standpoint  in  regard  to  production-planning:  in  every  case 
the  plan  must  be  fitted  as  far  as  possible  to  those  who  will 
have  to  operate  it,  not  vice  versa.  Each  works,  therefore, 
needs  to  be  studied,  as  a  sick  patient  is  studied,  at  close 
quarters,  not  from  the  distant,  hypothetical,  arm-chair. 
Fixed  rules  of  planning,  however  useful  as  affording  a 
theoretical  basis,  are  to  be  avoided  in  actual  practice,  if  a 
maximum  smoothness  is  to  be  attained  in  the  flow  of  work. 
The  rigid,  quasi-military  regime — a  standardized  type  of 
organization  applicable  to  every  individual  works  of  the 
same  class — so  dear  to  the  "efficiency  engineer,"  must  be 
leavened  by  a  large  measure  of  flexibility  that  will  allow 
for  the  particular,  personnel  who  will  be  required  to  follow 
it,  for  future  variations  in  quantity  and  kind  of  product, 
for  periods  of  rush  and  slackness,  etc. 

Vocational  Guidance  and  Selection 

But  the  most  important  study  of  individual  differences  in 
occupational  life  relates  to  vocational  guidance  and  to 
vocational  selection.  The  former  helps  the  young  person 
to  choose  the  career  for  which  he  is  best  fitted;  the  latter 
helps  the  employer  (or  other  person)  to  choose  the  best 
applicants  for  available  vacancies.  Despite  the  vast  wastage 
of  time  and  effort  and  the  disappointment  caused  by  the 
present  methods  of  admitting  lads  to  the  engineering  pro- 
fession or  industry  who  later  utterly  fail  to  succeed  therein, 
vocational  psychology — never  so  important  as  at  the  pre- 
sent day — has  not  hitherto  received  great  encouragement 
from  the  engineer.  This  is  partly  due  to  his  natural  misun- 
derstanding of  its  methods.  Engineers  have  commonly 
regarded  psychological  tests  as  they  regard  many  of  their 
own  physical  instruments  of  measurement — as  only  needing 
a  mechanical  routine  application  to  provide  them  with 
accurate  data.  They  have  not  taken  into  consideration  the 
insistent  claims  of  the  psychologist  that  his  tests  can  yield 
only  a  part  of  the  information  that  is  required  for  satisfac- 
tory guidance  or  selection;  that  the  actual  score  at  a  test 
may  be  of  less  value  than  observation  of  the  way  in  which 
it  is  performed;  and  that  the  assessment  of  qualities  of 
character  and  temperament  is  fully  as  important  as,  if  not 
more  important  than,  the  assessment  of  mental  abilities. 
Up  to  now  no  satisfactory  tests  have  been  devised  for  the 
assessment  of  such  traits  of  personality.  This  can  be  done 
only  by  observing  the  conduct  of  the  applicant  while  per- 
forming the  tests,  and  especially  by  the  interviewer  with 
the  help  of  information  received  by  him  from  others.  The 
psychologist  has,  however,  undoubtedly  improved  the  inter- 
view by  making  its  conduct  more  systematic  and  less  liable 
to  be  influenced  by  accidental  circumstances. 

I  cannot,  of  course,  enter  here  in  any  detail  into  a 
description  of,  and  into  the  principles  underlying,  the  tests 
which  have  been  devised  for  guidance  and  selection  in 
regard  to  occupational  work.  But  the  following  brief  remarks 
with  special  reference  to  engineering  are  perhaps  worth 
making.  It  is  widely  recognized  now  that  in  very  varying 
degrees  a  single  "general"  factor  of  intelligence  is  involved 
in  all  forms  of  purposeful  activity;  and  that  there  are  also 
a  considerable  number  of  "group"  factors,  each  of  which  is 
common  to  a  particular  group  of  activities,  and  of  "special" 
factors,  each  of  which  is  peculiar  to  a  single,  simple,  form 
of  activity.  There  is  undoubtedly  a  group  factor  underlying 
"mechanical"  and  certain  other  abilities,  which  concerns 


512 


the  readiness  to  perceive  the  sizes,  shapes,  and  spatial 
relations  of  objects.  With  this  "spatial"  factor  certain  tests 
that  have  been  devised  prove  by  mathematical  analysis  to 
be  highly  saturated.  In  the  daily  work  of  the  engineer  this 
factor  is  involved  in  his  translation  of  two-dimensional 
diagrams  into  three-dimensional  objects,  and  vice  versa  (as 
in  the  reading  and  making  of  drawings),  in  the  pattern- 
maker's and  moulder's  ability  to  imagine  the  "inverse"  of 
a  pattern  or  object,  etc.  There  is  reason  to  believe  that 
it  is  also  involved  in  the  engineer's  "machine  sense,"  as 
shown  in  his  ability  to  realize  how  a  machine  works — how 
its  parts  fit  together,  how,  if  one  of  the  parts  is  set  in  motion, 
another  part  will  move,  etc.  Tests  have  also  been  devised 
to  assess  manual  dexterity,  hand-and-eye  co-ordination, 
and  the  different  abilities  required  in  the  different  engineer- 
ing trades;  but  research  is  still  needed  to  establish  their 
value  more  precisely.  Little  has  yet  been  done  to  devise 
tests  of  creative  imagination  that  are  likely  to  have  engin- 
eering value. 

In  one  large  British  engineering  works  during  the  past  3 
years,  the  present  apprentice  supervisor,  Mr.  Frank  Holli- 
day,  has  been  taking  an  exceptionally  active  interest  in  the 
most  recent  developments  and  applications  of  psychological 
methods  which  are  likely  to  be  of  value  in  the  selection  of 
his  company's  engineer-  and  trade-apprentices.  He  has  been 
employing  a  group  test1  devised  several  years  ago  by  Prof. 
Cyril  Burt  for  the  National  Institute  of  Industrial  Psy- 
chology in  order  to  assess  "general  intelligence,"  and  also  a 
battery  of  several  group  tests  devised  by  later  members  of 
its  research  staff  to  assess  what  is  broadly  termed  "mechani- 
cal ability."  In  the  course  of  three  articles  published  by  Mr. 
Holliday  in  Occupational  Psychology  (vols,  xiv-xvi,  1940-42), 
he  gives  the  following  results: — Agreement  between  (i)  the 
gradings  based  on  the  candidates'  scores  at  the  battery  of 
tests,  and  (ii)  the  gradings  made  about  fifteen  months  later 
by  the  Apprentice  Supervisor  (at  that  time  not  Mr.  Holli- 
day) occurs  five  times  as  frequently  as  disagreement.  But 
when  observations,  made  during  the  testing  and  the  sub- 
sequent interview,  on  the  candidates'  methods  of  procedure 
in  performing  the  tests,  and  on  their  traits  of  personality, 
are  taken  into  account,  "the  agreement  becomes  of  the 
order  of  95  per  cent."  (p.  176). 

Results  almost  identical  with  these  were  obtained  in  an 
investigation  carried  out  during  the  previous  decade  by 
Miss  E.  P.  Allen  and  Mr.  Percival  Smith,  on  behalf  of  the 
Birmingham  Education  Committee  in  a  junior  day  Tech- 
nical School  and  at  the  Central  Techincal  College  of  that 
city.  In  these  two  institutions  agreement  in  74  and  80  per 
cent  respectively  of  the  108  pupils  tested  was  found  between 
the  scores  at  the  tests2  and  the  instructors'  independent 
grading  of  their  pupils  in  respect  of  "apprentice  ability"; 
and  these  figures  were  raised  to  92  and  93  per  cent  respect- 
ively when  allowance  was  made  for  unsatisfactory  tempera- 
mental traits  observed  at  the  interview  or  later,  such  as 
impulsiveness,  unreliability,  or  the  lack  of  self-confidence, 
perseverance,  initiative,  ingenuity,  or  co-operativeness, 
which  the  mere  scores  at  the  tests  could  not  indicate. 
These  tests  have  now  been  introduced  as  a  routine  measure 
in  the  selection  of  boys  for  entry  into  the  junior  Technical 
Schools  of  Birmingham.  Many  boys  have  been  since  followed 
up  in  their  subsequent  engineering  (or  non-engineering) 
careers  and  very  satisfactory  results  have  been  obtained. 

For  example,  in  a  follow-up,  over  2%  years,  of  157  boys 
after  leaving  a  junior  Technical  School,  both  the  boys  and 
their  employers  were  asked  independently  and  confidentially 
to  report  on  the  suitability  of  the  former  for  their  jobs 


J-A  "group  test"  is  applicable  to  several  persons  simultaneously; 
an  "individual  test"  is  applied  to  only  one  person  at  a  time. 

2The  battery  used  consisted  of  seven  tests  devised  by  the  National 
Institute  of  Industrial  Psychology.  If  not  less  than  five  of  these  agreed 
with  the  instructors'  ranking,  the  divergence  of  the  other  test  or  two 
tests  was  ignored.  Since  this  battery  was  constructed,  some  of  the 
component  tests  have  been  replaced  by  others  which  later  research 
has  shown  to  be  of  greater  predictive  value. 

September,  1942    THE  ENGINEERING  JOURNAL 


under  one  of  three  grades — "very  satisfactory,"  "satis- 
factory," and  "unsatisfactory."  Of  the  boys  (69  per  cent) 
found  to  have  entered  engineering  (and  allied)  trades,  whose 
suitability  was  reported  on  as  "very  satisfactory"  both  by 
their  employers  and  by  the  boys  themselves,  81  per  cent, 
while  at  the  junior  Technical  School,  had  obtained  scores 
in  the  upper  half,  and  only  19  per  cent  in  the  lower  half  of 
the  scores  made  at  the  test  battery.  On  the  other  hand, 
of  the  boys  (31  per  cent)  found  to  have  entered  non- 
engineering  jobs  (clerical,  chemical,  woodwork,  selling,  etc.), 
whose  suitability  was  also  reported  both  by  employers  and 
boys  as  "very  satisfactory,"  only  30  per  cent  had  obtained 
scores  in  the  upper  half,  and  70  per  cent  in  the  lower  half, 
of  the  scores  made  at  the  test  battery.  Neither  the  scores 
at  the  intelligence  test,  nor  jobs  at  which  a  boy  stayed  for 
less  than  six  months,  were  included  in  these  striking  results.1 
Mr.  Holliday's  investigations  have  proved  unquestion- 
ably (a)  the  importance  of  the  intelligence  test  in  predicting 
success  in  engineering  mathematics  and  in  the  more  theore- 
tical aspects  of  engineering,  and  (6)  the  equal  importance  of 
good  scores  at  his  battery  of  tests  for  success  in  engineering 
drawing  and  in  practical  work  in  the  shops.  After  at  least 
a  year's  knowledge  of  thirty  engineer-apprentices,  the 
apprentice  supervisor  (then  not  Mr.  Holliday)  graded  them 
according  to  a  five-point  scale  of  "excellent,"  "good," 
"average,"  "fair,"  and  "poor."  Their  scores  at  the  battery 
of  tests,  which  had  been  applied  earlier  by  Mr.  Holliday, 
were  similarly  graded,  and  this  grading  was  compared  with 
the  apprentice  supervisor's  independent  grading.  In  only 
six  of  the  thirty  cases  was  there  more  than  one  grade-point 
of  difference.  A  similar  comparison,  made  among  forty-one 
trade  apprentices,  showed  a  corresponding  difference  in 
only  five  cases.  For  these  few  divergencies,  no  doubt  tem- 
peramental unsuitability  for  engineering,  not  measured  by 
the  test  scores,  was  largely  responsible. 

Mr.  Holliday  further  concludes  that  a  low  score  on  the 
battery  of  tests  indicates  probable  unsuitability  for  engin- 
eering, and  that  this  prediction  becomes  more  certain  if 
the  candidate  obtains  a  relatively  high  score  at  the  intelli- 
gence test.  On  the  other  hand,  if  the  candidate  is  to  succeed 
in  his  theoretical  and  examination  work,  his  intelligence 
score  must  not  be  too  low.  A  lad  with  a  high  score  at  the 
test  battery  and  with  a  very  low  score  at  the  intelligence 
test  may,  however,  be  excellent  in  his  shop-work — even  at 
such  a  skilled  trade  as  tool-making. 

As  supplementary  evidence  of  the  promising  value  of 
vocational  tests  for  engineering,  I  will  only  cite  a  statement 
which  I  have  received  from  the  chairman  of  another  well- 
known  engineering  company — that  psychological  testing 
has  proved  highly  useful  both  in  revealing  at  the  outset 
pupils  of  exceptional  promise  who  merit  special  training, 
and  in  drawing  deserved  attention  to  cases  of  disparity 
between  test-scores  and  the  reports  received  from  the  school 
and  workshop.  These  tests,  he  has  also  said,  "give  us  within 
an  hour  a  measure  of  the  boy's  suitability  which  it  would 
take  from  three  to  six  months  to  obtain  in  the  works  under 
the  control  of  a  foreman."  I  hope  that  I  have  said  enough 
to  indicate  the  remarkable  progress  recently  made  in  Great 
Britain  towards  perfecting  psychological  methods  of  engin- 
eering guidance  and  selection.  Much,  of  course,  remains  to 
be  done.  Their  future  progress,  like  that  of  new  surgical 
operations,  depends  largely  upon  their  actual  use:  "practice 
makes  perfect." 

Psychology  and  Training 

The  conclusions  which  have  been  reached  from  investiga- 
tions conducted  in  industrial  training  from  the  psychological 
standpoint  can  hardly  be  without  interest  to  the  engineer. 
The  industrial  psychologist's  recommendation  is  that  the 
tasks  of  workshop  training  and  of  production  should  be 

xCf.  the  three  Reports  of  Research  on  "The  Selection  of  Skilled 
Apprentices  for  the  Engineering  Trades,"  published  bv  the  City  of 
Birmingham  Education  Committee,  1931,  1934,  and  1939. 


isolated,  so  far  as  possible,  from  one  another.  However 
unselfish  the  expert  industrial  operative  may  be,  his  need 
to  maintain  his  normal  output  must  inevitably  reduce  his 
opportunities  for  giving  instruction.  Not  uncommonly  he 
is  found  to  yield  to  the  temptation  of  using  the  novice  for 
his  own  ends — to  aid  him  in  the  simpler  operations  con- 
cerned with  his  own  output,  instead  of  training  him  as  he 
might.  Moreover,  the  experienced  operative  does  not 
necessarily  make  a  good  teacher:  sometimes  he  is  innately 
unfitted  to  teach,  and  sometimes  he  has  himself  acquired 
bad  habits  of  work.  Investigation  has  also  shown  that  he 
may  not  know  the  precise  movements  that  he  employs,  and 
that,  when  he  performs  movements  at  a  lower  speed  for 
demonstration  purposes,  they  are  often  different  from  those 
employed  by  him  at  his  normal  rate  of  movement.  The 
novice  is  apt  to  be  distracted  from  learning  by  the  noise 
and  bustle  of  the  shops.  Unless  unusually  intelligent,  he 
may  fail  to  observe  and  to  imitate  correctly  his  instructor's 
movements.  He  may  become  bored  because  he  is  too  often 
idle,  waiting  for  the  words  of  explanation  that  fall  too  rarely 
from  his  instructor's  lips. 

For  all  these  reasons,  the  industrial  psychologist  advises 
that  a  specially  selected  teacher  be  appointed,  qualified  by 
his  temperament,  intelligence,  and  skill  to  give  instruction, 
and  that  a  suitable  environment  should  be  chosen  for  a 
"school,"  apart  from  that  of  normal  production.  He  regards 
it  as  essential  that  a  systematic  course  of  instruction  should 
be  planned,  comprising  two  sections:  (a)  technical  knowl- 
edge and  (b)  actual  performance  of  the  work.  A  standardized 
method  of  performing  the  work  can  easily  be  devised  with 
the  initial  help  of  expert  assistance.  Complicated  time- 
studies  and  apparatus  are  usually  unnecessary.  The  general 
principles  that  have  guided  this  standardization  of  perform- 
ance must  be  explained  to  the  novice;  laboratory  experi- 
ments in  training  in  assembly  work  have  shown  that  if  skill 
is  acquired  merely  by  routine  practice,  it  is  not  transferable 
to  other  operations,  whereas  such  transfer  occurs  when  the 
novice  has  grasped  the  reasons  for  the  methods  in  which 
he  has  been  instructed.1 

A  Concluding  Problem 

I  have  tried  to  make  it  clear  that  there  is  ample  room, 
indeed  rather  a  crying  need,  for  closer  co-operation  in  the 
future  between  the  engineer  and  the  psychologist.  This 
raises  the  question  whether,  how  far,  and  if  so,  at  what 
stage,  the  engineer  should  receive  instruction  in  the  prin- 
ciples of  aesthetics  and  in  those  of  industrial  psychology. 
There  are  some  who  take  the  line  that,  in  our  Universities 
at  least,  the  programme  of  teaching  the  engineering  student 
is  already  so  overloaded,  and  his  ability  to  absorb  knowledge 
has  so  nearly  reached  its  upper  limit,  that,  if  any  additions 
to  the  programme  or  other  changes  in  it  are  made,  they 
will  be  at  the  cost  of  sacrificing  his  opportunities  for  acquir- 
ing, during  his  undergraduate  years,  a  sound  grasp  of  the 
physical  principles  of  his  subject.  Adherents  to  this  school 
of  thought  have  also  urged  that  at  so  early  a  stage  of  his 
educational  career  the  engineering  student  is  not  mature 
enough  to  appreciate  instruction  in  the  broad  principles  of 
aesthetics  and  industrial  psychology,  when  he  has  had  but 
scant  experience  in  designing  and  is  little  familiar  with 
workshop  conditions.  Such  subjects,  they  urge,  should  find 
their  place  in  "refresher"  courses  and  be  taught  consider- 
ably later — in  post-graduate  life. 

In  contrast  to  this  "stern  physical  drill"  school  of  thought 
stands  a  school  demanding  from  the  Universities  a  far  more 
"liberal  culture."  Its  adherents  urge  that,  especially  at  the 
Universities,  every  vocational  education  should  be  broad- 
ened, so  far  as  possible,  to  become  (as  in  every  instance  it 
can  become)  also  of  general  culture  value.  They  ask  whether 
it  is  wise  that,  after  obtaining  his  school-leaving  certificate, 
say,  at  the  age  of  fifteen,  the  future  professional  engineer 
(or  indeed  any  future  scientist)   should  officially  receive 

1Cf.  J.  W.  Cox,  "Manual  Skill."  Cambridge:  University  Press, 
1934.  Pp.  162-177. 


THE  ENGINEERING  JOURNAL     September,  1912 


513 


instruction  henceforth  .solely  in  those  materialistic,  scienti- 
fic, and  technical  subjects  which  are  most  intimately  and 
directly  related  to  the  exercise  of  his  future  profession.  But 
surely  the  relative  values  of  the  antagonistic  principles  of 
"rigid  discipline"  and  of  "liberal  culture,"  respectively 
underlying  these  two  schools  of  thought  can  be  exaggerated  : 
surely  a  highly  civilized  society  demands  a  school  in  which, 
by  mutual  understanding  and  sympathy,  a  compromise  has 
satisfactorily  blended  them.  Such  a  compromise  must  be 
different  in  the  case  of  those  who  are  destined  to  become 
(as,  in  his  recent  remarkable  Address  on  engineering  educa- 
tion to  this  Institution1,  the  President  has  aptly  termed 
them)  "officers  in  the  army  of  civilian  engineers,"  and  in 
the  case  of  that  far  more  numerous,  but  equally  important, 
class  who,  instead  of  a  broader  education  adapted  to  a 
wider  vision,  need  more  specialized  instruction  and  training 
to  become  "non-commissioned  officers"  in  this  "army." 

The  study  of  the  "human  factor"  in  occupational  life 
already  figures,  as  I  have  pointed  out,  in  the  examinations 
established  by  certain  Institutions  of  Engineers  for  their 
Associate  Membership  (or  Graduateship),  and  as  a  subject 
for  endorsement  on  the  Higher  National  Certificate  in  these 
branches  of  engineering.  I  have,  however,  advanced  grounds 
for  the  hope  that,  in  the  not  too  distant  future,  both 
syllabuses  and  teaching  may  be  so  revised  as  to  give  greater 
prominence  to  the  psychological — as  contrasted  with  the 
mechanistic — treatment  of  problems  of  administration  and 
management.  Since  1931,  industrial  psychology  has  been 
taught  as  a  separate  subject  in  but  one  English  Technical 
College — that  of  the  County  of  Staffordshire.  Here  it  has 
been  taken  mainly  by  students  of  about  twenty  years  of 
age  who  have  attended  evening  lectures  for  the  previous 
five  years  and  have  already  obtained  either  the  Higher 
National  Certificate  in  Mechanical  Engineering  or  the  City 
and  Guilds  Certificate  in  Machine  Shop  Engineering.  In 
regard  to  this  course,  I  am  informed  by  Mr.  T.  G.  Bamford, 
Principal  of  the  College,  that  "some  of  the  men  find  it 
exceptionally  difficult,  but  the  more  wide-awake  type  of 
mind  is  keenly  interested  in  it."  "As  a  whole,"  he  concludes, 
"the  class  is  one  which  has  always  been  most  successful." 
But  the  subject  serves  another  purpose.  In  the  first  James 
Forrest  Lecture,2  the  late  Dr.  William  Anderson,  M.  Inst. 
C.E.,  alluded  to  the  "tendency  among  the  young  and 
inexperienced  to  put  blind  faith  in  formulas,  forgetting  that 
most  of  them  are  based  on  premises  which  are  not  accurately 
reproduced  in  practice. ..."  So,  too,  describing  in  1936  this 

iJournal  Inst.  C.E.,  vol.  17  (1941-42).  p.  2  (Xov.  1941). 

2Min.  Proc.  Inst.  CE.,  vol.  cxiv  (Session  1892-93.  part  iv).  p.  255. 


just-mentioned  course  of  Lectures  in  industrial  psychology 
in  the  "Human  Factor,"  Mr.  W.  G.  Emmett,  who  then 
conducted  it,  regards  it  as  having  "special  value  in  intro- 
ducing the  student  to  the  so-called  'inexact'  sciences,"  as 
it  dispels  the  notion  held  by  "the  student  of  physical  science, 
at  least  in  his  early  stages,"  that  "events  in  Nature  conform 
with  exactness  to  certain  simple  laws,"  (p.  150). 

I  know  of  but  one  other  instance  where  industrial  psy- 
chology can  be  taken  as  a  separate  subject  in  engineering 
examinations,  namely,  in  Glasgow  University,  where  it  may 
be  chosen  as  a  graduating  subject  for  the  B.Sc.  honours 
degree  in  mechanical  and  electrical  engineering,  among 
the  optional  additional  subjects  prescribed  by  that  Univer- 
sity. Both  in  Scotland  and  in  England,  as  I  have  already 
indicated,  the  subject  finds  some  place  in  Technical  Col- 
leges in  their  courses  on  workshop  organization  and  manage- 
ment when  these  are  provided.  For  example,  at  the  Royal 
Technical  College,  Glasgow — so  Mr.  James  Smith,  its 
Organizer,  kindly  informs  me — an  evening  class  in  the  sub- 
ject is  offered,  attended  in  1941  by  sixty-three  students  of 
the  average  age  of  twenty-seven  years,  the  syllabus  of 
which  includes  such  psychological  topics  as  accident- 
prevention,  fatigue-study,  and  vocational  selection,  besides 
the  subjects  usually  comprised  under  "scientific  manage- 
ment." The  same  college  provides  a  course  of  instruction 
in  engineering  production  for  day  students,  the  syllabus  of 
which  specifically  mentions  "industrial  psychology." 

It  is  clear  that  the  industrial  psychologist  must  similarly 
receive  some  training  in  the  special  problems  of  the  engineer, 
if  they  are  to  collaborate  satisfactorily.  At  present  it  is  for 
the  engineer  to  call  in  the  applied  psychologist  if  he  thinks 
that  he  can  be  useful  to  him.  It  would  be  as  absurd  to  wish 
to  aim  at  making  the  engineer  an  industrial  psychologist 
as  to  wish  to  make  him  an  artist.  But  so  often,  when  an 
outside  expert's  advice  can  be  useful,  it  is  sought  too  late. 
This  mistake  can  be  prevented  only  by  some  knowledge  of 
what  the  expert  can  do  and  when  he  should  best  do  it. 
Quite  recently,  the  Education  Committee  of  the  Architec- 
tural Science  Group  of  the  Royal  Institute  of  British 
Architects  issued  a  report  on  "The  Place  of  Science  in  the 
Architectural  Curriculum."  In  this  address  I  seem  to  have 
raised  a  closely  analogous  problem  for  the  Engineer — "The 
Place  of  Aesthetics  and  of  other  fields  of  Psychology  in  the 
Engineering  Curriculum."  It  is  one,  I  am  glad  to  under- 
stand, to  which  the  Council  of  The  Institution  have  already 
given  close  and  favourable  attention,  not  only  envisaging  a 
high  educational  ideal,  but  also  taking  a  first  and  generous 
step  towards  carrying  it  into  practical  effect. 


514 


September,  1912    THE  ENGINEERING  JOURNAL 


A  CONTRACTOR'S  CLAIM  FOR  EXTRAS 

The  King  vs.  Paradis  &  Farley  Inc. 

A  CASE  OF  INTEREST  TO  ENGINEERS  AND  CONTRACTORS 


The  following  notes  form  a  synopsis  of  the  "reasons  for 
judgment"  in  a  case  recently  decided  by  the  Supreme  Court 
of  Canada  respecting  a  contractor's  claim  for  extras  arising 
from  unforeseen  difficulties.  The  judgment  was  delivered 
by  Mr.  Justice  Taschereau,  and  the  case  may  well  prove 
to  be  a  leading  one. 

In  February,  1937,  the  tender  of  the  contractor  (Paradis 
&  Farley  Inc.)  for  the  construction  of  a  wharf  at  Rimouski, 
Que.,  was  accepted  by  the  Minister  of  Public  Works  acting 
on  behalf  of  His  Majesty  the  King,  and  a  contract  was 
entered  into,  embodying  the  terms  and  conditions  under 
which  the  work  was  to  be  done. 

In  May,  1938,  the  contractor  claimed  by  petition  of  right 
the  sum  of  $160,000,  for  damages  and  for  additional  com- 
pensation, and  in  due  course  the  case  was  tried  by  the 
Exchequer  Court,  which  has  jurisdiction  in  all  cases  in 
which  the  claim  arises  out  of  a  contract  entered  into  by  or 
on  behalf  of  the  Crown.  That  Court  accepted  the  argument 
submitted  by  the  contractor,  that  the  plans  and  specifica- 
tions were  misleading,  that  the  soil  in  which  a  certain  num- 
ber of  piles  were  to  be  driven,  was  of  a  different  nature 
and  harder  than  indicated  in  the  boring  sheets  prepared 
by  the  Department,  and  that  a  certain  portion  of  the  works 
performed  was  not  covered  by  the  contract.  The  learned 
trial  Judge  reached  the  conclusion  that,  for  these  additional 
works,  not  included  in  the  amount  of  the  tender,  the  con- 
tractor was  entitled  to  $119,597.22.  Of  this  amount,  how- 
ever, he  deducted  one-third,  because  he  thought  there  had 
been  loss  of  time,  delay  and  incompetence  attributable  to 
the  suppliant.  As  a  result  of  this  deduction,  judgment  was 
given  for  $79,731.48  with  interest  and  costs. 

Both  parties  then  appealed  to  the  Supreme  Court  of 
Canada,  the  Crown  asking  to  have  the  claim  dismissed, 
and  the  contractor,  as  respondent,  asking  for  an  increase 
in  the  amount  awarded  by  the  Court  below. 

The  major  item  of  the  contract  was  the  furnishing  and 
driving  into  the  soil  at  an  average  depth  of  42}/£  ft.  below 
the  river  bed,  of  a  number  of  steel  piles  of  interlocking 
type,  on  a  double  parallel  row  of  700  ft.  long  and  100  ft. 
wide.  The  unit  price  for  this  specific  work,  tendered  by  the 
suppliant,  was  $1.95  per  sq.  ft.,  and  it  was  submitted  that 
this  price  was  based  upon  the  assumption  that  the  soil 
into  which  the  piles  were  to  be  driven,  was  of  "sand,  gravel, 
few  stones,  loose  clay,  stiff  and  sticky  clay,  tough  clay," 
as  revealed  by  the  boring  plans  and  specifications  which 
were  declared  to  be  part  of  the  contract.  The  driving  of 
these  piles  into  a  relatively  soft  material,  as  described  in 
the  boring  indications,  did  not,  it  was  claimed  by  the  re- 
spondent, involve  work  of  a  very  difficult  nature  and  the 
unit  price  of  $1.95  was  sufficient  to  cover  the  furnishing 
and  the  driving  of  the  piles  leaving  a  reasonable  profit. 

But  the  respondent  submitted  that  instead  of  encount- 
ering the  material  it  had  been  led  to  expect,  it  encountered 
what  is  called  "hard-pan",  a  substance  dry  in  its  natural 
state,  devoid  of  lubricating  properties,  and  plentifully  in- 
terspersed with  large  boulders  therein  embedded,  requiring 
continuous  driving  for  very  long  periods,  and  in  certain 
occasions  drilling  and  blasting.  And  it  follows  that  having 
done  the  work  after  protesting,  the  respondent  was  put 
to  very  large  additional  expenses.  The  claim  was  not  for 
compensation  for  works  contemplated  by  the  parties  and 
covered  by  the  contract,  but  was  for  compensation  for  other 
works  not  foreseen  in  the  agreement,  performed  hors  du 
contrat,  under  an  implied  contract;  it  was  for  works  accepted 
by  the  Crown  for  which  no  compensation  had  been  paid 
on  a  quantum  meruit  basis. 

It  was  particularly  on  the  ground  of  quantum  meruit  for 
works  unforeseen  in  the  agreement  that  the  respondent  sub- 


mitted its  case,  and  it  was  on  that  ground  also  that  the 
learned  trial  Judge  allowed  an  additional  compensation. 

The  specifications  contained  the  following  clauses  which 
are  the  most  important  and  most  relevant  to  the  present 
issue  : 

"2  (b).  STEEL  SHEET  PILING:  Driving  interlocking 
steel  sheet  piling,  where  and  as  shown  on  plan  and  as 
shall  be  directed  by  the  engineer. 

"4.  SOUNDINGS  AND  BORINGS:  Soundings,  levels 
and  borings  have  been  carefully  taken  but  intending 
contractors  are  required  to  take,  before  they  tender,  the 
soundings,  levels  and  borings  they  may  deem  necessary 
to  satisfy  themselves  as  to  the  accuracy  of  the  information 
conveyed  by  plans  and  specifications. 

"SHOULD  THE  CONTRACTORS  find,  on  the  site  of 
the  proposed  work,  any  obstruction  not  shown  on  the 
plan,  they  shall  remove  such  obstruction  at  their  own  cost. 

"THE  CONTRACTORS  ARE  WARNED  that  they 
shall  be  held  entirely  responsible  and  liable  for  any  in- 
crease in  the  cost  of  the  proposed  work,  if  obstructions 
have  to  be  removed  to  permit  the  driving  of  the  steel 
sheet  piles  in  correct  alignment  where  and  as  shown  on 
the  plan. 

"TENDERERS  ARE  HEREBY  GIVEN  NOTICE 

that  it  shall  be  taken  for  granted  that  the  above  has 
been  given  due  consideration  in  the  preparation  of  their 
tender. 

"6  (3).  THE  UNIT  PRICE  TENDERED  shall  in- 
clude the  cost  of  purchasing,  transporting,  painting, 
driving  and  boring  the  piles,  and  the  cost  of  the  removal 
of  obstructions  impeding  the  driving  of  the  piles,  if  any. 

"35.  AS  IT  IS  KNOWN  THAT  DRIVING  will  be 
unusually  severe,  before  the  Engineer  gives  authority  for 
the  use  of  any  type  of  steel  piling  for  this  work  he  will 
require  to  be  provided  with  satisfactory  evidence  as  to 
the  driving  qualities  of  the  section  suggested  derived  from 
actual  experience  in  practice. 

"37.  NOTWITHSTANDING  THIS,  the  contractor 
shall  be  entirely  responsible  for  the  correctness  and 
accuracy  to  the  satisfaction  of  the  Engineer,  in  spite 
of  all  difficulties  including  risk  of  piles  meeting  obstruc- 
tions of  any  kind  in  the  course  of  the  pile  driving. 

Tenders  and  General  Conditions 
(For  Unit  Prices) 

"4.  CONTRACT:  The  contractor  would  be  required 
to  sign  a  contract  similar  to  the  form  exhibited  at  the 
same  time  as  the  plans  and  specifications. 

"7.  NO  CLAIM  FOR  EXTRA  work  or  materials  of 
any  nature  will  at  any  time  be  recognized  or  entertained 
by  the  Department  unless  the  contractor  has  first  ob- 
tained a  written  order  therefor  from  the  Engineer. 

"10.  PARTIES  INTENDING  to  tender  for  these 
works  are  especially  requested  to  visit  the  place  and  site 
of  the  proposed  work,  and  make  their  own  estimates  of 
the  facilities  and  difficulties  attending  the  execution  of 
the  work,  including  the  uncertainty  of  weather  and  all 
other  contingencies. 

"37.  NO  CLAIM  FOR  EXTRAS  will  be  entertained 

by  the  department  on  account  of  unforeseen  difficulties 

in  the  carrying  out  of  the  works  herein  specified." 

As  already  stated,  an  Order  in  Council  was  passed  on 

February  10,  1937,  accepting  the  tender  of  Paradis  &  Farley, 

and  on  February  23,  1937,  a  contract  was  signed  between 

the  suppliant  and  His  Majesty  the  King.  In  the  contract 

there  were  the  following  clauses: 


THE  ENGINEERING  JOURNAL     September,  1942 


515 


"4.  THE  WORKS  SHALL  BE  CONSTRUCTED  by 

the  contractor,  and  under  his  personal  supervision,  of 
the  best  materials  of  their  several  kinds  and  finished  in 
the  best  and  most  workmanlike  manner  and  in  the  manner 
required  by  and  in  strict  conformity  with  this  contract, 
the  said  specifications  and  special  specifications 
and  the  plans  and  drawings  relating  thereto,  and  the 
working  or  detailed  drawings  which  may  from  time  to 
time  be  furnished  (which  said  specifications  and  special 
specifications,  plans  and  drawings  are  hereby  declared 
to  be  part  of  this  contract),  and  to  the  complete  satis- 
faction of  the  Engineer. 

"45.  It  is  distinctly  declared  that  no  IMPLIED  con- 
tract of  any  kind  whatsoever  by  or  on  behalf  of  His 
Majesty  shall  arise  or  be  implied  from  anything  in  this 
contract  contained,  or  from  any  position  or  situation  of 
the  parties  at  any  time,  it  being  clearly  understood  and 
agreed  that  the  express  contracts,  covenants  and  agree- 
ments herein  contained  and  made  by  His  Majesty  are 
and  shall  be  the  only  contracts,  covenants  and  agree- 
ments upon  which  any  rights  against  His  Majesty  are  to 
be  founded." 

And  the  last  two  clauses  of  the  contract  read  as  follows  : 
"56.  This  contract  is  made  and  entered  into  by  the 
contractor  and  His  Majesty  on  the  distinct  understanding 
that  the  contractor  has,  before  execution,  investigated 
and  satisfied  himself  of  everything  and  of  every  condition 
affecting  the  works  to  be  executed  and  the  labour  and 
material  to  be  provided,  and  that  the  execution  of  this 
contract  by  the  contractor  is  founded  and  based  upon 
his  own  examination,  knowledge,  information  and  judg- 
ment, and  not  upon  any  statement,  representation,  or 
information  made  or  given,  or  upon  any  information  de- 
rived from  any  quantities,  dimensions,  tests,  specifica- 
tions, plans,  maps  or  profiles  made,  given  or  furnished  by 
His  Majesty  or  any  of  His  officers,  employees  or  agents; 
and  that  any  such  statement,  representation  or  informa- 
tion, if  so  made,  given  or  furnished,  was  made,  given  or 
furnished  merely  for  the  general  information  of  bidders 
and  is  not  in  anywise  warranted  or  guaranteed  by  or  on 
behalf  of  His  Majesty;  and  that  no  extra  allowance  will 
be  made  to  the  contractor  by  His  Majesty  and  the  con- 
tractor will  make  no  claim  against  His  Majesty  for  any 
loss  or  damage  sustained  in  consequence  of  or  by  reason 
of  any  such  statement,  representation  or  information 
being  incorrect  or  inaccurate,  or  on  account  of  unforeseen 
difficulties  of  any  kind. 

"57.  In  the  event  of  any  inconsistency  between  the 
provisions  of  this  contract  and  the  provisions  of  the  speci- 
fications forming  part  hereof  the  provisions  of  the  speci- 
fications shall  prevail." 

The  stand  taken  by  the  Crown  was  that  the  borings 
and  plans  were  only  indicative  of  the  works  which  were  to 
be  performed,  and  that  the  tenderer,  under  the  terms  of 
the  specifications,  was  required  to  take  the  necessary  sound- 
ings, levels  and  borings  to  satisfy  itself  as  to  the  accuracy 
of  the  information  conveyed  by  the  appellant.  It  was  further 
alleged  that  there  could  not  be  any  additional  compensation 
on  a  basis  of  quantum  meruit,  the  works  executed  having 
been  contemplated  by  the  parties  and  covered  by  the 
contract.  The  obligation  assumed  by  the  contractor  was 
not  to  drive  the  piles  in  a  SPECIFIED  SOIL,  but  to  drive 
them  in  a  SPECIFIED  PLACE,  "Where,  and  as  shown  on 
the  plan,"  whatever  the  unforeseen  difficulties  might  be.  It 
was  agreed,  that  the  prices  would  be  held  rigidly  inclusive, 
and  would  cover  all  contingencies  that  may  happen,  and 
it  is  obviously  for  that  purpose  that  clause  37  of  the  speci- 
fications stipulated  that  "no  claim  for  extras  would  be 
entertained  by  the  department  on  account  of  unforeseen 
difficulties  in  the  carrying  out  of  the  works  herein  specified." 
It  was  also  said  in  the  specifications,  that  if  the  suppliant 
did  find  any  obstructions  not  shown  on  the  plans,  it  was 
its  obligation  to  remove  them  at  its  own  cost.  And  in  order 
to   facilitate   its   task,   additional   information   was  made 


available  as  to  the  conditions  of  the  soil,  but  one  of  the 
officers  of  the  suppliant  refused  this  information,  stating 
that  he  had  a  perfect  knowledge  of  the  soil  at  that  particular 
place.  But  clause  56  of  the  contract  stated  that  the  informa- 
tion given  in  the  plans  and  the  boring  sheet  was  not  "guar- 
anteed or  warranted  by  or  on  behalf  of  His  Majesty,"  and 
made  a  further  stipulation  that  the  contractor  will  make 
no  claim  against  His  Majesty  "for  loss  or  damage  sustained 
or  on  account  of  unforeseen  difficulties  of  any  kind." 

It  was  suggested  that  the  contract  contained  clauses 
that  should  be  considered  as  non-existent,  because  they  went 
beyond  the  authority  given  by  the  Order  in  Council.  This 
would  have  left  the  respondent  free  to  rely  on  an  implied 
contract  to  claim  on  a  quantum  meruit  basis,  and  would  have 
considerably  reduced  the  devastating  effect  of  clause  56, 
which  in  a  milder  form  was  also  found  in  the  specifications. 

But  the  tender  duly  signed  by  the  respondent  contained 
a  specific  clause  which  precisely  covered  the  point  and 
defeated  the  objection.  This  read  as  follows: 

"CONTRACT:  The  contractor  will  be  required  to  sign 
a  contract  similar  to  the  form  exhibited  at  the  same  time 
as  the  plans  and  specifications". 

The  signing  of  a  contract  exhibited  with  the  plans  and 
specifications,  was  a  condition  of  the  tender  and,  therefore, 
all  its  clauses  were  duly  authorized  by  the  Order  in  Council 
of  February  10th  and  were  binding  upon  the  parties,  who 
had  a  complete  knowledge  of  its  contents. 

The  suppliant  tendered  to  furnish  and  drive  these  piles 
in  a  soil  the  nature  of  which  it  agreed  to  investigate,  and 
which  the  appellant  did  not  guarantee,  but  merely  indicated 
with  the  reserves  above  mentioned,  as  being  of  "sand, 
gravel,  few  stones,  loose  clay,  stiff  and  sticky  clay,  tough 
clay".  The  risk  was  upon  the  suppliant,  and  having  assumed 
this  risk,  it  must  necessarily  bear  all  the  consequences, 
financial  and  others,  if  it  misjudged  the  works  to  be  per- 
formed and  miscalculated  the  cost  of  the  enterprise.  Expenses 
incurred  for  unforeseen  difficulties  must  be  considered  as 
being  included  in  the  amount  of  the  tender,  and  the  re- 
spondent had  the  legal  obligation  to  execute  the  contract, 
for  the  price  agreed  upon,  in  the  same  way  as  would  have 
been  its  indisputable  right  to  benefit,  if  the  soil  had  been 
more  favourable  and  easier  than  foreseen. 

In  the  "reasons  for  judgment"  the  learned  Judge  held 
that: 

"The  Court  is  bound  by  the  terms  of  the  contract, 
which  is  the  law  of  the  parties.  And  there  is  also  the 
statutory  law  which  supports  the  stand  taken  by  the 
Crown,  and  which  to  my  mind  has  the  effect  of  thoroughly 
destroying  the  suppliant's  submission.  The  Exchequer 
Court,  under  s.  18  of  the  EXCHEQUER  COURT  ACT, 
R.S.C.  1927,  c.  34,  has  exclusive  original  jurisdiction  in 
all  cases  in  which  the  claim  arises  out  of  a  contract  entered 
into  by  or  on  behalf  of  the  Crown.  And  s.  48  of  the  same 
Act  limits  the  jurisdiction  of  the  Court,  and  does  not 
allow  it  to  grant  any  additional  compensation.  This  sec- 
tion reads  as  follows: 

"48.  In  adjudicating  upon  any  claim  arising  out  of 
any  contract  in  writing  the  Court  shall  decide  in  accord- 
ance with  the  stipulations  in  such  contract,  and  shall 
not  allow. 

"(a)  Compensation  to  any  claimant  on  the  ground 
that  he  expended  a  larger  sum  of  money  in  the  perform- 
ance of  his  contract  than  the  amount  stipulated  for 
therein. 

"Having  come  to  the  conclusion  that  the  works  per- 
formed are  covered  by  the  contract,  it  seems  impossible 
to  allow  any  additional   compensation,   without  doing 
violence  to  the  unequivocal  terms  of  this  section." 
For  these  reasons  the  Court  decided  that  the  appeal  of 
the  Crown  should  be  allowed,  and  that  the  contractor's 
petition  of  right  as  well  as  his  cross  appeal  should  be  dis- 
missed, with  costs  throughout  on  both  issues. 


516 


September,  1942    THE  ENGINEERING  JOURNAL 


Abstracts  of  Current  Literature 


TWO-STROKE  OIL  ENGINES 

From  Trade  &  Engineering,  July  1942 

New  Supercharged  Design 

In  recent  years  the  application  of  supercharging,  and 
particularly  exhaust  gas  pressure  charging,  to  four-stroke 
oil  engines  has  become  general.  By  its  adoption  the  con- 
tinuous rated  output  from  a  given  cylinder  may  be  increased 
by  50  per  cent,  and  in  spite  of  the  comparatively  high  cost 
of  the  accessory  equipment  most  marine  four-stroke  engines 
and  a  fair  proportion  of  stationary  units  are  now  pressure- 
charged.  This  expedient  has  increased  the  competitive 
power  of  the  four-stroke  engine  in  relation  to  the  two- 
stroke  design,  and  therefore  it  is  natural  that  attention 
should  be  directed  to  the  possibilities  of  supercharging  the 
latter  type.  With  this  end  in  view,  a  great  deal  of  experi- 
mental work  has  been  carried  out  in  Switzerland  by  Messrs. 
Sulzer,  and  the  results,  which  will  undoubtedly  lead  to 
important  practical  progress,  have  now  become  available. 

The  main  object  of  the  new  system  is  to  reduce  the  size, 
weight,  and  cost  of  internal-combustion  machinery  by 
increasing  the  mean  effective  pressure,  and  hence  the 
specific  output.  This  cannot  be  accomplished  by  delivering 
the  exhaust  gases  to  an  independent  turbine  driving  a 
rotary  compressor  supplying  scavenging  and  charging  air 
on  analogous  lines  to  pressure-charging  in  four-stroke 
engines.  The  volume  of  air  would  be  insufficient  at  light 
load,  and  the  engine  could  not  be  started. 

Use  of  Exhaust  Gas  Turbine 

The  Sulzer  method  is  to  drive  the  rotary  compressor 
directly  or  indirectly  by  an  exhaust  gas  turbine  which  is 
coupled  to  the  engine  crankshaft  through  gearing.  The  unit 
may  then  receive  energy  from  the  crankshaft,  as  when 
starting,  or  on  light  load,  or  may  transmit  energy  to  it  when 
the  load  rises.  High  supercharging  pressures  may  be  em- 
ployed, but  normally  the  figure  will  vary  between  20  lb. 
and  70  lb.  per  sq.  in.  If  raised  to  between  70  lb.  and  85  lb. 
per  sq.  in.  the  output  of  the  engine  becomes  equal  to  the 
power  absorbed  by  the  compressor,  so  that  the  turbine 
may  be  uncoupled  from  the  engine  and  compressor.  The 
energy  is  then  delivered  by  the  turbine  for  whatever 
external  purposes  may  be  required,  and  not  by  the  engine 
and  compressor  which  together  form  a  unit  supplying 
exhaust  or  power  gas  to  the  turbine.  Such  a  unit  thus 
becomes  a  power-gas  generator,  and  several  plants  may  be 
incorporated  delivering  gas  to  one  common  turbine. 

As  an  alternative  system  the  total  quantity  of  scavenging 
and  supercharging  air  may  be  obtained  from  engine-driven 
reciprocating  pumps.  The  exhaust  gas  is  delivered  to  a 
turbine  which  transimts  its  energy  to  the  crankshaft  by 
bearing. 

After  a  considerable  amount  of  experimental  work,  the 
first  industrial  engine  was  built,  designed  for  a  super- 
charging pressure  of  about  2  atmos.  abs.,  or  about  28.5 
lb.  per  sq.  in.  It  is  of  the  opposed  piston  type  with  four 
horizontal  cylinders.  The  exhaust  gases  are  discharged  to  a 
turbine,  the  output  from  which  is  transmitted  to  the 
crankshaft  through  gearing.  Reciprocating  engine-driven 
pumps  supply  scavanging  and  charging  air  to  the  cylinders, 
which  have  a  bore  of  190  mm.  with  a  combined  piston 
stroke  of  300  mm.  The  speed  is  750  r.p.m.,  and  the  rated 
output  of  the  engine  1,370  B.hp.,  with  a  mean  effective 
pressure  of  12  kg.  per  sq.  cm.,  or  170  lb.  per  sq.  in.  The 
fuel  consumption  of  this  unit  which  has  run  for  more  than 
3,000  hours,  is  0.35  lb.  per  B.hp.  hour.  The  thermal  efficiency 
is  thus  equal  to  that  of  the  normal  Diesel  engine.  The 
turbine  runs  at  13  times  the  speed  of  the  engine  crankshaft. 

In  order  to  demonstrate  that  equally  satisfactory  results 
could    be    obtained    with    single-piston    engines    of    large 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


diameter,  tests  were  made  on  a  unit  of  this  class  of  normal 
design  with  a  diameter  of  420  mm.,  the  supercharged  pres- 
sure being  2  atmos.  abs.,  or  28.4  lb.  per  sq.  in.  The  output 
at  450  r.p.m.  was  692  B.hp.  the  mean  effective  pressure 
being  10  kg.  per  sq.  cm.,  or  142  lb.  per  sq.  in. 

Large  Installation  Designed 

In  consequence  of  the  results  obtained  Messrs.  Sulzer  are 
now  adapting  their  normal  single-piston  two-stroke  engines 
of  medium  and  large  bore  to  supercharging  on  the  principle 
mentioned,  and  they  have  also  developed  a  new  design  to 
take  full  advantage  of  the  potentialities  of  supercharging 
in  various  applications.  This  is  also  of  the  opposed  piston 
type,  with  two  shafts,  having  six  cylinders.  The  cylinder 
diameter  is  180  mm.  and  the  stroke  of  each  piston  225  mm. 
At  850  r.p.m.  the  output  at  one-hour  rating  is  1,560  B.hp., 
with  a  supercharging  pressure  of  2  atmos.  abs.  An  eight- 
cylinder  engine  with  the  same  cylinder  dimensions  has  a 
one-hour  rating  of  2,750  B.hp.  at  1,000  r.p.m.  when  super- 
charged to  2.5  atmos.  Its  overall  length  is  17  ft.  and  maxi- 
mum height  8  ft. 

Plans  have  been  prepared  for  engines  of  large  size  operat- 
ing on  this  principle.  For  a  passenger  liner  similar  to  the 
Oranje  with  37,500  B.hp.  machinery,  a  plant  is  proposed 
comprising  10  generators  each  driven  by  a  supercharged 
two-stroke  two-shaft  opposed  piston  engine  running  at  450 
r.p.m.  and  having  cylinders  320  mm.  in  diameter  with  a 
combined  piston  stroke  of  800  mm.  The  supercharging 
pressure  is  2.5  atmos.  abs.,  and  the  mean  effective  pressure 
12.1  kg.  per  sq.  cm. 

CARGO  AIRCRAFT 

From  The  Engineer,  (London),  July  31,  1942 

We  do  not  know  what  is  the  total  current  tonnage  output 
from  Allied  shipyards,  but  it  is  possible  to  get  some  rough 
idea  of  it  from  the  fact  that  in  the  United  States  alone  ships 
are  now  being  launched  at  an  average  rate  of  well  over  two 
per  day  and  that  before  long  it  should  reach  three.  The 
majority  of  these  ships  are  of  the  "Liberty"  type,  single- 
screw  vessels  of  about  14,000  tons  displacement,  driven  by 
reciprocating  steam  engines  and  designed  to  have  a  very 
moderate  speed.  Contracts  for  more  than  1,500  "Liberty" 
ships  have  been  placed,  all  to  be  delivered  by  the  end  of 
1943.  Nineteen  new  yards  with  171  slipways  in  all  are  en- 
gaged upon  the  work.  Our  American  allies  have  reacted  in 
a  characteristic  manner  to  the  fact  that  this  output  of  new 
ships,  supplemented  by  that  of  the  British  Commonwealth, 
is  insufficient  to  compensate  the  depredations  of  the  enemy's 
submarines.  A  recent  suggestion  made  by  Mr.  Andrew 
Higgins,  of  Louisiana,  and  Mr.  Henry  Kaiser,  of  California 
— both  leading  personalities  in  American  wartime  ship- 
building circles — that  the  United  States  should  switch  over 
from  the  building  of  ships  to  the  construction  of  large  cargo 
aircraft  has  attracted  great  attention.  Certain  prominent 
representatives  of  the  aircraft  industry,  including  Mr.  Glenn 
Martin,  are  said  to  be  warmly  in  favour  of  it. 

In  detail  the  suggestion,  as  ascribed  to  Mr.  Kaiser,  is 
that  the  nine  largest  shipyards  in  the  United  States  should 
be  converted  for  the  mass  production  of  70-ton  cargo-carry- 
ing aircraft.  The  assembly  lines,  Mr.  Kaiser  asserts,  could 
be  in  production  within  six  months  and  maximum  produc- 
tion, at  the  rate  of  5,000  aircraft  a  year,  could  be  reached 
in  ten  months.  This  programme  may  appear  highly  opti- 
mistic, but  it  has  to  be  noted  that,  according  to  reports 
received  from  America,  some  of  the  new  wartime  shipbuild- 


THE  ENGINEERING  JOURNAL    September,  1942 


517 


ing  yards — and  specifically  those  controlled  by  Mr.  Higgins 
— have  been  planned  from  the  outset  with  the  idea  that 
later  on  they  might  be  employed  on  the  construction  of 
large  cargo-carrying  aircraft  as  well  as  upon  that  of  ships. 
To  the  objection  already  raised  by  the  War  Production 
Board  that  the  scheme  would  divert  materials  from  fac- 
tories building  aircraft  for  the  armed  forces,  its  advocates 
reply  that  an  increased  use  of  wood  could  be  resorted  to  in 
the  construction  of  the  cargo  machines.  In  any  event  it 
would  have  the  compensating  advantage  of  setting  free  a 
large  tonnage  of  steel  for  use  in  the  tank,  gun,  and  shell 
factories.  From  the  operational  point  of  view  advocates  of 
the  scheme  will  derive  encouragement  from  the  success  which 
has  attended  the  flying  of  bombers  and  flying  boats  from 
the  United  States  to  Great  Britain.  At  the  end  of  a  year's 
working  the  R.A.F.  Ferry  Command  announces  that  the 
aircraft  lost  on  the  way  across  have  amounted  to  less  than 
one-half  of  one  per  cent  of  the  total  handed  to  it  for  delivery. 
It  should,  however,  be  remarked  that  if  the  United  Nations 
resorted  wholly  or  in  large  measure  to  aerial,  instead  of  sea, 
transport  across  the  Atlantic,  the  enemy,  finding  his  sub- 
marines deprived  of  their  prey,  would  in  all  probability 
greatly  intensify  his  air  activity  over  the  ocean,  a  step  which 
we  would  have  to  counter  by  providing  increased  fighter 
protection,  at  least  in  the  areas  nearest  %ur  shores.  One 
important  tactical  advantage  of  the  scheme  would  lie  in 
the  fact  that  munitions  from  the  United  States  would  be 
borne  by  air  right  into  the  heart  of  this  country  and  would 
not  require  transhipment  at  a  comparatively  small  number 
of  vulnerable  ports  and  subsequent  carriage  by  our  hard- 
pressed  railways. 

The  proposal  has  undoubtedly  a  number  of  attractive 
features  about  it,  but  it  requires  to  be  demonstrated  that 
it  could  "deliver  the  goods."  It  must  not  be  overlooked 
that  to  be  fully  effective  as  a  substitute  for  sea  transport  it 
would  involve  the  building  of  several  types  of  aircraft  or 
at  least  of  one  type  which  could  be  readily  converted  for 
a  variety  of  duties.  In  particular  there  would  be  required 
machines  capable  of  carrying  troops,  heavy  equipment,  such 
as  tanks  and  guns,  food,  oil  and  general  cargo.  From  the 
aeronautical  point  of  view  it  is  not  easy  to  see  how  a  single 
design  of  aircraft  could  be  made  adaptable  at  will  for  the 
transport  of  these  varying  categories  of  load,  while  from 
the  armaments  standpoint  it  seems  probable  that  modifica- 
tions cf  design  would  be  required  to  meet  the  exigencies 
of  air  transport — as,  for  example,  the  subdivision  of  heavy 
tanks  into  readily  handled  sections.  The  crucial  factor  is, 
however,  the  quantitative  one.  A  70-ton  aircraft  would 
probably  have  a  disposable  load  of  about  35  tons,  of  which 
about  half  would  perhaps  have  to  be  assigned  to  the  fuel 
required  for  the  crossing.  If  an  indirect  route  with  inter- 
mediate landing  and  refuelling  stations  were  followed — as 
would  probably  be  the  case — less  of  the  disposable  load 
would  have  to  be  assigned  to  fuel,  but  it  seems  doubtful 
whether  the  net  cargo-carrying  capacity  could  be  increased 
beyond,  say,  25  tons.  The  cargo-carrying  capacity  of  a 
14,000-ton  "Liberty"  ship  is  about  10,000  tons  or  a  little 
less,  but  it  would  take  about  four  or  five  times  as  long  as 
the  aircraft — flying  indirect — to  perform  the  trip.  Quite 
roughly  we  may  therefore  say  that  in  effective  cargo-carry- 
ing capacity  one  hundred  70-ton  aircraft  would  be  required 
to  replace  one  "Liberty"  ship.  On  this  basis  150,000  aircraft, 
or,  taking  Mr.  Kaiser's  figure,  the  equivalent  of  thirty  years' 
output  from  the  converted  shipyards,  would  be  required  to 
replace  the  1,500  "Liberty"  ships  now  being  built  or  for 
which  contracts  have  been  let.  It  can  therefore  be  con- 
cluded that  as  a  means  of  providing  a  complete  substitute 
for  sea  transport  the  scheme  is  impracticable.  It  seems 
scarcely  more  attractive  as  a  means  of  providing  a  useful 
supplement  to  sea  transport.  The  annual  output  of  5,000 
aircraft  would  be  equivalent  in  carrying  capacity  to  about 
fifty  "Liberty"  ships.  This  addition  would  be  a  useful  addi- 
tion were  it  really  an  addition.  Actually  it  would  be  achieved 
only  by  sacrificing  the  aggregate  output  of  ships  from  the 


nine  largest  yards  in  the  United  States.  Those  yards,  we 
feel  assured,  are  at  present  contributing  more  than  the 
capacity  of  fifty  "Liberty"  ships  anually  to  the  Allied  trans- 
portation resources. 

ECONOMIC  CONTRIBUTION  OF  THE  COLONIES 

From  Trade  &  Engineering,   July,  1942 

Mr.  H.  Macmillan,  Under-Secretary  of  State  for  the 
Colonies,  has  made  a  comprehensive  statement  to  the 
House  of  Commons  on  the  subject  of  the  economic  con- 
tribution of  the  Colonial  Empire  to  the  war  effort.  He  said 
that  the  West  African  Produce  Control  Board  had  been 
developed  out  of  the  original  Cocoa  Control  Board.  It 
would  arrange  a  steady  and  consistent  buying  and  price 
policy  for  West  Africa;  and  would  deal  not  only  with  cocoa 
but  with  oilseeds,  ground  nuts,  and  other  commodities. 
The  merchants  had  become  the  agents  of  the  Board. 

Rubber  output  in  Ceylon  had  been  intensified.  Steps 
had  been  taken  to  obtain  the  maximum  possible  production 
in  East  and  West  Africa.  Neglected  plantations  were  being 
revived.  Abandoned  areas  of  Ceara  rubber,  mainly  situated 
in  Tanganyika,  were  being  exploited.  Special  officers  were 
being  appointed;  and  they  were  able  to  get  the  assistance 
of  some  of  the  Malayan  planters.  All  types  of  wild  rubber, 
both  in  East  and  in  West  Africa,  were  being  tapped.  Prices 
had  been  fixed  which  it  was  thought  would  bring  the 
maximum  production.  All  territories  were  co-operating 
in  the  drive  for  more  rubber.  By  these  means  he  hoped 
they  might  help  to  fill  the  gap  before  the  great  production 
of  synthetic  rubber  began  in  the  United  States. 

Varied  Mineral  Resources 

Minerals — bauxite,  wolfram,  tin,  graphite,  copper,  zinc, 
mica,  manganese,  chrome,  iron  ore,  industrial  diamonds — 
from  vast  territories  in  the  Gold  Coast,  Sierra  Leone, 
Nigeria,  Northern  Rhodesia,  Ceylon,  British  Guiana,  and 
Cyprus,  all  these  were  helping  in  the  world  drive.  The  chief 
anxiety  about  the  production  was  not  so  much  to  increase 
by  every  means  the  productive  power  of  the  territories  as 
to  secure  the  transport,  harbour  accommodation  and  ship- 
ping to  take  away  the  products. 

Food  production  had  been  immensely  stimulated.  In 
West  Africa  they  were  concentrating  chiefly  upon  rice, 
vegetables,  and  dairy  produce.  In  East  Africa  they  were 
increasing  wheat,  maize,  rye,  and  other  foodstuffs  as  well 
as  rice.  In  the  West  Indies  they  were  trying  to  diversify 
agriculture.  Twenty-five  per  cent  of  the  estate  lands  in 
Barbados  and  some  other  territories  were  being  com- 
pulsorily  turned  over  from  sugar  to  food  crops,  and  all 
other  means  taken  throughout  the  islands  to  increase  local 
production.  In  British  Guiana  rice  was  being  swiftly 
extended.  In  Jamaica  they  were  hoping  to  help  producers 
to  stop  growing  bananas  and  start  growing  foodstuffs  for 
local  consumption. 

Ceylon,  Palestine,  and  the  East  African  Dependencies 
which  fell  within  the  area  of  the  Eastern  Group  Conference, 
were  making  every  possible  effort  to  increase  their  resources 
for  local  manufacture  as  were  all  other  Colonial  territories. 
In  Palestine  spare  parts  were  being  made  and  repairs 
carried  out  for  the  Army  of  the  Middle  East. 

On  the  subject  of  the  needs  of  the  Colonies  Mr.  Macmillan 
said  that  things,  not  money,  were  wanted.  Englishmen 
must  do  without  shirts  in  order  that  Africans  might  have 
cotton  piece-goods.  Everything  possible  was  being  done  to 
help  the  transport  authorities  in  the  Colonies  as  regards 
both  equipment  and  personnel,  but  it  was  hard  to  get 
either.  Progress  in  procuring  locomotives  and  rolling  stock 
was,  however,  being  made,  and  by  insisting  on  a  reasonable 
measure  of  standardization  they  could  be  turned  out  on 
something  approaching  mass  production  lines.  Bicycles 
were  needed  not  only  to  take  Colonial  workers  to  and  from 
their  work,  but  also  in  some  cases  for  the  direct  transport 
of  produce.  Port  facilities  too  were  a  great  problem  as  soon, 


518 


September,  1942    THE  ENGINEERING  JOURNAL 


he  hoped,  as  much  tonnage  would  be  handled  in  a  single 
day  as  was  in  peace  time  handled,  in  a  month. 

Apart  from  the  claims  of  production,  there  were  other 
great  claims  upon  the  man-power  of  the  Colonies.  In 
addition  to  a  magnificent  contribution  to  the  fighting 
services,  large  numbers  had  been  recruited  for  the  Labour 
Corps  both  from  West  and  East  Africa  as  well  as  from 
other  Colonies,  and  were  performing  splendid  service. 

THE  "BRISTOL"  FLYING  BOAT 

From  The  Engineer  (London)  July  3rd,  1942 

It  has  now  been  made  known  that  the  Prime  Minister 
made  his  recent  voyage  to  the  United  States,  also  the 
return  journey,  in  the  Royal  Mail  aircraft  "Bristol,"  of 
British  Overseas  Airways.  The  commander  was  Captain  J. 
C.  Kelly  Rogers,  who  was  in  command  of  the  "Berwick" 
when  it  brought  back  the  Prime  Minister  from  his  previous 
visit  to  America,  and  the  second  in  command  was  Captain 
A.  C.  Loraine,  who  was  second  in  command  of  the  "Ber- 
wick." The  "Bristol"  is  a  Boeing  314A  flying  boat,  and  is 
one  of  three  such  aircraft  which  operate  the  British  Airways' 
Atlantic  services  to  the  United  States  and  also,  in  con- 
junction with  other  flying  boats,  to  West  Africa.  These 
Boeings,  it  is  claimed,  are  among  the  largest  flying  boats 
in  commercial  service  in  the  world.  The  wing  span  of  these 
machines  is  more  than  150  ft.,  with  a  length  of  105  ft.,  and 
a  height  of  more  than  27  ft.  When  fully  loaded  they  weigh 
almost  40  tons,  and  the  four  engines  have  a  total  output  of 
6,400  B.hp.  These  aircraft  are  designed  to  carry  up  to 
sixty-six  passengers,  according  to  the  length  of  the  voyage, 
and  the  crew  is  ten  in  number.  They  have  a  cruising  range 
of  over  4,000  miles.  At  present  they  are  carrying  over  thirty 
passengers  on  their  Atlantic  voyages.  The  passengers  are 
carried  in  a  number  of  commodious  cabins,  which  can  be 
converted  into  sleeping  berths  at  night.  There  is  a  private 
suite  aft,  and  other  accommodation  includes  a  purser's 
office,  a  cooking  galley,  and  a  pantry.  Dining  accommoda- 
tion is  provided  for  fourteen  passengers  at  one  time.  The 
crew  of  each  flying  boat  comprises  the  captain,  second 
captain,  first  officer  (who  acts  as  navigator),  two  engineer 
officers,  the  purser,  and  two  stewards. 

AVRO  MANCHESTER 

From  Trade  &  Engineering,  July  1942 

One  of  the  newer  British-made  aircraft  which  is  playing 
its  part  in  the  R.A.F.'s  bomber  offensive  against  Germany 
is  the  Avro  Manchester.  Designed  by  the  firm  of  A.  V.  Roe 
and  Co.,  of  Manchester,  it  has  been  produced  in  some  of 
the  most  up-to-date  plants  in  the  country,  partly  by  a  con- 
siderable range  of  sub-contractors. 

Largest  Twin-Engined  Bomber 

The  Manchester  is  probably  the  largest  twin-engined 
bomber  at  present  in  service  in  the  world.  As  is  usual,  it 
was  originally  designed  to  an  Air  Ministry  specification, 
and  production  on  a  large  scale  was  preceded  by  the  manu- 
facture of  two  prototypes.  Perhaps  the  outstanding  feature 
of  the  new  bomber  is  its  great  weight-lifting  capacity,  but  in 
spite  of  its  size  and  weight  it  is  extremely  manoeuvrable. 
It  is  a  mid-wing  twin-engined  cantilever  monoplane,  with 
retractable  undercarriage. 

The  engines  are  two  Rolls-Royce  Vulture  liquid-cooled 
engines.  The  maximum  power  rating  is  as  follows: — 1,845 
hp.  at  3,000  r.p.m.  at  5,000  ft.  in  the  low  supercharger  gear 
and  1,710  hp.  at  3,000  r.p.m.  at  15,000  ft,  in  the  high 
supercharger  gear.  Fully  feathering,  three-bladed  airscrews 
of  16  ft.  diameter  are  fitted.  Overall  dimensions  are  as  fol- 
lows:—Span,  90  ft,  1  in.;  length  68  ft.  10  in.;  height,  20 
ft.;  cross  wing  area,  1,131  sq.  ft.;  fuselage,  8  ft.  2  in.  wide; 
length  of  bomb  compartment  in  fuselage,  33  ft.;  under- 
carriage wheels,  5  ft.  6  in.  diameter.  Weight  is  approximately 
25  tons  all  up;  maximum  speed  is  stated  to  be  about  300 
m.p.h.,  and  maximum  range  approximately  2,000  miles. 


The  machine  can  lift  over  five  tons  of  bombs,  though 
over  what  range  that  great  weight  can  be  carried  cannot 
be  stated.  Armament  consists  of  a  total  of  eight  0.303 
Browning  machine-guns,  carried  in  three  turrets,  one  in 
the  nose,  one  mid-upper,  and  one  in  the  tail.  A  crew  of 
six  or  seven  is  normally  carried,  dependent  on  the  operation. 
The  larger  crew  consists  of  two  pilots,  one  observer  (who 
is  also  navigator  and  bomb-aimer)  two  W/T  operators-air- 
gunners,  and  two  air-gunners. 

Sectional  Construction 

The  Manchester  as  a  whole  has  been  specially  designed 
in  a  number  of  sections  to  facilitate  production,  transport, 
maintenance,  and  repair.  The  aircraft  structure  throughout 
is  skinned  with  aluminium  alloy  sheets  with  flush  riveting, 
which  provides  a  smooth  external  surface.  The  fuselage  is 
built  up  of  transverse  formers  with  continuous  longitudinal 
stringers.  A  canopy  is  fitted  over  the  pilot's  cockpit  which 
gives  an  excellent  view  in  all  directions,  including  aft.  The 
fighting  controller's  position  is  also  situated  inside  this 
canopy  immediately  aft  of  the  pilot's  seat  and  affords  an 
excellent  view  in  every  direction.  A  little  aft  of  this  position 
is  the  navigator's  station,  and  he  is  provided  with  a  spacious 
table  and  adequate  stowage  for  charts,  &c.  In  the  roof  of 
the  cabin  is  an  astral  dome.  The  W/T  operator's  station 
is  at  the  rear  end  of  the  navigator's  table,  just  forward  of 
the  front  spar.  At  this  point  an  armour-plated  bulkhead  is 
fitted  across  the  centre  section  portion  of  the  fuselage  and 
so  arranged  as  to  open  up  for  access  on  either  side  of  the 
centre  line.  Additional  armour-plating  is  provided  at  the 
back  of  the  pilot's  seat  and  head  and  special  bullet-proof 
glass  is  fitted  to  give  added  protection  to  the  fire  controller. 
Certain  other  vulnerable  parts  of  the  aircraft  structure  and 
of  the  turrets  are  armour-plated.  Within  the  fuselage  centre 
section  there  is  a  comfortable  rest  chair  for  the  general  use 
of  the  crew.  In  the  fuselage  aft  the  rear  spar  a  mid-upper 
turret  is  fitted  and  various  equipment  stowages  for  flares, 
emergency  rations,  Thermos  flasks,  etc.  Also  in  this  portion 
of  the  fuselage  the  ammunition  boxes  are  located  which 
carry  ammunition  by  means  of  tracks  to  the  tail  turret. 

A  walk-way  is  provided  from  the  tail  turret  forward  to 
the  other  crew  stations,  and  the  main  entrance  door  to  the 
fuselage  is  situated  on  the  starboard  side  just  forward  of 
the  tailplane,  a  ladder  being  provided  for  easy  entrance, 
this  ladder  being  stowed  in  the  fuselage  during  flight. 
Escape  hatches  for  all  the  crew  are  provided  at  suitable 
points.  The  bomb-aimer's  station  is  in  the  nose  of  the 
fuselage  below  the  front  turret  and  forward  of  the  pilot's 
cockpit.  The  bomb-aimer  is  surrounded  by  all  his  equip- 
ment, which  is  arranged  so  that  it  can  be  easily  operated, 
and  he  takes  his  sights  through  a  special  clear  vision 
window.  The  bomb  compartment  is  contained  within  the 
fuselage  form,  the  cabin  floor  above  it  being  specially 
designed  to  take  housing  to  carry  the  various  types  of  bombs 
employed.  Two  large  doors  are  fitted  to  the  compartment, 
and  are  operated  hydraulically.  In  cases  of  emergency  or 
in  the  case  of  a  failure  of  the  hydraulic  system  the  doors 
can  be  opened  by  means  of  an  emergency  air  system.  An 
interesting  point  is  that  provision  is  made  in  the  electrical 
circuits  to  prevent  the  bombs  being  released  until  the  bomb 
doors  are  open. 

All  the  gun  turrets  are  hydraulically  operated.  Readily 
accessible  stowages  for  parachutes  are  provided  at  all  the 
crew  stations,  and  oxygen  points  are  likewise  provided. 
Complete  communication  between  the  members  of  the 
crew  is  provided  by  means  of  "inter-com."  De-icing  equip- 
ment is  fitted  to  the  airscrews.  The  undercarriage  is  com- 
pletely retractable  and  is  operated  hydraulically.  Here 
again  an  emergency  air  system  is  provided.  Fuel  is  carried 
in  self-sealing  tanks  in  the  wings.  The  main  wing  is  of  two- 
spar  construction,  each  spar  consisting  of  a  top  and  bottom 
extruded  boom  bolted  on  to  a  single  thick  gauge  web  plate. 
The  ribs  are  aluminium  alloy  pressings,  suitably  flanged 
and  swaged  for  stiffness.  A  dinghy  is  carried  in  the  centre 


THE  ENGINEERING  JOURNAL     September,  1942 


519 


section  trailing  edge  portion  of  the  wing  and  is  automatic- 
ally operated  in  a  crash  landing,  and  can  also  be  operated 
by  hand.  The  tail-plane  is  built  up  in  a  similar  manner  to 
the  wing,  with  two  fins  and  rudders  at  the  extremities. 

The  Engine 

The  Rolls-Royce  Vulture  is  a  24-cylinder,  liquid-cooled 
poppet-valve  engine,  5  in.  bore  by  5.5  in.  stroke.  The 
cylinders  are  arranged  in  four  blocks  of  six  on  a  common 
crankcase  with  an  angle  of  90  deg.  between  the  blocks. 
The  piston,  cylinder,  and  valve  gear  assembly  follows 
normal  Rolls-Royce  practice,  four  valves  being  used  for 
each  cylinder,  operated  by  overhead  camshafts.  Ignition  is 
by  two  independent  screened  magnetos  arranged  so  that  the 
engine  will  continue  to  function  satisfactorily  in  the  event 
of  a  failure  of  one  magneto.  A  down-draught  carburettor  is 
used,  which  delivers  mixture  through  a  two-speed  super- 
charger to  two  main  trunk  pipes,  each  feeding  two  blocks 
of  cylinders.  Electrical  starting  is  used,  a  generator  is  fitted, 
and  drives  are  provided  for  all  the  necessary  aircraft 
auxiliary  pumps. 

MAGNESIUM  PRODUCTION  IN  THE 
UNITED  STATES 

From  The  Engineer,  (London),  July  31,  1942 

Expansion  of  the  magnesium  output  to  approximately  a 
hundred  times  the  pre-war  record  has  been  announced 
officially  by  an  official  of  the  American  War  production 
Board,  since  it  is  one  of  the  vital  light  metals  used  in  aircraft 
construction,  bombs  and  other  munitions.  This  capacity  is 
expected  to  be  reached  in  1942  or  early  in  1943,  the  pro- 
gramme calling  for  rapid  expansion  of  the  necessary  works, 
as  in  the  case  of  aluminium,  although  the  magnesium  ex- 
pansion is  on  a  much  larger  scale.  About  70  per  cent  of 
the  total  output  will  be  produced  by  electrolytic  processes, 
20  per  cent  by  the  ferro-silicon  process,  7  per  cent  by  the 
carbothermal  process,  and  3  per  cent  by  processes  which 
at  present  are  in  the  experimental  stage.  A  large  increase 
in  ferro-silicon  production  is  also  necessary,  since  about  a 
pound  of  this  metal  is  required  for  each  pound  of  magnesium 
produced  by  this  method.  Some  of  the  new  plants  will  be 
similar  to — but  larger  than — plants  now  in  operation  with 
electrolytic  treatment  of  sea  water,  the  supply  of  raw 
material  being  unlimited,  although  its  content  of  magnesium 
is  only  0.13  per  cent.  Other  large  plants  under  construction 
will  use  magnesite  quarried  from  inland  deposits  to  produce 
magnesium  oxide  sinter  in  roasters.  Calcined  magnesia  is 
ground  and  made  into  briquettes  with  coke  and  peat.  This 
latter  material  makes  the  mass  spongy  or  porous,  which 
facilitates  the  penetration  of  the  chlorine  and  thus  aids 
the  chlorination  reaction.  Other  plants  will  use  calcined 
dolomite  as  raw  material.  Inland  salt  wells  are  also  being 
developed  as  a  source  of  raw  material,  some  of  these  striking 
large  deposits  of  sand  saturated  with  rich  magnesium 
chloride  brine.  A  large  proportion  of  the  total  product  will 
come  from  the  electrolysis  of  fused  magnesium  chloride 
made  in  various  ways  from  a  number  of  different  sources. 

EUROPE  VERSUS  AMERICA 

From  Trade  &  Engineering,  July  1942 

"To-day  we  own  Germany,  to-morrow  we  shall  own  the 
world."  The  declamatory  folly  of  this  song  of  Hitler  Youth 
was  the  Nazi  way  of  popularizing  among  the  German  people 
a  new  theory  of  economics — new  as  a  declared  theory,  that 
is  to  say,  for  the  practice  of  loot  is  as  old  as  the  cave  man. 
Dr.  R.  H.  M.  Worsley  submits  the  doctrine  and  its  applica- 
tion by  Germany's  "master  minds"  (to  use  a  phrase 
increasingly  adopted  in  criminology)  to  a  careful  scientific 
examination  in  Europe  Versus  America  (Cape).  It  is  a 
book  of  absorbing  interest.  Also,  it  is  an  astonishing  book, 
for,  accustomed  as  we  are  becoming  to  a  world  turned  topsy- 
turvy, it  is  still  difficult  to  adjust  the  mind  to  the  spectacle 


of  a  learned  economist  scrutinizing  bulletins  from  Bedlam. 
Alas!  That  it  should  be  necessary. 

Perhaps  aloofness  from  Europe  better  defines  the  Ameri- 
can attitude  between  the  two  wars  than  the  word  "rejec- 
tion" used  by  Dr.  Worsley.  The  chief  interest  of  the  book 
to  English  readers,  however,  dwells  less  in  its  chief  theme, 
important  as  that  is  in  showing  the  effect  of  the  "new 
order"  on  United  States  economy,  than  in  its  account  of  the 
methods  and  world-wide  aims  of  Nazi  economics.  Even  if 
in  their  genesis  these  aims  had  no  world-wide  ambitions 
they  inevitably  would  have  acquired  them;  Hitlerism  is 
caught  in  its  own  coils  and,  running  athwart  human  right 
and  reason,  must  pursue  its  fatal  course,  as  Macbeth  was 
driven  on  from  crime  to  crime.  Let  any  misguided  apologist 
of  Nazi  economics,  if  any  now  exist  in  the  Western  Hemis- 
phere, never  forget  the  pronouncement  made  by  Dr. 
Schacht,  its  leading  doctrinaire  and  active  operator,  in 
1934,  as  reported  in  Ambassador  Dodd's  "Diary." 

"The  whole  modern  world  is  crazy.  Everybody  is  crazy. 
And  so  am  I.  Five  years  ago  I  would  have  said  it  would  be 
impossible  to  make  me  crazy.  But  I  am  compelled  to  be 
crazy." 

Whence  the  compulsion  ?  The  question  need  not  be 
answered  now  that  the  exponents  of  craziness  for  craziness' 
sake  have  plunged  the  world  into  chaos.  Another  point  to 
show  the  inevitability  of  the  "new  order"  driving  over  the 
borders  of  Europe.  If  the  American  people  as  a  whole  were 
unaware  of  the  menace  to  themselves  they  must  be  grateful 
to  Mr.  Roosevelt  for  seeing  it  in  time.  It  was  not  only 
implicit  in  Nazi  behaviour:  it  was  made  explicit  in  Walter 
Darré's  frank  declaration  in  May,  1940:  "The  economic 
plans  of  the  'new  order'  will  cause  the  United  States  to 
have  from  30,000,000  to  40,000,000  unemployed."  No 
business  deals  can  be  made  with  people  with  those  designs, 
and  no  appeasement  satisfy  them  short  of  surrender.  As 
Dr.  Worsley  says,  Hitler's  Europe  "must  try  with  all  its 
might  to  defeat  America,  to  prevent  her  from  wrecking 
the  very  foundations  of  the  'new  order'  by  demonstrating 
the  prosperity  and  happiness  of  a  free  and  democratic 
union  of  free  men,  in  contradistinction  to  the  misery  of 
Europe  under  the  Swastika." 

National-Socialist  economy  is  essentially  a  "martial 
economy,"  to  use  Dr.  Worsley 's  name  for  it.  Being  pre- 
datory, it  can  operate  only  in  close  and  constant  collabora- 
tion with  a  war  machine.  Dr.  Worsley's  book,  in  its  early 
stages,  makes  a  detailed  survey  of  the  principles  and  prac- 
tice of  this  economy  past  and  present,  before  passing  on  to 
answer  such  questions  as:  Does  Hitler's  economy  provide 
for  any  scheme  on  which  peaceful  collaboration  can  be 
based  ?  (The  answer  is  emphatically  that  collaboration 
is  impossible  :  there  can  only  be  defiance,  which  means  war, 
or  acquiescence,  which  means  slavery).  What  lessons  can 
be  derived  from  its  operation  in  Europe  to-day  ?  Is  it 
possible  to  neutralize  the  aggressive  character  of  this  new 
Europe-to-be  by  utilizing  the  economic  technique  it  has 
devised  for  "international  collaboration"  ?  The  author 
shows  that  many  of  the  special  proposals  of  the  Schacht- 
Funk  currency  plans  are  already  in  operation  and  the 
effects  may  be  summarized  as  follows: — 

(1)  An  initial  stabilization  of  the  European  currencies  in 
their  relation  to  the  Reichsmark  has  been  achieved. 

(2)  The  Reichsmark  has  been  made  the  leading  European 
currency. 

'  (3)  Berlin  has  been  made  the  financial  centre  of  Europe 
by  the  setting  up  of  the  "Multilateral  Clearing"  where 
inter-European  payment  and  exchange  control  are  concen- 
trated. 

The  German  War  Economic  General  Staff  occupies  to-day 
a  dominating  position  in  European  mining,  in  the  heavy 
industries,  in  metal  and  metallurgical  works,  in  chemistry, 
hydro-electric  generation  and  synthetic  production  based 
on  substitute  materials.  It  also  manages  most  of  the  sup- 
plies of  raw  material  and  is  the  biggest  customer  of  the 
European  market.  If  Germany  were  able  to  consolidate  this 


520 


September,  1942    THE  ENGINEERING  JOURNAL 


position  in  Europe  there  would  be  no  need  to  ask  what 
place  the  United  Kingdom  would  hold  as  a  "collaborating 
Power."  The  United  Kingdom's  part  in  the  "new  order" 
would  be  that  of  a  reservoir  of  serf  labour,  and  nothing 
more.  Dr.  Worsley  devotes  separate  chapters  to  examining 
the  working  of  the  new  economy  in  France,  Belgium,  Hol- 
land, Norway,  and  Denmark,  and  to  its  effect  on  Sweden, 
before  dealing  with  the  preparations  to  organize  a  Prussian- 
ized Europe  for  an  economic  offensive  against  America  in 
order  to  achieve  the  aim  of  world  hegemony. 

It  might  appear  from  the  successes  so  far  achieved  that 
this  dream,  though  abominable,  is  not  so  crazy  as  suggested 
at  the  beginning  of  this  review.  But  Dr.  Worsley  adds  a 
postscript.  Hitler  has  buried  the  prime  of  Europe's  youth 
on  the  Russian  front.  Instead  of  rolling  in  the  wealth  of 
grain  and  oil  in  Russia  he  has  created  a  huge  desert.  The 
destruction  of  the  scorched  earth  policy  will  be  felt  by  all 
Europe  for  many  years  to  come.  Instead  of  receiving 
Russian  surpluses,  Europe  will  have  to  send  Russia  food 
to  keep  off  starvation.  The  Nazi  concept  of  Europe  based 
on  Russian  resources  has  been  frustrated  before  the  war 
has  ended.  Hitler's  armies  are  destroying  wealth  as  well  as 
freedom,  and  threaten  to  destroy  the  wealth  of  all  the  world. 

REFUGEES  AND  INDUSTRY 

From  Engineering  (London)  July  10,  1942 

Engineers,  as  a  class,  are  not  conspicuously  enthusiastic 
students  of  economic  history.  Those  who  are  engaged  in 
manufacture  may  make  a  fairly  close  study  of  the  immediate 
circumstances  of  their  own  time  and  industrial  environ- 
ment, but  they  do  not  regard  these  circumstances,  as  a 
rule,  in  the  light  of  history  in  the  making;  their  interest 
extends  forward,  because  they  are  concerned  to  predict  as 
accurately  as  possible  the  trends  upon  which  their  future 
prosperity  depends,  but,  if  it  extends  into  the  past  at  all, 
beyond  the  period  covered  by  personal  recollections,  their 
views  and  impressions  are  commonly  bounded  by  that 
somewhat  vaguely  defined  and  frequently  misunderstood 
sociological  transformation  known  as  the  Industrial  Revolu- 
tion. The  term  is  a  convenient  one,  but  its  convenience 
ought  not  to  lead  to  misinterpretation  of  its  meaning  or  the 
character  of  the  change  that  it  implies.  The  so-called 
Industrial  Revolution  was  not  a  sudden  upheavel,  com- 
parable to  the  violent  changes  in  the  established  order  of 
States  to  which  the  word  revolution  is  applied  in  the 
political  field.  It  was,  in  fact,  no  more  than  an  accelerated 
evolution;  and  evolution  is  an  essential  condition  in  any 
healthy  society,  continuing  inevitably,  and  not  to  be 
delimited  by  arbitrary  divisions  of  time. 

There  have  been  other  accelerations  of  evolution,  in 
plenty,  apart  from  that  associated  with  the  advent  of  the 
steam  engine;  some  international  in  their  scope,  but  others 
of  hardly  more  than  local  significance.  The  unknown 
inventors  of  the  wheel  and  axle,  the  windmill,  sail  propul- 
sion of  ships,  methods  of  extracting  and  working  metals, 
and  the  early  devices  for  irrigation,  have  produced  changes 
in  the  lives  of  nations  quite  as  important  and  far-reaching, 
in  their  day,  as  any  deriving  from  the  work  of  Savery, 
Newcomen  and  Watt.  These  are  fundamental  developments 
which  have  become  international  so  long  ago  that  they  are 
now  part  of  the  common  inheritance  of  useful  knowledge. 
At  some  time  and  place,  however,  they  were  not  inter- 
national or  even  national,  but  purely  local;  and  an  import- 
ant branch  of  the  studies  of  the  specialists  among  economic 
historians  is  the  determination  of  the  means  of  their  dis- 
semination and  the  courses  which  it  took  from  one  inhabited 
part  of  the  globe  to  another.  Some  part  of  this  diffusion  of 
knowledge  is  traceable  to  the  influence  of  trade;  but  there 


must  have  been  still  earlier  stages  in  the  process,  by  which 
the  foundations  of  that  trade  were  first  laid,  and  there  is 
little  doubt  that  the  enforced  migrations  of  refugess,  both 
singly  and  in  large  communities,  played  a  great  part  in 
widening  the  field  of  application  of  most  of  the  industrial 
arts  on  which  modern  civilization  is  based. 

This  is  a  process  to  which  the  development  of  British 
industry  has  been  particularly  indebted  in  the  past.  The 
weaving  industry  owes  much  to  the  Twelfth  Century 
onwards;  the  exodus  from  France  of  the  Hugenots,  about 
100,000  of  whom  settled  in  this  country,  marked  the 
beginning  of  many  local  industries  in  the  districts  where 
they  settled,  glass  manufacture  being  one  of  particular  note; 
and  the  foundation  of  many  British  families  of  Dutch 
origin  is  traceable  to  the  disturbed  conditions  obtaining  in 
the  Low  Countries  in  the  Seventeenth  and  Eighteenth 
Centuries.  It  is  not  too  much  to  claim  that  an  appreciable 
part  of  the  long-standing  commercial  supremacy  of  Great 
Britain  is  attributable  to  the  attraction  which  the  relative 
freedom  of  British  living  conditions  has  exercised  upon  men 
of  skill  and  acumen  who  have  found  it  impossible  to  apply 
their  abilities  in  security  on  the  Continent.  The  process 
has  developed  even  more  markedly,  of  course,  in  the  United 
States,  as  is  evidenced  by  the  diverse  nationalities  repre- 
sented by  the  names  of  prominent  American  industrialists, 
especially  during  the  past  half-century  or  so.  As  Sir  John 
Hope  Simpson,  formerly  vice-president  of  the  Refugee 
settlement  Commission  at  Athens,  has  observed,  there  is  no 
instance  of  a  country  which  has  suffered  by  the  assimilation 
of  refugee  immigrants. 

At  the  present  time,  these  islands  contain  a  more  than 
usually  large  population  of  refugees  from  the  northern  and 
central  parts  of  Europe,  whose  coming  created  problems  of 
some  complexity  in  the  years  immediately  preceding  the 
outbreak  of  war.  Their  arrival  began  at  a  time  when 
the  country  was  only  beginning  to  recover  from  the  pro- 
longed depression  and  unemployment  was  still  widespread; 
hence  the  conditions  imposed  by  the  Government  that  the 
refugees  must  re-emigrate  as  soon  as  possible,  and  that 
they  must  not  engage  in  many  forms  of  paid  employment. 
In  the  light  of  subsequent  events,  it  is  open  to  question 
whether  this  latter  condition  was  so  wise  as  it  appeared, 
no  doubt,  to  its  sponsors;  certainly,  it  resulted  in  the 
departure  to  other  countries,  notably  the  United  States, 
of  many  skilled  scientists  and  others  whose  services  might 
have  proved  a  valuable  asset  in  present  circumstances. 
Other  refugees,  however,  did  succeed  in  establishing  them- 
selves in  this  country  without  infringing  the  discouraging 
regulations  and  have  shown  once  again  the  value  of  initia- 
tive and  determination  in  overcoming  obstacles  that  might 
well  have  been  accepted  as  insuperable  in  rendering  them- 
selves self-supporting  and  productive  members  of  the  com- 
munity. 

Something  of  what  they  have  accomplished  is  set  forth 
in  a  pamphlet*  recently  published  under  the  auspices  of 
the  Christian  Council  for  Refugees  from  Germany  and 
Central  Europe,  and  bearing  the  title  which  heads  this 
article.  Reasons  of  national  security  are  responsible,  pre- 
sumably, for  the  anonymity  with  which  the  various  estab- 
lishments are  veiled,  but  the  illustrations  cover  the  manu- 
facture of  leather  belting,  electric  torches,  leather  and  fabric 
gloves,  cotton  fabric,  and  cigarette  papers,  as  well  as  the 
printing  of  silks  by  a  special  process.  Reference  is  made, 
also,  to  a  variety  of  plastic  goods,  paint  brushes,  varnishes, 
paints  and  enamels,  industrial  chemicals,  springs,  valves, 
metal  tubing  and  optical  glass,  among  a  number  of  products 
of  less  directly  engineering  interest. 

*  Refugees  and  Industry.  By  C.  C.  Salway,  London;  Williams  and 
Norgate,  Limited. 


THE  ENGINEERING  JOURNAL     September,  1942 


521 


From  Month  to  Month 


THE  PRESIDENT'S  EASTERN  TOUR 

On  a  trip  that  took  him  as  far  as  Sydney,  N.S.,  the  presi- 
dent visited  last  month  all  branches  of  the  Institute  east 
of  Montreal.  With  the  nine  branches  that  were  included  in 
his  western  tour  last  spring,  Dean  Young  has  now  met  with 
sixteen  of  the  twenty-five  branches  across  the  country.  He 
expects  to  visit  the  remaining  branches  in  central  Canada 
between  now  and  the  end  of  his  term  of  office. 

Everywhere  he  stopped,  the  president  found  enthusiastic 
and  active  groups,  and  he  in  turn  left  with  members  the 
impression  that  the  Institute  could  not  have  been  happier 
in  its  choice  of  its  chief  officer  this  year.  His  message  to 
the  membership,  delivered  in  a  forcible  manner,  painted 
a  striking  picture  of  the  engineers'  accomplishments  and 
of  the  responsibilities  that  lie  ahead  of  a  great  profes- 
sional society  in  these  trying  times. 

Several  officers  of  the  Institute  accompanied  the  president 
again  this  year  on  the  whole  of  the  trip,  or  part-way.  The 
fact  that  these  engineers,  occupying  positions  of  importance, 
take  of  their  time  to  make  these  visits  is  a  tribute  to  the 
work  of  the  Institute;  their  presence  at  these  meetings  is  a 
contribution  to  the  cause  of  professional  unity.  The  national 
character  of  the  Institute  was  once  more  illustrated  by  the 
fact  that  at  all  the  meetings  there  were  in  attendance  mem- 
bers of  the  Institute  from  other  distant  parts  of  the  country 
whose  work  had  taken  them  to  the  particular  locality  and 
who  cheerfully  joined  with  their  confreres  in  welcoming  the 
president. 

Vice-President  K.  M.  Cameron  of  Ottawa  made  the  com- 
plete trip  and  his  knowledge  of  the  country  provided  for 
the  group  a  perfect  cicerone.  Vice-President  deGaspé 
Beaubien  of  Montreal,  joined  the  party  at  Moncton  and 
visited  all  branches  from  there  on.  The  assistant  general 
secretary  also  accompanied  the  president;  the  personal 
contacts  thus  established  will  certainly  be  of  great  help 
to  him  in  carrying  out  his  work  at  Headquarters. 

The  journey  began  under  the  best  auspices  as  Councillor 
J.  E.  Armstrong  of  Montreal,  chief  engineer  of  the  Canadian 
Pacific  Railway  Company,  acted  as  host  to  the  group  in 
his  private  car  for  that  part  of  the  trip  to  the  St.  Maurice 
Valley  and  to  Quebec.  The  presidential  party  at  these 
branches  also  included  Past  President  0.  O.  Lefebvre,  who 
initiated  the  presidential  visits  to  all  branches  of  the  Insti- 
tute in  1933,  and  Past  Councillor  Huet  Massue  of  Montreal. 

In  Quebec  City,  Dean  Young  and  Mr.  Cameron  were 
entertained  over  the  week-end  by  Past  President  A.  R. 
Decary.  The  presence  at  Moncton  of  Past  President  H.  W. 
McKiel  and  Vice-President  G.  G.  Murdoch  of  Saint  John 
contributed  towards  a  very  substantial  representation. 

At  Sydney,  members  of  the  branch  were  the  guests  of 
the  contractor  at  the  naval  base  now  under  construction 
and,  in  true  engineering  fashion,  the  meeting  was  held  in 
the  cook  house.  This  created  an  atmosphere  of  informality 
and  friendliness  which  accounted  for  the  success  of  the 
gathering. 

The  regional  meeting  of  Council  held  at  Halifax,  in  con- 
junction with  the  president's  visit  to  the  branch,  holds 
the  distinction,  unique  it  is  believed  for  such  a  gathering 
away  from  Headquarters,  of  having  brought  together  the 
immediate  past-president,  Dean  Mackenzie,  and  vice-presi- 
dents from  three  different  zones,  Messrs.  Beaubien  of 
Montreal,  Cameron  of  Ottawa  and  Murdock  of  Saint  John. 
In  addition  there  were  present  from  outside,  Councillor 
F.  W.  Gray  of  Sydney,  Mr.  G.  A.  Gaherty  of  Montreal, 
chairman  of  the  Committee  on  Western  Water  Problems, 
and  General  Secretary  L.  Austin  Wright  whom  business  on 
behalf  of  National  Selective  Service  had  taken  to 
Halifax.  It  is  interesting  to  recall  that  during  his  visit  to 


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


the  western  branches  last  April,  Dean  Young  also  presided 
over  a  regional  meeting  of  Council  at  Vancouver. 

Past  Councillor  W.  E.  Bonn  of  Toronto  joined  the  party 
at  Saint  John  where  an  enthusiastic  meeting  was  held. 

The  tour  successfully  ended  at  Arvida,  Que.,  where  the 
presidential  visit  coincided  with  the  annual  meeting  of  the 
Saguenay  Branch.  Past  Councillor  Massue  of  Montreal 
joined  the  group  again  here  and  Past  Councillor  Otto  Holden 
made  an  unexpected  appearance  at  the  meeting  and  brought 
greetings  from  the  Toronto  Branch. 

PROFESSIONAL  RECOGNITION  FN  THE  SERVICES 

For  a  long  time  the  Council  of  the  Institute  has  been 
interested  in  the  possibility  of  engineers  in  the  army  securing 
the  same  professional  recognition  as  is  given  to  doctors  of 
medicine  and  dentistry.  There  has  been  much  personal 
investigation  by  officers  of  the  Institute,  particularly  by 
presidents  who  have  close  contacts  with  officials  at  Ottawa, 
and  by  official  correspondence  between  the  Department  of 
National  Defence  and  the  General  Secretary. 

At  first  glance  it  appears  ridiculous  that  medical  men 
and  dentists  should  receive  extra  pay  and  rank  as  profes- 
sional allowances  when  the  engineer  does  not.  The  work  of 
one  is  as  professional  as  the  other,  in  addition  to  which  the 
engineer  takes  all  the  risks  that  go  with  the  combatant 
forces.  From  all  parts  of  Canada  protests  from  individuals 
and  from  branches  have  come  to  Headquarters,  and  the 
Council  has  been  very  much  concerned  about  it  all. 

The  correspondence  has  been  spread  over  a  period  of 
three  years.  There  have  been  sympathetic  and  encouraging 
replies,  but  eventually  the  answer  has  been  that  nothing 
could  be  done  about  it.  Throughout  all  these  negotiations 
there  has  been  close  contact  with  the  Association  of  Profes- 
sional Engineers  of  Ontario  and  the  Corporation  of  Quebec, 
and  lately  with  the  Dominion  Council,  so  that  no  stone 
would  be  left  unturned  in  the  endeavour  to  support  the 
interests  of  the  profession. 

The  services  rendered  to  the  army  by  engineers  are 
different  from  those  rendered  by  the  other  professions.  It  is 
difficult  to  describe  or  define,  this  professional  work  because 
engineers  go  on  from  one  activity  to  another  and  frequently 
end  up  in  a  senior  appointment  that  has  nothing  to  do  with 
engineering.  On  the  other  hand  the  medical  man  and  the 
dentist  stay  in  the  special  fields  for  which  they  were 
recruited.  They  seldom,  if  ever,  leave  these  fields  to  take 
on  the  added  responsibility  of  leadership  and  administration  , 
which  so  frequently  is  assumed  by  engineers.  If  a  doctor 
left  the  medical  field  to  take  on  other  responsibilities  he 
would  not  continue  to  receive  his  professional  allowance — 
nor  would  the  dentist. 

Doubtless,  considerations  such  as  these  have  confused 
the  case  for  the  engineer,  and  have  prevented  the  authorities 
from  setting  up  allowances  comparable  to  those  given  for 
other  services.  Making  due  allowance  for  all  this,  it  still 
seems  possible  that  for  many  appointments  something 
could  be  done  to  reward  for  special  services  rendered. 

The  serious  effect  of  the  failure  to  distribute  these 
extras  equitably  is  that  many  excellent  young  engineers 
are  choosing  to  go  into  services  other  than  those  requiring 
their  special  skill.  It  has  been  shown  over  and  over  again 
that  an  engineer  makes  much  quicker  progress  and  reaches 
greater  heights  through  the  other  services.  In  fact  there  is 
a  tendency  for  engineers  already  in  such  branches  as 
Ordnance  and  Engineers  to  transfer  to  other  branches  in 
order  to  hasten  promotion. 


522 


September,  1942    THE  ENGINEERING  JOURNAL 


In  the  Imperial  forces  professional  allowances  are  made 
to  many  engineers.  It  would  seem  to  be  reasonable  that 
similar  treatment  should  be  given  to  Canadians.  The  case 
is  not  simple,  but  the  Institute  feels  that  it  should  be 
studied  further  before  it  is  dismissed  entirely. 

1943  ANNUAL  MEETING 

For  some  time  there  has  been  some  discussion  among 
officials  of  the  Institute  as  to  the  advisability  of  holding  an 
Annual  Meeting  next  year,  other  than  the  formal  business 
meeting  required  by  the  by-laws. 

During  the  last  war,  it  was  not  possible  to  hold  the  profes- 
sional meetings,  but  present  conditions  are  not  at  all 
similar,  and  the  experience  both  in  Canada  and  the  United 
States,  has  been  that  such  meetings  are  unusually  well 
attended.  The  great  majority  cf  the  engineers  are  now 
engaged  on  work  of  primary  importance  to  the  war  effort 
and  they  welcome  the  opportunity  of  assembling  and  dis- 
cussing their  mutual  problems.  The  great  success  of  the 
last  annual  meeting,  in  February,  has  made  it  evident  that 
such  functions  serve  a  useful  purpose  at  this  time. 

Acting  upon  these  considerations,  Council,  at  its  last 
meeting  held  in  Halifax,  decided  that  the  Annual  Meeting 
of  the  Institute  would  be  held  next  year  and  would  be  of 
usual  length  and  nature.  In  view  of  the  necessity  of  curtail- 
ing transport  and  of  the  little  time  that  members  can  divert 
from  their  normal  occupations  it  was  further  agreed  that 
such  a  meeting  should  be  held  in  one  of  the  larger  centres, 
such  as  Montreal  or  Toronto.  An  invitation  from  the 
Toronto  Branch  having  been  accepted,  it  is  now  definite 
that  the  Fifty-Seventh  Annual  General  and  Professional 
Meeting  of  the  Institute  will  be  held  at  the  Royal  York 
Hotel,  in  Toronto,  on  February  11th  and  12th,  1943. 

AN  OPPORTUNITY  FOR  MEMBERS'  HOSPITALITY 
IN  WAR-TIME 

At  a  recent  meeting  of  Council  attention  was  drawn  to 
the  considerable  number  of  sons  (and  daughters)  of  members 
of  the  Institute  who  are  serving  in  the  Dominion's  armed 
forces.  Many  of  them  are  stationed  in  Canada,  but  away 
from  their  homes.  It  was  thought  that  the  wide  extent  of 
our  membership  and  our  comprehensive  branch  organiza- 
tion might  be  utilized  to  help  these  young  people  by  provid- 
ing some  measure  of  hospitality  at  members'  homes, 
affording  a  welcome  change  from  the  regular  routine  of 
army,  navy,  or  air  force  life.  The  idea  met  with  general 
approval. 

At  most  stations  in  Canada  some  provision  has  already 
been  made,  both  by  government  and  private  action,  for 
recreation  centres,  hostels,  and  social  facilities.  The  idea  in 
the  minds  of  councillors,  however,  was  something  different 
from  this.  They  thought  rather  of  the  suggestion  that  our 
members  in  or  near  military  centres  might  entertain  in  their 
homes  the  relatives  and  connections  of  their  fellow-members 
elsewhere.  In  this  way  the  young  soldiers  or  airmen  would 
meet  people  whose  calling  and  social  outlook  were  like 
those  of  their  own  parents.  Actually  in  many  of  such  homes 
the  presence  of  such  visitors  would  help  to  make  up  for  the 
absence  of  a  son  or  daughter  also  serving  in  the  forces.  How 
can  the  introductions  needed  for  this  hospitality  best  be 
arranged  ? 

It  seems  plain  that  such  matters  would  have  to  pass 
through  the  hands  of  someone  at  each  of  our  branch  centres 
who  has  personal  knowledge  of  most  of  the  Institute 
members  living  in  that  branch  area.  Our  branch  secretaries 
have  this  qualification.  No  one  knows  better  than  the 
general  secretary  the  indispensable  part  which  these 
officers  take  in  the  activities  of  the  Institute,  and  the 
sacrifices  of  time  and  energy  which  they  make  in  doing  so. 
If  they  are  willing  to  shoulder  this  additional  burden,  they 
will  be  helping  in  the  war  effort,  indirectly  it  is  true,  but  in  a 
very  effective  way. 


NIAGARA  FALLS  JOINT  MEETING 

Considerable  progress  has  been  made  in  the  arrangements 
for  the  joint  meeting  between  the  American  Society  of  Civil 
Engineers  and  The  Engineering  Institute  of  Canada.  A 
rough  draft  of  the  programme  is  presented  herewith.  The 
details  of  the  technical  sessions  have  not  been  fully  deter- 
mined, but  it  has  been  agreed  to  include  such  subjects  as 
structures,  construction,  highways,  power,  civilian  protec- 
tion, surveying  and  mapping. 

One  whole  morning  will  be  devoted  entirely  to  the  dis- 
cussion of  manpower  controls.  Negotiations  are  under  way 
to  secure  both  from  Canada  and  the  United  States,  the 
best  informed  officials  in  this  field.  It  is  expected  that  fol- 
lowing the  principal  addresses,  there  will  be  an  extensive 
discussion. 

At  the  time  of  going  to  press,  the  names  of  most  speakers 
and  authors  have  been  determined,  but  are  being  withheld 
until  the  complete  programme  is  prepared.  Eventually  this 
programme  will  be  sent  to  all  members  so  that  they  may 
be  fully  informed. 

Draft  of  Programme  for  Joint  Meeting 

American  Society  of  Civil  Engineers  and  The  Engineering 

Institute  of  Canada  at  Niagara  Falls,  Ont.,  October  11th- 

15th,  1942. 

Sunday,  October  11th,  Committees  of  the  Board  of  Direc- 
tion, American  Society  of  Civil  Engineers. 

Monday,  October  12th,  Board  Meeting,  American  Society 
of  Civil  Engineers. 

Tuesday,  October  13th,  local  sections  conference,  Ameri- 
can Society  of  Civil  Engineers  delegates  from  26  local 
sections  in  northeastern  part  of  the  United  States. 
Regional  meeting  of  the  Council  of  the  Engineering 
Institute. 

Wednesday,  October  14th 

A.M.  Greetings  from  officers  of  each  society  followed  by  a 
conference  on  "Manpower  Control"  based  on  (a)  ex- 
perience in  the  United  States,  (b)  experience  in 
Canada. 

Luncheon — Address  by  Dean  C.  R.  Young,  President 
of  The  Engineering  Institute  of  Canada. 

P.M.    Technical  sessions 
Dinner  —  Dance. 

Thursday,  October  15th 

A.M.    Technical  sessions. 
Luncheon — 

P.M.    Technical  sessions. 

WEBSTER  LECTURES 

Headquarters  has  lately  received  several  requests  from 
members  and  other  sources  for  copies  of  the  book 
"Structural  Defence  Against  Bombing"  containing  the 
lectures  delivered  last  April  by  Professor  F.  Webster, 
under  the  auspices  of  the  Institute. 

Unfortunately,  it  has  not  been  possible  to  comply  with 
those  requests  on  account  of  the  author's  own  restric- 
tions. The  question  of  distribution  of  the  lectures  was 
discussed  at  length  with  Professor  Webster  before  his 
return  to  England.  The  professor  insisted  that  circula- 
tion of  copies  of  his  notes  be  limited  to  those  who  attended 
the  lectures,  in  addition  to  a  few  other  persons  whom  he 
mentioned  specifically. 

A  sub-committee  of  the  Institute  Committee  on  the 
Engineering  Features  of  Civil  Defence  is  preparing  an 
abridged  edition  of  the  notes  which  should  be  available 
for  wider  distribution  in  the  near  future.  This  edition 
will  contain  all  the  original  illustrations  and  the  sub- 
stance of  the  information  given  by  Professor  Webster 
in  the  lectures.  In  some  respects,  it  will  be  more  valuable 
than  the  complete  edition  which  had  to  be  issued  in  a 
hurry.  The  information  contained  in  the  abridged  edition 
will  be  classified  in  such  a  manner  as  to  make  it  a  useful 
reference  book. 


THE  ENGINEERING  JOURNAL    September,  1942 


523 


McGILL'S  NEW  DEAN  OF  ENGINEERING 

The  selection  of  a  dean  for  a  large  school  of  engineering 
is  not  an  easy  matter,  especially  at  a  time  of  stress  like  the 
present.  Such  an  officer  should  possess  professional  com- 
petence, ripe  experience  in  university  teaching  work,  marked 
administrative  ability  and  a  sympathetic  knowledge  of 
students  and  their  many  difficulties.  He  should  be  familiar 
with  the  needs  of  university  research  work,  be  something 
of  a  financial  wizard,  and,  in  addition  to  a  number  of  other 
admirable  qualities,  should  have  an  inexhaustible  supply 


Dean  J.  J.  O'Neill,  M.E.I.C. 

of  patience  and  tact.  There  are  not  many  men  who  fill  such 
a  specification,  but  the  new  dean  of  the  engineering  faculty 
at  McGill  is  like  his  distinguished  predecessors  in  having 
a  good  supply  of  these  desirable  qualifications. 

Realizing  the  University's  responsibility  to  the  large 
classes  of  students  who  are  now  enrolling  in  the  faculty  of 
engineering  to  qualify  themselves  for  taking  an  effective 
part  in  Canada's  war  effort,  Dr.  Ernest  Brown,  m.e.i.c, 
has  resigned  as  Dean  of  Engineering  to  devote  himself  to 
instruction.  During  his  term  as  dean,  from  1930  to  the 
present,  he  has  had  to  contend  with  many  difficulties  mainly 
due  to  the  dislocation  of  economic  and  industrial  conditions 
and  to  the  violent  changes  caused  by  war.  He  dealt  with 
these  promptly  and  acceptably  and  now  takes  a  well  earned 
rest  from  administrative  work. 

He  is  succeeded  by  Dr.  J.  J.  O'Neill,  m.e.i.c,  a  McGill 
graduate  who  has  had  extensive  experience  in  the  fields  of 
teaching,  administration  and  research,  and  has  already  held 
two  deanships  in  the  university,  having  been  Dean  of 
Science  in  the  Faculty  of  Arts  and  Sciences  from  1935  to 
1939,  and  Dean  of  Graduate  Studies  and  Research  for  the 
past  three  years.  He  now  takes  up  an  equally  arduous 
task  which  is  of  even  greater  importance  to  our  supply  of 
men  qualified  for  technical  service  in  the  armed  forces  or 
in  industry. 

Dr.  O'Neill's  early  training  as  a  mining  engineer  was  fol- 
lowed by  a  period  of  work  for  the  Geological  Survey  of 
Canada  (he  was  geologist  with  the  Canadian  Arctic  Expedi- 
tion in  1913-16),  and  by  years  of  practice  as  an  economic 
geologist  in  India,  Canada  and  elsewhere,  dealing  with  the 
geological  aspect  of  engineering  work  in  the  production  of 
oil,  coal,  and  metals.  After  a  period  of  service  at  McGill 
as  assistant  and  associate  professor,  he  became  Dawson 
professor  of  Geology  in  1929,  and  later  held  the  two  dean- 
ships  previously  mentioned. 

The  school  of  engineering  at  McGill  is  fortunate  in  secur- 
ing as  Dean  a  man  whose  long  and  successful  collaboration 
in  engineering  work  has  given  him  wide  knowledge  of  the 
problems  of  engineering  education  and  engineering  practice. 


524 


LETTER  FROM  WASHINGTON 

In  spite  of  the  appalling  debit  balance  of  war,  there  are 
many  significant  items  on  the  credit  side.  Under  the  stimulus 
of  war,  all  human  activity  is  greatly  speeded  up.  Political 
evolution  and  scientific  development  stride  forward  in  a 
few  months  over  new  territory  which  it  might  ordinarily 
take  decades  to  capture.  For  instance,  the  patient  dis- 
coveries of  medical  research  are  now  provided  with  a 
testing  laboratory  which  is  global  in  scope.  One  of  the 
interesting  aspects  of  this  accelerating  process  is  the  growing 
interdependence  and  interrelation  of  agriculture  and 
engineering.  With  the  critical  shortage  of  raw  materials, 
engineering  and  chemistry  are  turning  more  and  more  to 
agriculture.  An  ever  growing  portion  of  the  synthetic  rubber 
programme  is  being  based  on  agriculture;  several  new 
processes  for  the  production  of  high  test  aviation  gasoline 
from  grain  alcohol  are  being  closely  studied  and  pilot  plants 
are  being  rushed  to  completion  ;  many  of  the  ever  widening 
range  of  plastics  are  based  on  agricultural  products.  The 
new  methods  for  the  processing  of  foods  such  as  dehydra- 
tion, crystallization  and  quick  freezing,  coupled  with  the 
latest  researches  in  nutrition  and  scientific  farming,  are 
opening  up  new  and  exciting  possibilities.  My  associations, 
as  an  engineer,  with  the  Department  of  Agriculture  and  the 
Quartermaster  Corps  have  been  among  my  most  interesting 
contacts  in  Washington.  But  there  is  an  even  more  direct 
way  in  which  engineering  and  agriculture  are  working 
together.  Last  month,  this  letter  discussed  the  agricultural 
and  social  implications  of  great  construction  programmes 
such  as  the  T.V.A.  A  week  or  so  ago,  I  attended  an  extensive 
and  carefully  planned  demonstration  of  mechanized  agricul- 
tural equipment.  The  demonstration  took  place  on  an 
experimental  farm  just  outside  Washington  and  lasted 
about  four  hours.  There  are  only  about  ten  or  twelve 
visitors  at  each  demonstration  and,  over  the  course  of 
several  months,  most  of  the  important  government  officials 
concerned  and  the  representatives  of  most  of  the  agricul- 
tural countries  have  attended.  The  day  I  was  there,  Canada, 
Russia  and  Australia  were  represented.  Most  people  have 
heard  of  the  Ford-Ferguson  "Unit  Type"  of  agricultural 
tractor.  One  of  Mr.  Henry  Ford's  defeats  was  the  failure 
of  his  Fordson  tractor  to  live  up  to  his  expectations.  He 
took  it  off  the  market  in  the  United  States  in  the  late 
twenties.  Thanks  to  the  invention  by  an  Irishman  named 
Ferguson  of  an  hydraulic  linkage  and  thanks  to  over  ten 
years  of  study  and  experiment,  it  has  now  been  possible 
to  develop  a  piece  of  apparatus  which  Mr.  Ford  claims  will 
overcome  the  hitherto  cramping  difficulties  in  the  way  of 
mechanized  agriculture  on  a  large  scale.  When  tractors 
were  operated  by  dragging  implements  behind  them,  heavy 
machines  were  necessary  to  supply  the  traction  and  to 
counteract  the  tendency  of  the  tractor  to  turn  back  about 
its  own  drivers.  In  the  unit  system,  the  plough,  or  harrow 
or  other  equipment  is  part  of  the  tractor,  operated  by  a 
finger  tip  hydraulic  control  and  connected  by  a  triangular 
linkage  so  designed  as  to  transmit  the  thrust  against  the 
plough  (etc.)  into  a  downward  thrust  over  all  four  wheels 
of  the  tractor.  In  this  way  the  weight  of  the  tractor  and 
the  equipment  can  be  considerably  reduced.  It  is  claimed 
that  the  reduction  would  be  sufficient  to  merit,  as  a  war- 
time measure,  the  substitution  of  new  light  tractors  and 
equipment  for  old,  over- age,  heavy  types  which  could  be 
used  as  much  needed  scrap  metal.  The  tractor  is  light 
enough  and  the  hydraulic  control  simple  enough  that 
young  boys  and  women  can  replace  men  operators.  Included 
in  a  vast  and  carefully  worked  out  programme  are  the 
saving  of  about  a  million  tons  of  scrap,  the  release  of  just 
under  a  million  agricultural  workers  for  the  services  or 
factories  and  the  saving  of  a  quarter  of  a  billion  gallons  of 
gas  a  year.  The  demonstration  was  under  the  personal 
direction  of  Mr.  Ferguson.  The  several  little  lectures,  which 
interspersed  the  demonstration,  developed  the  full  wartime 
implications  of  the  programme  and  then  went  on  to  show 
that,  since  agriculture  would  probably  be  the  basic  con- 
September,  1942    THE  ENGINEERING  JOURNAL 


sideration  in  post-war  reconstruction,  the  future  happiness 
and  welfare  of  mankind  was  not  unconnected  with  the 
future  of  the  Ford-Ferguson  Unit  Tractor.  In  spite  of 
occasional  lapses  and  in  spite  of  his  seventy-nine  years, 
the  "Wizard  of  Detroit"  has  not  lost  his  touch!  Seriously, 
though,  and  apart  from  the  merits  of  this  particular  pro- 
gramme and  equipment,  it  was  borne  in  upon  me  that 
engineers  have  not  done  nearly  as  well  for  the  farmer  as 
they  have  for  his  city  brother  and  that  agricultural  mechani- 
zation has  been  allowed  to  lag  behind  industrial  mechaniza- 
tion. If  agriculture  and  industry  are  to  pull  with  equal 
weight  in  the  double  harness  of  human  progress,  the  balance 
must  be  speedily  redressed. 


Many  important  positions  in  Washington  are  held  by 
women  whose  names  seldom  get  into  print  but  who  wield 
considerable  power  and  do  a  great  deal  of  important  work. 
There  were  several  such  women  as  guests  at  a  small  luncheon 
which  I  attended  recently.  Miss  Vera  Michaels  Dean, 
Research  Director  of  the  Foreign  Policy  Association  and 
author  of  numerous  pamphlets  and  books  was  there.  She 
talked  about  American  foreign  policy  in  respect  to  Russia. 
Miss  Bernice  Lotwin,  Assistant  Legal  Counsel  for  the  Man- 
power Board,  told  us  of  trends  in  the  mobilization  of  both 
manpower  and  womanpower.  Miss  Mary  Craig  McGeachy, 
who  is  the  representative  of  the  Ministry  of  Economic 
Warfare  at  the  British  Embassy,  is  a  Canadian  whom  I 
had  known  for  some  years.  Previously,  she  was  the  British 
Dominions  Liaison  officer  on  the  League  of  Nations 
Secretariat  at  Geneva.  The  fourth  guest  was  Miss  Barbara 
Ward,  the  Foreign  Editor  of  the  London  Economist.  She 
graduated  in  1935  from  Oxford  where  she  took  first  class 
honours  in  three  majors — Politics,  Economics  and  Philoso- 
phy! She  had  been  to  tea  at  the  White  House  with  Mrs. 
Roosevelt  the  previous  afternoon  and  was  featured  in 
"My  Day."  During  the  discussion,  a  number  of  interesting 
points  emerged.  For  instance,  support  of  Russia  is  important 
not  only  from  the  point  of  view  of  maintaining  a  front 
against  Germany  but  also  in  view  of  the  future  necessity 
of  a  land  front  against  Japan  and  aid  to  China.  The  sub- 
jugation of  Japan  by  the  tortuous  process  of  reconquering 
lost  Islands,  step  by  step  was  felt  to  be  an  extremely 
difficult  alternative.  It  was  interesting  to  have  explained 
how  the  facts  and  techniques  of  economic  warfare,  while 
serving  their  present  purposes,  were  being  organized  to 
serve  as  the  guide  and  framework  for  the  reconstruction  of 
the  post-war  world.  It  was  thrilling  to  hear  of  the  complete 
mobilization  in  Britain  of  manpower  and  womanpower  and 
also  of  time  and  money.  It  was  good  to  be  told  that  the 
controls  of  total  war  had  lead,  not  to  totalitarianism,  but 
to  a  new  understanding  of  democracy — not  the  social 
service  conception  of  the  state  caring  for  the  individual — 
but  the  vital  conception  of  the  state  depending  upon  the 
total  efforts  of  every  individual — in  a  vast  communal  effort 
for  survival. 


August  24,  1942. 


E.  R.  Jacobsen,  m.e.i.c. 


CORRESPONDENCE 

195  Maple  Avenue, 
Quebec,  Que. 
L.  Austin  Wright,  Secretary, 
Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  Que. 

Dear  Sir: — 

A  little  has  been  written  and  much  more  will  be  written 
about  rehabilitation  after  the  war.  I  would  like  to  make  an 
observation  to  the  Committee  on  Post- War  Problems. 

In  western  Canada  any  rehabilitation  will  have  to  be 
connected  directly  or  indirectly  with  development  in 
agriculture.  It  has  been  proposed  by  Mr.  P.  M.  Sauder, 
m.e.i.c,  that  more  land  in  the  southern  part  of  the  Prairie 
Provinces  be  opened  up  by  the  use  of  irrigation.  This  is  an 


excellent  project  and  would  provide  employment  for  engin- 
eers as  well  as  providing  more  farm  land. 

By  opening  up  more  agricultural  land  the  engineer  should 
realize  that  to  make  this  project  a  success  the  man  placed 
on  the  farms  must  be  competent  to  operate  them,  as  nothing 
will  wreck  an  irrigation  project  more  thoroughly  than 
incompetent  farmers.  After  the  last  war  many  returned 
soldiers  were  placed  on  farms  by  the  Government.  Many 
of  these  men  had  no  farm  training  and  went  through  trying 
times  and  eventually,  had  to  abandon  their  land. 

The  present  Government  has  expressed  its  intention  of 
placing  veterans  of  the  present  war  on  the  land.  Any  new 
irrigation  project  would  be  the  obvious  place  to  send  these 
men.  With  these  facts  in  mind  it  would  be  well  if  the 
advisers  to  the  Government  on  any  new  irrigation  project 
would  point  out  that  farmers  are  skilled  in  their  trade  and 
that  farms,  especially  farms  in  irrigation  areas,  are  not 
places  for  people  with  no  skill  at  farming. 

Engineers  are  too  often  guilty  of  forgetting  everything 
but  the  technical  aspects  of  projects  in  which  they  are 
interested.  In  rehabilitation  particularly,  the  human 
element  is,  in  the  final  analysis,  the  only  element  to  be 
considered.  We,  as  engineers,  should  be  sure  that  the  works 
of  our  heads  and  hands  are  of  real  benefit  to  Canada.  By 
following  in  the  footsteps  of  C.  D.  Howe, Hon. m.e.i.c,  and 
taking  a  vital  interest  in  the  problems  of  Government,  we 
will  assure  Canada  of  the  answers  to  her  post-war  problems. 


Yours  truly, 
(Signed)  C. 


K.  Hurst,  m.e.i.c, 
r.c.n. v.r. 


MEETING  OF  COUNCIL 

A  Regional  Meeting  of  the  Council  of  the  Institute  was 
held  at  the  Nova  Scotian  Hotel,  Halifax,  N.S.,  on  Friday, 
August  7th,  1942,  convening  at  ten  o'clock  a.m. 

Present:  President  C.  R.  Young  (Toronto)  in  the  chair; 
Past-President  C.  J.  Mackenzie  (Ottawa);  Vice-Presidents 
deGaspe  Beaubien  (Montreal),  K.  M.  Cameron  (Ottawa), 
and  G.  G.  Murdoch  (Saint  John)  ;  Councillors  F.  W.  Gray 
(Sydney)  and  J.  R.  Kaye  (Halifax);  General  Secretary  L. 
Austin  Wright,  and  Assistant  General  Secretary  Louis 
Trudel.  There  were  also  present  by  invitation — Past- Vice- 
Presidents  F.  A.  Bowman  (Halifax)  and  S.  C.  Mifflen 
(Sydney)  ;  Past  Councillors  W.  P.  Copp,  F.  W.  W.  Doane, 
H.  S.  Johnston,  I.  P.  Macnab  and  Harvey  Thorne,  of 
Halifax;  P.  A.  Lovett,  chairman,  S.  L.  Fultz,  immediate 
past-chairman,  and  Dr.  A.  E.  Cameron,  A.  E.  Flynn,  J.  D. 
Fraser  and  J.  A.  MacKay,  members  of  the  executive  of  the 
Halifax  Branch;  G.  A.  Gaherty  (Montreal),  chairman, 
Committee  on  Western  Water  Problems,  and  member  of  the 
Committee  on  Professional  Interests  and  the  Finance  Com- 
mittee. 

The  president  extended  a  cordial  welcome  to  all  council- 
lors and  guests,  and  asked  each  person  present  to  rise  and 
give  his  name,  place  of  residence,  and  Institute  affiliation. 
He  invited  everyone  to  take  part  in  the  discussions,  as  the 
opinions  and  advice  of  past  officers  would  be  very  helpful 
to  Council. 

The  general  secretary  read  resolutions  which  had  been 
submitted  by  eight  of  the  Institute  branches  in  response  to 
a  resolution  passed  and  circulated  by  the  Saint  John 
Branch,  urging  Council  to  take  immediate  action  with  a 
view  to  obtaining  for  engineers  in  the  armed  forces  the 
same  recognition  in  regard  to  rank  and  pay  as  that  accorded 
to  members  of  the  medical  and  dental  services. 

Mr.  Wright  pointed  out  that  this  matter  had  been 
receiving  the  attention  of  Council  for  over  three  years. 
Strong  representations  had  been  made  to  the  Department 
of  National  Defence  on  several  occasions.  Considerable 
correspondence  and  many  interviews  had  culminated  in  a 
letter  from  the  Department  dated  January  2nd,  1942, 
stating  that  no  action  could  be  taken.  Recent  correspond- 
ence between  the  president  of  the  Dominion  Council  of 


THE  ENGINEERING  JOURNAL     September,  1942 


525 


Professional  Engineers  and  the  Minister  of  National  De- 
fence for  Air,  indicated  that  the  matter  had  again  been 
considered  by  the  Defence  Council  and  that  the  same 
decision  had  been  reached  "that  it  is  not  possible  to  take 
action  to  increase  the  rates  of  pay  for  Engineer  Officers." 

The  general  secretary  outlined  briefly  some  of  the  difficul- 
ties in  the  way  of  obtaining  such  recognition  for  Engineer 
Officers.  One  of  the  greatest  troubles  was  to  define  the  term 
"engineer"  and  to  find  any  officer  whose  work  was  restricted 
to  that  field.  Moreover,  enlistment  of  engineers  is  not 
restricted  to  any  one  branch  of  the  service.  Frequently, 
members  of  the  profession  are  in  positions  where  they  are 
not  doing  professional  work.  In  the  case  of  medical  doctors 
there  is  no  difficulty  in  defining  their  work.  If  a  doctor  in 
the  active  services  were  not  practising  his  profession  he 
would  not  receive  the  professional  allowance. 

Mr.  Wright  stated  that  there  were  many  difficulties  in 
the  way,  but  suggested  that  the  matter  might  be  taken  up 
once  more  with  the  Department  and  if  it  is  found  definitely 
that  nothing  can  be  done,  an  announcement  to  that  effect 
should  be  made  in  the  Engineering  Journal,  so  that  mem- 
bers of  the  Institute  may  know  that  the  matter  had  received 
the  attention  of  Council. 

Past-President  Mackenzie  was  entirely  in  sympathy  with 
the  purpose  of  the  resolutions,  but  from  a  personal  know- 
ledge of  the  situation  felt  that  little  more  could  be  done  at 
the  moment.  In  his  opinion  the  Defence  Council  would 
have  no  objection  to  an  announcement  being  made  in  the 
Journal,  but  suggested  that  the  matter  might  be  discussed 
with  Major-General  Letson. 

Following  further  discussion,  it  was  decided  that  the 
general  secretary,  after  consultation  with  Major-General 
Letson,  should  prepare  an  item  for  the  Journal. 

A  letter  was  presented  from  Councillor  J.  G.  Hall,  chair- 
man of  the  Institute's  Membership  Committee,  advising 
that  he  had  nothing  definite  to  report  on  at  the  moment, 
but  his  committee  would  be  very  glad  to  have  any  further 
suggestions  which  the  members  from  the  Maritime  prov- 
inces might  care  to  submit. 

The  main  point  under  consideration  by  the  committee 
was  the  method  of  considering  applications  for  admission 
to  the  Institute.  In  the  brief  discussion  which  followed  it 
appeared  that  members  present  felt  that  Council  was  right 
in  giving  weight  to  the  branch  recommendation.  It  was 
pointed  out  that  under  present  procedure  Council  does  not 
make  a  decision  contrary  to  the  branch  recommendation 
without  first  referring  the  case  back  to  the  branch  for 
further  consideration.  The  discussion  was  noted  for  trans- 
mission to  Mr.  Hall. 

A  brief  report  was  presented  from  Dr.  J.  B.  Challies, 
chairman  of  the  Committee  on  Professional  Interests,  from 
which  it  was  noted  that  satisfactory  progress  was  being 
made  by  the  Manitoba  group  in  the  preparation  of  a  final 
draft  of  an  agreement  between  the  Institute  and  the 
Association  of  Professional  Engineers  of  Manitoba. 

The  general  secretary  submitted  comparative  figures  on 
the  membership  in  the  provinces  of  Nova  Scotia  and  New 
Brunswick  before  and  after  the  signing  of  the  co-operative 
agreements.  These  figures  showed  a  substantial  increase  in 
both  provinces. 

The  general  secretary  read  a  progress  report  from  Mr. 
W.  C.  Miller,  chairman  of  the  Institute's  Committee  on 
Post-War  Problems.  The  membership  of  the  committee  to 
date  was  noted,  seven  additional  members  having  been 
appointed  by  the  president  since  the  last  meeting  of 
Council. 

It  was  noted  that  the  committee  was  now  studying  the 
replies  received  from  the  Institute  branches  regarding  the 
questionnaire  sent  out  by  Mr.  K.  M.  Cameron's  sub- 
committee on  construction  projects  of  Dr.  F.  Cyril  James' 
Committee  on  Reconstruction.  It  was  also  noted  that  a 
summary  of  the  evidence  presented  by  Dr.  James  before 
the  Parliamentary  Committee  on  Reconstruction  and  Re- 
Eetablishment  had  been  prepared  by  Mr.  Miller,  and  had 


526 


been  published  in  the  August  number  of  the  Journal.  The 
report  was  accepted  and  approved. 

Mr.  Cameron  commented  briefly  on  the  work  of  his 
sub-committee,  the  principal  function  of  which  would  be 
to  advise  on  the  machinery  that  might  be  set  up  in  con- 
nection with  construction  projects  as  a  means  of  employ- 
ment after  the  war,  and  consideration  of  the  value  of  such 
projects.  Mr.  Cameron  felt  that  this  work  offered  a  splendid 
opportunity  to  help  in  the  re-establishment  of  engineers 
after  the  war. 

Copies  of  a  progress  report  of  the  Special  Committee  on 
the  Engineering  Features  of  Civil  Defence  were  distributed 
to  the  meeting.  This  report  outlined  briefly  the  sequence  of 
events  leading  to  the  appointment  of  the  committee.  The 
committee  at  present  consists  of  thirteen  appointed  mem- 
bers, five  of  whom  are  also  branch  committee  chairmen,  and 
nine  branch  committee  chairmen,  who  are  ex-officio  mem- 
bers of  the  committee.  In  anticipation  of  Council's  approval, 
the  programme  was  being  carried  on  under  the  various 
headings  of  the  "terms  of  reference,"  a  revised  draft  of 
which  was  submitted  for  approval. 

Mr.  Macnab,  chairman  of  the  Halifax  Branch  com- 
mittee, reported  on  the  progress  being  made  in  Nova  Scotia. 
He  had  received  splendid  co-operation  in  getting  his  com- 
mittee organized.  With  copies  of  Professor  Webster's 
lectures  now  available,  the  committee  would  be  able  to 
start  its  active  work. 

The  president  reported  that  additional  members  had 
been  appointed  to  the  committee  since  the  last  meeting  of 
Council.  In  his  opinion  it  was  important  to  note  that  this 
committee  was  working  in  close  co-operation  with  the 
Government's  A.R.P.  Committee  under  Dr.  R.  J.  Manion. 

The  general  secretary  read  a  report  from  Mr.  Wills 
Maclachlan,  chairman  of  the  Committee  on  Industrial 
Relations,  from  which  it  was  noted  that  an  organization 
meeting  had  been  held  in  Toronto  on  July  25th.  Additional 
members  had  been  appointed  to  the  committee  by  the 
President. 

The  report  recommended  that  certain  articles  be  pub- 
lished in  the  Engineering  Journal  and  that  during  the  year 
each  branch  of  the  Institute  should  have  presented  before 
it  a  paper  dealing  with  either  the  broad  subject  of  industrial 
relations  or  some  phase  of  it.  The  committee  stands  ready 
to  assist  branches,  if  so  desired  in  obtaining  suitable 
speakers  to  present  such  papers.  The  committee  has 
decided  on  four  subjects  for  study  and  later  report. 

The  general  secretary  read  a  letter  from  the  Institution 
of  Mechanical  Engineers,  confirming  their  cabled  advice  of 
the  award  of  the  James  Watt  International  Medal  to  Mr. 
A.  G.  M.  Michell,  f.r.s.,  of  Melbourne,  Australia,  and 
advising  that  as  it  is  not  likely  that  Mr.  Michell  will  be 
able  to  receive  the  award  personally,  it  is  proposed  to  ask 
the  High  Commissioner  for  Australia  to  receive  the  medal 
on  his  behalf  at  a  ceremony  to  be  held  at  the  Institution 
headquarters  some  time  in  January  1943,  to  which  the 
Institute  will  be  asked  to  appoint  an  official  delegate. 

After  some  discussion  it  was  decided  to  ask  Lieut.- 
General  A.  G.  L.  McNaughton  to  represent  the  Institute 
on  that  occasion,  or,  if  he  is  unable  to  be  present,  some 
other  person  to  be  appointed  by  him. 

As  chairman  of  the  Finance  Committee,  Vice-President 
Beaubien  reported  that  the  finances  of  the  Institute  were 
in  a  sound  condition,  although  he  would  not  recommend 
any  new  undertakings  at  the  present  time. 

Council  noted  with  sincere  regret  the  death  of  Councillor 
H.  F.  Morrisey,  of  Saint  John,  N.B.,  which  had  occurred 
in  Montreal  on  June  25th,  1942. 

On  the  motion  of  Vice-President  Murdoch,  seconded  by 
Mr.  Macnab,  it  was  unanimously  resolved  that  Mr.  A.  0. 
Wolff  be  appointed  as  councillor  to  represent  the  Saint 
John  Branch  until  the  next  annual  election. 

The  general  secretary  read  a  brief  progress  report  fro: 
Mr.  H.  F.  Bennett,  chairman  of  the  Committee  on  tf 
Training  and  Welfare  of  the  Young  Engineer,  from  whic! 

September,  1942    THE  ENGINEERING  JOURNAL 


1 


it  was  noted  that  fourteen  of  the  Institute  branches  had 
appointed  Committees  on  Student  Counselling.  The  com- 
mittee hoped  that  the  remaining  branches  would  appoint 
their  committees  before  the  opening  of  the  school  year  in 
September.  The  distribution  of  the  booklet  "The  Profession 
of  Engineering  in  Canada"  had  been  extended  to  cover 
every  English  speaking  high  school  in  the  Dominion. 
Further  copies  are  being  distributed  through  the  branch 
Student  Counselling  Committees.  The  committee  empha- 
sizes the  necessity  of  increased  activity  among  the  younger 
members,  and  further  studies  of  the  possibilities  in  this 
field  are  being  continued.  The  committee  hopes  to  make  a 
further  report  on  this  phase  of  its  activity  before  the  next 
annual  meeting. 

The  president  reported  that  a  French  version  of  the 
booklet  "The  Profession  of  Engineering  in  Canada"  was 
nearing  completion  and  would  be  ready  for  distribution 
shortly. 

At  the  annual  meeting  held  in  February  1942  the  question 
of  prizes  for  Students  and  Juniors  of  the  Institute  had  been 
referred  by  Council  to  Mr.  Bennett's  committee  for  con- 
sideration, and  the  committee  now  presented  the  following 
report  : 

To  the  President  and  Members  of  Council: 

At  the  meeting  of  Council  at  the  Annual  Meeting  of  the 
Engineering  Institute  of  Canada  at  Montreal  in  February, 
1942,  the  question  of  prizes  for  Student  and  Junior  members 
was  discussed  and  the  whole  matter  of  these  prizes  was 
referred  to  the  Committee  on  the  Training  and  Welfare  of 
the  Young  Engineer  for  their  report. 

The  present  prizes  consist  of  the  Martin  Murphy  prize 
for  the  Maritime  Provinces,  the  Ernest  Marceau  prize  and 
the  Phelps  Johnson  prize  for  the  Province  of  Quebec,  the 
John  Galbraith  prize  for  the  Province  of  Ontario,  and  the 
H.  N.  Ruttan  prize  for  the  Western  Provinces. 

This  matter  was  referred  to  the  members  of  this  com- 
mittee and  the  twenty-five  branches  of  the  Institute  on 
April  8th.  Again  on  July  4th  a  circular  was  issued  to  this 
same  group,  especially  dealing  with  this  matter  of  Institute 
Student  and  Junior  prizes. 

Replies  have  been  received  from  about  50  per  cent  of 
the  branches,  and  not  one  reply  has  indicated  that  these 
prizes  should  be  discontinued.  Hearty  approval  of  the 
prizes  was  general.  Suggestions  were  made  as  to  the  adminis- 
tration of  these  prizes,  and  based  on  this  information  your 
Committee  is  ready  to  report  at  this  time. 

(1)  It  is  recommended  that  the  five  Student  and  Junior 
prizes  be  continued  with  extension  if  it  is  financially 
possible. 

(2)  The  following  programme  of  publicity  should  be 
carried  out  each  year  in  order  that  every  member  of  the 
Institute  who  might  be  a  competitor  may  be  advised  of  the 
terms  and  time  of  the  competition  : — 

(a)  Editorial  notice  on  the  subject  should  be  published 
in  the  Journal. 

(b)  The  President  and  General  Secretary,  on  their  visits 
to  Branches,  should  emphasize  these  prizes. 

(c)  The  General  Secretary  should  issue  a  special  letter 
to  each  Branch  in  September  of  each  year,  drawing  the 
attention  of  the  Branch  Secretary  to  the  prize  competition 
and  instructing  him  as  to  the  circularization  of  all  Junior 
and  Student  members  of  the  Branch. 

(d)  The  special  branch  committee  having  to  do  with 
Junior  activities  should  be  urged  to  follow  up  this  com- 
petition and  see  that  papers  are  presented  before  the 
Branch  in  time  for  entry. 

(e)  As  far  as  it  is  possible,  every  Branch  should  hold  at 
least  one  meeting  each  year  for  the  Junior  members,  at 
which  meeting  papers  entering  for  these  prizes  could  be 
read,  and  in  addition,  branch  prizes  given  to  the  extent 
possible  in  the  separate  branches. 

(3)  It  is  evident  from  our  investigations  that  those 
branches  which  have  specialized  in  Junior  activities  have 


had   considerable  success  in   the   presentation  of   papers 
suitable  for  these   prizes.   This  is  especially  true  in  the 
Peterborough  Branch  where  in  five  successive  years  a  mem- 
ber of  that  Branch  has  won  the  John  Galbraith  Prize. 
Respectifully  submitted  on  behalf  of  the  Committee. 

(Signed)  Harry  F.  Bennett,  m.e.i.c, 

Committee  Chairman. 
July  30th,  1942. 

The  general  secretary  reported  that  the  American  Society 
of  Civil  Engineers  is  planning  to  hold  its  Fall  Meeting  in 
Niagara  Falls,  Ontario,  during  the  week  of  October  11th. 
The  first  two  days  would  be  devoted  to  committee  meetings 
of  the  A.S.C.E.,  and  the  professional  meetings  would  be 
held  on  Wednesday  and  Thursday,  the  14th  and  15th.  The 
Society  had  invited  the  Institute  to  participate  with  it  in 
the  meeting,  making  it  clear  that  the  Institute  would  not 
be  involved  in  any  expense,  but  would  participate  by  pro- 
viding speakers  for  the  luncheons  and  the  dinner,  and  for 
some  of  the  technical  sessions.  At  a  recent  conference  in 
Montreal,  Mr.  Wright  and  Mr.  Seabury  had  discussed  the 
matter  in  detail  and  had  drawn  up  a  tentative  programme. 

The  proposal  was  received  with  enthusiasm,  and  it  was 
unanimously  agreed  that  the  Institute  would  participate 
in  and  support  the  joint  meeting  in  every  way  possible. 

By  way  of  recognition  of  the  splendid  service  rendered 
to  the  Institute  by  Professor  Webster  during  his  recent 
visit  to  Canada,  it  was  proposed  that  an  Honorary  Mem- 
bership be  given  to  him.  Professor  Webster,  through  the 
medium  of  lectures  to  certain  branches  of  the  Institute  and 
a  series  of  lectures  on  "Structural  Defence  against  Bomb- 
ing," given  under  the  auspices  of  the  Institute  in  Toronto, 
as  well  as  by  special  services  rendered  to  the  active  service 
forces  and  specific  industries,  had  rendered  an  unusual 
service  both  to  the  Institute  and  to  Canada.  The  notes  of 
his  lectures,  which  had  been  published  and  circulated  by 
the  Institute,  perhaps  constituted  the  best  and  most  up  to 
date  publication  on  this  vital  topic.  Therefore,  on  the  motion 
of  Past-President  Mackenzie,  seconded  by  Vice-President 
Beaubien,  it  was  unanimously  resolved  that  the  name  of 
Professor  Frederick  Webster,  Deputy  Chief  Engineer, 
Ministry  of  Home  Security,  London,  England,  be  sub- 
mitted to  the  next  meeting  of  Council  for  nomination  to 
Honorary  Membership  in  the  Institute.  Subsequent  to  the 
nomination  a  ballot  will  be  submitted  to  all  councillors. 

Attention  having  been  drawn  to  the  fact  that  Mr.  H.  C. 
Burchell,  of  Windsor,  Nova  Scotia,  had  been  a  Member  of 
the  Institute  since  1887,  it  was  unanimously  resolved  that 
the  greetings  of  this  Council  be  sent  to  Mr.  Burchell. 

A  number  of  applications  were  considered  and  the  follow- 
ing elections  and  transfers  were  effected: 

Admissions 

Members 10 

Junior 1 

Students 4 

Affiliates 3 

Transfers 

Juniors  to  Members 2 

Students  to  Members 2 

Students  to  Juniors 3 

A  letter  was  read  from  Mr.  A.  A.  Turnbull,  President  of 
the  Association  of  Professional  Engineers  of  the  Province 
of  New  Brunswick,  expressing  regret  at  his  inability  to 
attend  the  meeting,  and  extending  greetings  and  best  wishes. 

On  behalf  of  the  past  officers  present,  Colonel  Doane 
expressed  sincere  thanks  to  Council  for  its  courtesy  in 
affording  them  the  privilege  of  attending  this  meeting. 

It  was  left  to  the  president  and  the  general  secretary  to 
decide  on  the  date  for  the  next  meeting  of  Council. 

There  being  no  further  business,  the  Council  rose  at  one 
o'clock  p.m. 


THE  ENGINEERING  JOURNAL    September,  1942 


527 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  August  7th,  1942,  the  following 
elections  and  transfers  were  effected: 

Members 

Finlayson,  Harold  Musgrave,  b.sc.  (Civil),  (McGill  Univ.),  hydrau- 
lic engr.,  Shawinigan  Water  &  Power  Company,  Montreal,  Que. 

Loomis,  Dan  McKay,  b.sc.  (Mech.),  (McGill  Univ.),  sources  officer, 
tank  production  hi.,  Dept.  of  Munitions  and  Supply,  Montreal,  Que. 

Matte,  Raymond  E.,  b.a.Sc,  ce.,  (Ecole  Polytechnique),  engr., 
sales  dept.,  Canadian  Tube  and  Steel  Products  Ltd.,  Montreal,  Que. 

Millman,  Joseph  Malcolm,  B.Eng.  (Mech.  and  Civil),  (Univ.  of 
Sask.),  12  Ontario  Street  So.,  St.  Catharines,  Ont. 

O'Neill,  John  Johnston,  B.Sc  (Mining),  m.Sc.  (Geol.),  (McGill 
Univ.),  Ph.D.  (Geol.),  (Yale  Univ.),  Dean  of  the  Faculty  of  Engineer- 
ing, McGill  University,  Montreal,  Que. 

Smith,  James  Morrison,  b.a.Sc.  (Univ.  of  Toronto),  dftsman., 
Dept.  of  Highways  of  Ontario,  Toronto,  Ont. 

Steven,  James  Harry  Alexander,  locating  engr.,  Dept.  of  Public 
Works,  Kamloops,  B.C. 

Walters,  Paul  W.,  b.a.Sc.  (Univ.  of  Toronto),  investigator,  organiza- 
tion branch,  Civil  Service  Commission,  Ottawa,  Ont. 

Wilson,  John  Shaw  (Royal  Tech.  Coll.),  president  and  gen.  mgr., 
Tyee  Machinery  Co.  Ltd.,  Vancouver,  B.C. 

Junior 
McQuarrie,  Alexander  Macrae,  B.sc.  (Elec),  (Univ.  of  Alta.),  air- 
craft instrument  engr.,  Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 

Affiliates 
Davis,  Rohert  (Royal  Tech.  Coll.),   hull  engr.,   Wartime  Merchant 

Shipping  Ltd.,  Montreal,  Que. 
Hamel,  Joseph  Henry   (St.   Dunstan's  Univ.),  supt.  and  engr.  for 

E.  G.  M.  Cape  &  Company,  at  St.  John's,  Nfld. 
Hinton,    Ralph,    mtce.    engr.,    Queen's    University    and    Kingston 

General  Hospital,  Kingston,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 
Gandefroy,  Henri,  b.a.Sc,  CE.  (Ecole  Polytechnique),  B.s.  (Elec), 
(Mass.   Inst.  Tech.),   asst.   professor  of  mathematics,    Ecole   Poly- 
technique,  Montreal,  Que. 


Roy,  Joseph  Eugene  Leo,  "b.a.Sc,  ce.  (Ecole  Polytechnique),  B.Eng. 
(Elec),  (McGill  Univ.),  power  sales  engr.,  Quebec  Power  Company, 
Quebec,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Member 
Chapman,   Stuart   M.,   B.Eng.    (Chem.),    (McGill   Univ.),    research 

associate,  Pulp  &  Paper  Research  Institute  of  Canada,  Montreal, 

Que. 
Harrigan,  Mayo  Arthur  Perrin,  Lieut.  (SB),  B.Sc.  (Elec.  &  Mech.), 

(N.S.   Tech.   Coll.),   asst.   to  the  chief  engr.,   H.M.C.   Dockyard, 

Halifax,  N.S. 

Transferred  from  the  class  of  Student  to  that  of  Junior 
Leroux,  Fred  Clements,  B.Sc.  (Agric),   (Univ.  of  Sask.),  field  and 

agric  engr.,  British  Columbia  Plywoods  Ltd.,  Vancouver,  B.C. 
Peterson,   Robert,  B.Sc.    (Civil),    (Univ.   of  Sask.),   S.M.    (Harvard 

Univ.),   asst.   engr.,   P.F.R.A.,   soil   mechanics  lab.,   University  of 

Saskatchewan,  Saskatoon,  Sask. 
Watson,  John  Crittenden,  B.Eng.  (Mech.),   (McGill  Univ.),  service 

engr..  Combustion  Engineering  Corporation  Ltd.,  Montreal,  Que. 

Students  Admitted 
Campbell,  George  I.,  B.Sc.   (Queen's  Univ.),  testman,  Can.  Gen. 

Elec.  Co.  Ltd.,  Peterborough,  Ont. 
Flemming,  William  Dunlap  (McGill  Univ.),  asst.  field  engr.,  Can. 

Dredge  &  Dock  Co.  Ltd.,  67  Queen  St.,  Truro,  N.S. 
Molyneux,  Thomas  Emmet,  B.Sc.  (Civil),  (Univ.  of  Sask.),  c/o  U.S. 

Public  Roads  Administration,  Muskwa,  B.C. 
Ormiston,  Russell  Willson  (Univ.  of  Sask.),  c/o  U.S.  Public  Roads 

Administration,  Muskwa,  B.C. 

By  virtue  of  the  co-operative  agreements  with  the  Provincial  Pro- 
fessional Associations,  the  following  elections  and  transfers  have 
become  effective: 

Member 
Phillips,  George  L.,  mining  engr.,  Saint  John  Drv  Dock  &  Shipbldg. 

Co.  Ltd.,  East  Saint  John,  N.B. 

Transferred  from  the  class  of  Junior  to  that  of  Member 
Carey,  Roger  Packard,  B.Eng.  (N.S.  Tech.  Coll.),  instr'man.,  Dept. 
of  Highways,  Sackville,  N.B. 

Student 
McNallv,  Reginald  Winnett,  B.s,-.   (Mech),   (Univ.  of  Sask.),  2nd 
Lieut..  O.T.C.  (W.C.),  C.A.A.  Wing.  Gordon  Head,  B.C. 


Personals 


H,  W.  McKiel,  m.k.i.c,  past  president  of  the  Institute, 
took  office  in  July  as  district  governor  of  Rotary  Inter- 
national, the  world-wide  organization  which  has  more  than 
5,000  clubs  with  210,000  members  devoted  to  service  to 
their  communities  and  their  countries.  Mr.  McKiel  is  Dean 
of  the  Science  Faculty  of  Mount  Allison  University  in 
Sackville,  N.B.  He  is  a  former  president  of  the  Association 
of  Professional  Engineers  of  New  Brunswick  and  the 
Maritime  Chemical  Society,  vice-president  of  the  Canadian 
Institute  of  Chemistry  and  chairman  of  the  Maritime 
Branch  of  the  Canadian  Institute  of  Chemistry. 

Unanimously  elected  at  Rotary's  recent  convention  in 
Toronto,  Ont.,  by  delegates  representing  Rotary  clubs  in 
more  than  50  countries  of  the  world,  Mr.  McKiel  will  devote 
much  of  his  time  during  his  year  in  office  to  visiting  the  33 
Rotary  clubs  in  Nova  Scotia,  New  Brunswick,  Newfound- 
land, Prince  Edward  Island,  Quebec  and  Maine,  U.S.A., 
which  comprise  the  192nd  district  of  Rotary  International, 
and  advising  officers  and  committeemen  on  the  activities 
of  their  clubs.  He  will  serve  as  district  governor  until 
shortly  after  Rotary's  1943  convention  in  Philadelphia, 
Penna.,  in  June. 

A.  O.  WolfT,  M.e.i. c.,  district  engineer,  Canadian  Pacific 
Railway,  Saint  John,  N.B.,  has  been  appointed  councillor 
to  represent  the  Saint  John  Branch  of  the  Institute  until 
the  next  annual  election,  replacing  Lieut.-Colonel  H.  F. 
Morrisey  who  died  recently.  He  joined  the  Canadian 
Pacific  Railway  Company  in  1908  as  an  instrument  man  and 
in  1913  he  became  an  assistant  engineer  on  field  work.  In 
1915  he  was  appointed  division  engineer  at  Brownville 
Junction,  Maine,  U.S.A.,  and  in  1929  he  was  transferred 
to  London,  Ont.,  as  a  division  engineer.  In  1930  he  became 


528 


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


assistant  district  engineer  at  Toronto  and  a  year  later  he 
received  his  present  appointment. 

Mr.  Wolff  was  chairman  of  the  London  Branch  of  the 
Institute  in  1937. 

G.  H.  Rogers,  m.e.i.c,  has  been  appointed  secretary  of 
the  Bell  Telephone  Company  of  Canada  and  has  moved 


G.  H.  Rogers,  M.JC.I.C. 

from  Toronto  to  Montreal  to  take  over  his  new  duties  at 
the  company's  head  office.  He  was  born  and  educated  in 
England   where   he   began   his   career   with   the    National 

September,  1942    THE  ENGINEERING  JOURNAL 


H.  W.  McKiel,  M.E.I.C 


A.  O.  Wolff,  M.E.I.C. 


S.  W.  Gray,  M.E.I.C. 


Telephone  Company  in  1902.  He  came  to  Canada  in  1906 
as  a  draftsman  with  the  Bell  Telephone  Company  of 
Canada.  A  year  later  he  became  development  engineer  and 
in  1910  he  was  appointed  transmission  engineer.  From 
1913  to  1916  he  was  on  construction  work  with  the  company 
and  during  the  years  1917  to  1920  he  was  engaged  on  rate 
studies  and  surveys.  In  1921  he  was  appointed  general 
commercial  engineer  at  Montreal,  and  in  1930  he  was  named 
first  general  commercial  manager  of  the  newly  established 
western  area,  with  headquarters  in  Toronto,  a  position 
from  which  he  has  just  been  promoted. 

W.  R.  Fricker,  M.E.I.C.,  has  been  appointed  district 
engineer  of  Canadian  Westinghouse  Company  at  Montreal. 
Born  in  England,  he  graduated  from  the  Swansea  Technical 
College,  Wales,  and  served  his  apprenticeship  with  the 
Western  Engineering  Company  at  Swansea.  From  1923  to 

1929  he  was  successively  employed  as  electrical  engineer 
with  the  Torque  Electrical  Engineering  Company  and  the 
Mond  Nickel  Company,  Limited,  at  Swansea.  He  came  to 
Canada  in  1929  as  a  district  service  engineer  with  Canadian 
Westinghouse  Company  at  Regina,  Sask. 

Paul  E.  Cooper,  M.E.I.C.,  manager  of  the  Thames  Board 
Mills,  Limited,  at  Warrington,  Lancashire,  England,  has 
recently  been  appointed  president  of  the  local  Chamber  of 
Commerce.  Born  in  Ottawa,  Mr.  Cooper  graduated  in  civil 
engineering  from  McGill  University  in  1923.  Upon  gradua- 
tion he  joined  the  Singer  Manufacturing  Company  as  a 
topographical  engineer  in  charge  of  surveys  on  the  com- 
pany's limits  north  of  Ottawa.  Later  he  became  location 
engineer  in  connection  with  the  construction  of  a  standard 
gauge  railroad  in  the  vicinity  of  Thurso,  Que.  In  1926  he 
joined  the  Canadian  International  Paper  Company  and 
was  engaged  on  mill  construction  at  Gatineau.  Later  he  was 
resident  engineer  on  construction  of  the  Hydro  Electric 
Development  at  Kent's  Falls,  N.Y.,  for  the  same  firm.  In 

1930  he  became  plant  engineer  in  charge  of  maintenance 
and  construction  work  at  the  Piercefield  Mill  in  northern 
New  York  State.  His  services  later  were  transferred  to  a 
subsidiary  company — the  Continental  Paper  and  Bag 
Corporation — and  subsequently  he  became  plant  engineer 
and  then  manager  of  the  Rumford  mill. 

Mr.  Cooper's  association  with  the  Thames  Board  Mills 
began  in  1936,  when  he  went  to  Warrington,  England,  in 
charge  of  construction. 

H.  M.  Howard,  m.e.i.c,  who  has  been  with  the  Eldorado 
Gold  Mines,  Limited,  Port  Hope,  Ont.,  since  the  spring, 
has  been  appointed  mill  superintendent  of  the  mine  at 
Great  Bear  Lake,  Port  Radium,  N.W.T. 

W.  I.  Shuttleworth,  m.e.i.c,  R.C.A.F.,  who  has  been 
stationed  at  Gander,  Newfoundland,  since  December,  1941, 
has  been  promoted  to  Flight-Lieutenant  and  transferred 
to  St.  John's,  Newfoundland. 


S.  W.  Gray,  m.e.i.c,  assistant  hydraulic  engineer  of  the 
Nova  Scotia  Power  Commission,  has  been  appointed 
maritime  regional  representative  of  the  Wartime  Bureau  of 
Technical  Personnel  with  offices  at  Halifax.  He  will  be 
assisted  by  G.  F.  Bennett,  m.e.i.c,  and  A.  D.  Foulis, 
m.e.i.c,  who  will  both  act  in  an  honorary  capacity. 

Mr.  Gray,  who  is  on  leave  from  the  Nova  Scotia  govern- 
ment is  a  councillor  of  the  Institute  representing  the 
Halifax  Branch.  He  is  also  joint  secretary  of  the  Halifax 
Branch  and  the  Association  of  Professional  Engineers  of 
Nova  Scotia.  He  is  a  past-president  of  the  Association  of 
Professional  Engineers. 

G.  McL.  Pitts,  m.e.i.c,  has  been  unanimously  elected  a 
Fellow  of  the  Royal  Institute  of  British  Architects  by  a 
special  resolution  of  the  Council  of  the  Institute.  He  was 
at  the  same  time  elected  a  member  of  the  Council.  Mr. 
Pitts  is  a  councillor  of  The  Engineering  Institute  of  Canada 
representing  the  Montreal  Branch,  is  president  of  the 
Royal  Architectural  Institute  of  Canada,  president  of  the 
Graduates'  Society  of  McGill  University,  past-president 
and  councillor  of  the  Province  of  Quebec  Association  of 
Architects  and  a  member  of  the  firm  of  Maxwell  and  Pitts, 
architects,  Montreal. 

Flight  Lieutenant  Cyril  G.  Carroll,  m.e.i.c,  formerly  at 
the  Directorate  of  Works  and  Buildings,  R.C.A.F.  Head- 
quarters, Ottawa,  is  now  Camouflage  Officer  at  Western 
Air  Command  of  the  R.C.A.F.,  Victoria,  B.C. 

H.  B.  Dickens,  m.e.i.c,  has  recently  been  appointed 
supervising  engineer  in  the  Department  of  Public  Works  at 
Ottawa.  He  returned  to  Canada  from  England  last  year, 
after  having  filled  a  two-year  appointment  with  the  British 
War  Office  at  Woolwich  Arsenal.  Later  he  was  attached  as  a 
consultant  to  the  General  Engineering  Company  at  Toronto. 

C.  Neufeld,  m.e.i.c,  has  taken  a  position  as  assistant 
engineer  in  the  Bridge  Department  of  the  Canadian  Pacific 
Railway  at  Montreal.  He  was  previously  on  the  staff  of 
the  Dominion  Bridge  Company  at  Calgary  as  designing 
engineer.  Mr.  Neufeld,  who  graduated  from  the  University 
of  Saskatchewan  in  the  class  of  1935,  was  the  winner  of  the 
H.  N.  Ruttan  Prize  of  the  Institute  in  1938. 

T.  C.  Thompson,  m.e.i.c,  has  recently  returned  from 
overseas,  having  been  invalided  out  of  the  army.  He  had 
been  in  England  with  the  Royal  Canadian  Ordnance 
Corps.  Before  enlisting  in  1940  he  was  with  the  Bell  Tele- 
phone Company  of  Canada  in  Montreal. 

M.  M.  Price,  m.e.i.c,  has  recently  been  transferred  from 
Port  Arthur,  Ont.,  to  Prince  Rupert,  B.C.,  as  assistant 
division  engineer  with  the  Canadian  National  Railways. 
He  was  previously  assistant  bridge  and  building  master  at 
Port  Arthur. 


THE  ENGINEERING  JOURNAL    September,  1942 


529 


W.  L.  Kent,  m.e.i.c,  has  recently  returned  from  Nevada, 
U.S.A.,  where  he  was  employed  with  Basic  Magnesium 
Incorporated,  and  has  taken  a  position  with  the  Northern 
Construction  Company  and  J.  W.  Stewart  Limited  at 
Vancouver,  B.C. 

J.  P.  Estabrook,  jr. e. i.e.,  has  recently  joined  the  staff  of 
the  Aluminum  Company  of  Canada,  Limited,  at  Shawinigan 
Falls,  Que.  He  was  previously  employed  with  Price  Bros.  & 
Company,  Limited,  at  Riverbend,  Que.,  after  having 
graduated  from  Queen's  University  in  1939. 

Edward  Ryan,  jr.E.i.c,  has  taken  a  position  in  the  Works 
and  Buildings  Branch,  Naval  Service,  Department  of 
National  Defence  at  Ottawa,  as  assistant  engineer  in 
charge  of  progress  reports. 

J.  G.  Belle-Isle,  s.e.i.c,  has  recently  been  granted  a 
commission  as  pilot  officer  in  the  navigation  branch  of 
the  R.C.A.F.  He  has  left  for  western  Canada  to  attend  a 
course  in  aerial  navigation  to  qualify  as  an  instructor. 
Before  enlisting  he  was  an  engineer  in  the  plant  engineering 
department  of  the  Bell  Telephone  Company  of  Canada  at 
Montreal. 

A  graduate  of  the  Ecole  Polytechnique,  Montreal,  he 
was  the  winner  in  1938  of  the  Ernest  Marceau  Prize  of  the 
Institute. 

G.  R.  McElroy,  s.e.i.c,  who  graduated  from  the  University 
of  Saskatchewan  this  year,  has  accepted  a  position  with  the 
Demerara  Bauxite  Company,  Mackenzie,  British  Guiana. 

L.  J.  Ehly,  s.e.i.c,  has  accepted  a  position  as  resident 
engineer  with  the  Department  of  Transport,  Lethbridge, 
Alta.  He  was  previously  employed  with  the  Royalite  Oil 
Company  at  Turner  Valley,  Alta.,  after  graduating  from 
the  University  of  Alberta  with  the  degree  of  B.Sc,  in  1941. 

C.  E.  McLean,  s.e.i.c,  graduated  from  the  University  of 
Alberta  this  spring  with  the  degree  of  B.Sc.  in  civil 
engineering. 

M.  A.  Phelan,  m.e.i.c,  who  has  been  manager  of  the 
Noranda  Office  of  Peacock  Bros.,  Limited,  has  been 
transferred  to  the  Toronto  office  of  the  company. 

Flying  Officer  André  Aird,  s.e.i.c,  has  been  stationed  at 
No.  9  Repair  Depot,  St.  John's,  Que.,  since  last  June, 
after  having  previously  spent  several  months  at  No.  6 
Depot  at  Trenton,  Ont.  Flying  Officer  Aird  is  a  graduate 
of  the  Ecole  Polytechnique,  Montreal,  from  the  class  of 
1938. 


VISITORS  TO  HEADQUARTERS 

Lieutenant  Mayo  Harrigan,  m.e.i.c,  r.cn.v.r.,  H.M.C. 
Dockyard,  Halifax,  N.S.,  on  August  4th. 

Jules  Mercier,  s.e.i.c,  Canadian  General  Electric,  Peter- 
borough, Ont.,  on  August  5th. 

N.  R.  Crump,  m.e.i.c,  assistant  to  the  vice-president, 
Canadian  Pacific  Railway,  Montreal,  Que.,  on  August 
11th. 

G.  H.  Thurber,  m.e.i.c,  Department  of  Public  Works  of 
Canada,  Ottawa,  Ont.,  on  August  20th. 

W.  C.  Wilkinson,  jr.E.i.c,  National  Research  Council, 
Ottawa,  Ont.,  on  August  21st. 

Major  C.  B.  Bate,  m.e.i.c,  r.c.e.,  St.  Johns,  Newfound- 
land, on  August  26th. 

J.  A.  Mersereau,  m.e.i.c,  Woodstock,  N.B.,  on  August 
27th. 

G.  A.  Campbell,  s.e.i.c,  Port  of  Spain,  Trinidad,  on 
August  28th. 


Obituaries 


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

John  Maurice  Evans,  m.e.i.c,  assistant  manager  of  the 
Department  of  Development,  Shawinigan  Water  and  Power 
Company,  died  in  the  hospital  at  Montreal  after  a  brief 
illness  on  July  28th,  1942.  He  was  born  at  London,  England, 
on  October  7th,  1905,  and  came  to  Canada  as  a  youth.  He 
studied  engineering  at  McGill  University,  Montreal,  and 
he  graduated  in  1929  with  the  degree  of  Bachelor  of  Science 
in  electrical  engineering. 

He  spent  his  holidays  in  the  summer  with  the  Canadian 
Marconi  Company  one  year  and  another  on  a  field  party 
with  the  Canadian  International  Paper  Company.  He  joined 
the  Shawinigan  Water  &  Power  Company  in  June,  1929, 
and  after  spending  two  years  on  system  planning  and  equip- 
ment designing,  he  was  transferred  to  the  Department  of 
Development,  devoting  his  attention  to  industrial  location 
studies  and  the  development  of  new  loads. 


J.  M.  Evans,  M.E.I.C. 

During  the  summer  of  1939  he  went  to  England  as  a 
member  of  the  delegation  representing  the  Canadian  Manu- 
facturers' Association  to  discuss  the  possibility  of  Canadian 
industry  giving  assistance  to  Great  Britain  in  time  of  war. 

Last  year  when  the  Department  of  Trade  and  Commerce 
sought  a  man  to  act  as  chairman  of  the  executive  sub- 
committee on  export  control,  Mr.  Evans  was  chosen  for 
this  post.  A  department  was  organized  under  the  direction 
of  Mr.  Evans,  whose  recommendations  remedied  an  un- 
certain condition  in  connection  with  the  issuance  of  export 
permits  and  effected  a  smooth  co-ordination  of  effort.  At 
the  conference  held  in  Toronto  of  the  Canadian  Manufac- 
turers' Association  on  June  9th  this  year  on  manufacturing 
materials  and  shipping  controls,  Mr.  Evans  gave  a  resume 
of  the  situation  affecting  export  control  in  Canada.  Two 
weeks  later  he  went  into  hospital. 

Mr.  Evans  joined  the  Institute  as  a  Student  in,  1929, 
becoming  a  Junior  in  1931.  He  was  transferred  to  Associate 
Member  in  1937  and  in  1940  he  became  a  Member. 

Fred  Henry  Rester,  m.e.i.c,  died  suddenly  in  Detroit, 
Michigan,  on  August  6th,  1942.  He  was  born  at  Richland, 
Michigan,  on  September  5th,  1885,  and  studied  engineering 
at  the  University  of  Wisconsin.  He  entered  the  employ  of 
The  Canadian  Bridge  Company  Limited  at  Walkerville, 
Ont.,  in  May,  1907,  and  with  the  exception  of  a  short 
period  in  1908-1909  when  he  left  to  continue  his  studies, 
he  remained  in  that  service  until  June  1,  1941,  when  because 
of  ill  health  he  retired. 

During  his  active  career  he  performed  ably  all  the  tasks 
connected  with  the  engineering  and  contracting  depart- 
ments, and  rose  steadily  to  become  president  and  general 


530 


September,  19 12    THE  ENGINEERING  JOURNAL 


manager  in  1937.  The  designs  which  he  made  and  the  con- 
tracts he  took,  are  distributed  throughout  Canada  and 
overseas  as  well.  In  1937  he  became  general  manager  of 


Kester,  M.E.I.C. 


the  Canadian  Steel  Corporation  Limited  at  Ojibway,  Ont., 
and  of  The  Essex  Terminal  Railway.  All  of  these  companies 
prospered  under  his  management. 

Mr.  Kester 's  leaving  was  mourned  by  his  associates,  with 
whom  his  relations  were  informal  and  friendly.  His  services 
were  highly  valued  by  the  directors  of  the  companies  he 
served,  and  they  insisted  on  his  remaining  on  the  active 
list  as  consultant. 

Death  came  by  heart  failure  at  a  time  when  he  was 
again  visiting  the  companies  which  he  formerly  managed. 
He  was  a  life-long  member  of  the  Presbyterian  Church  of 
Richland,  a  member  of  The  Engineering  Institute  of  Canada, 
the  Engineering  Society  of  Detroit,  the  American  Society 
of  Civil  Engineers,  the  New  Zealand  Institution  of  Engi- 
neers, and  of  various  other  organizations.  His  wife,  two 
daughters,  Mrs.  E.  W.  Driedger  of  Cleveland  and  Mrs. 
R.  W.  Stickney  of  Windsor,  Ont.,  and  a  son,  William  H. 
Kester  of  Pittsburgh,  an  able  young  engineer,  survive  him. 

Mr.  Kester's  thorough  understanding  of  all  phases  of  his 
business  and  his  friendly  and  effective  helpfulness  will  not 
pass  from  the  memory  of  those  privileged  to  have  been 
associated  with  him. 

Mr.  Kester  joined  the  Institute  as  an  Associate  Member 
in  1918  and  he  was  transferred  to  Member  in  1926.  He 
was  one  of  the  charter  members  of  the  Border  Cities  Branch 
of  the  Institute. 


Alexander  M.  Kirkpatrick,  m.e.i.c,  died  in  Toronto, 
Ont.,  on  July  1st,  1942.  He  was  born  at  Chatham,  Ont., 
on  April  18th,  1889,  and  was  educated  at  Queen's  Univer- 
sity, Kingston,  where  he  graduated  in  1911  with  the  degree 
of  Bachelor  of  Science  in  civil  engineering.  Upon  graduation 
he  went  for  a  few  months  as  assistant  engineer  with  the 
International  Commission  on  the  River  St.  John.  From 
1912  to  1914  he  was  in  charge  of  a  hydrometric  survey 
party  on  the  Ottawa  river.  In  1914  he  joined  the  Depart- 
ment of  Public  Works  of  Canada  and  was  engaged  on 
surveys  for  the  location  of  storage  and  dam  sites  on  the 
North  Saskatchewan  river. 

He  served  for  eight  months  with  the  Royal  Air  Force  in 
1918,  returning  to  the  Department  of  Public  Works  at 
Ottawa  after  the  war.  In  1921  he  was  transferred  to  the 
London,  Ont.,  office  and  in  1927  he  went  to  the  Winnipeg 
district. 

Mr.  Kirkpatrick  was  promoted  to  the  position  of  district 
engineer  at  Charlottetown,  P.E.I. ,  in  1936.  In  October, 
1937,  he  returned  to  Winnipeg  and  since  then  to  the  time 
of  his  death  was  district  engineer  for  the  Department  of 
Public  Works  in  the  districts  of  Manitoba,  Saskatchewan, 
Alberta  and  Northwest  Territories. 

Mr.  Kirkpatrick  joined  the  Institute  as  a  Junior  in  1914 
and  he  was  transferred  to  Associate  Member  in  1919.  He 
became  a  Member  in  1940. 

Edwin  Reginald  Millidge,  m.e.i.c,  died  in  Winnipeg  on 
October  20th,  1941.  He  was  born  at  Antigonish,  N.S.,  on 
December  22nd,  1881,  and  received  his  education  at  the 
local  St.  Francis  Xavier  University.  He  began  his 
engineering  career  with  the  Nova  Scotia  Steel  and  Coal 
Company  at  Sydney  Mines,  N.S.,  in  1902.  Two  years 
later  he  joined  the  Transcontinental  Railway  and  until 
1910  he  was  employed  in  the  maritime  provinces  and 
Ontario.  After  a  few  months  in  private  practice  as 
manager  and  member  of  the  firm  of  Robert  Grant 
and  Company,  engineers  and  contractors  at  Edmonton, 
Alta.,  he  returned  to  railway  engineering  with  the 
Canadian  Northern  Pacific  Railway  at  Kamloops  Lake, 
B.C.  in  1911  and  remained  with  the  company  until  1916 
when  he  became  assistant  engineer  with  the  Town  of  New 
Glasgow,  N.S.  From  1918  to  1922  he  was  engaged  in  farm- 
ing in  Saskatchewan  and  in  June,  1922,  he  joined  the 
Canadian  National  Railways  as  a  roadmaster  at  Albreda, 
B.C.  In  1923  he  was  transferred  to  Wabamun,  Alta.,  and 
from  1927  to  the  time  of  his  death  he  was  division  engineer 
of  maintenance  for  the  Canadian  National  Railways  at 
Winnipeg. 

Mr.  Millidge  joined  the  Institute  as  a  Student  in  1902, 
transferring  to  Associate  Member  in  1909.  He  became  a 
Member  in  1915. 


News  of  the  Branches. 


EDMONTON  BRANCH 


F.  R.  Burfield.  M.E.I.C.     -     Sécrétai //-Treasurer 
L.  A.  Thorssen.  m.e.i.c.    -     Branch  News  Editor 


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


In  view  of  the  importance  of  the  Webster  Lectures  it  was 
felt  by  the  Executive  of  the  Edmonton  Branch  that  the 
members  should  have  an  opportunity  to  share  in  some  of  the 
information  given.  Professor  Morrison,  one  of  our  delegates, 
kindly  consented  to  address  the  branch  on  the  subject  and 
accordingly  on  July  20th,  a  meeting  was  arranged  and  held 
in  Room  14,  Medical  Building  of  the  University  of  Alberta. 
About  35  members  and  engineering  friends  were  present. 

In  introducing  his  subject  Professor  Morrison  read  the 
General  Secretary's  warning  that  Professor  Webster's 
Lectures  were  intended  for  the  engineering  profession  only 
and  went  on  to  say  that  he  was  satisfied  that  anything  he 


would  say  could  not  infringe  official  secrets  as  it  had 
already  appeared  in  print.  He  stated  that  he  had  only 
received  the  notes  of  the  Webster  Lectures  that  afternoon 
and  consequently  he  had  been  unable  to  study  them.  His 
slides  which  were  both  numerous  and  well  selected  were 
taken  from  various  publications. 

The  degrees  of  danger  and  the  effects  on  morale  when 
taking  up  various  positions  during  an  air  raid  were  illus- 
trated by  one  slide.  The  intensity  of  the  blast  and  of  its 
secondary  suction  effect  were  shown  and  discussed.  Various 
types  of  shelter  were  shown  and  it  was  noted  that  the 
British  appeared  to  find  an  above  ground  shelter  preferable 


THE  ENGINEERING  JOURNAL     September,  1942 


531 


PRESIDENTIAL  VISIT  TO 
CAPE    BRETON    BRANCH 


The  dinner  meeting  was  held  in  the  cook  house  on  a  con- 
struction job  at  Sydney. 

At  the  head  table,  from  left  to  right:  T.  L.  McCall,  C.  H. 
Wright,  H.  J.  Kelly,  Vice-President  and  General  Manager 
of  Dominion  Coal  and  Steel  Corporation,  C.  V.  Dunne, 
Dean  Young  and  J.  A.  MacLeod. 


Below  from  left  to  right:  F.  Alport,  M.  H. 
McManus,  Branch  Secretaiy  S.  C.  Mifflen 
and  W.  H.  Graham. 


Below:  Chairman  J.  A. 
MacLeod  welcomes  the 
visitors. 


Tea  for  two — Vice-President  de 
Gaspé  Beaubien  and  Councillor 
Dr.  F.  W.  Gray. 


to  buried  ones.  Possibilities  of  strengthening  existing 
buildings  and  designing  new  ones  with  greater  resistance  to 
collapse  were  pointed  out. 

At  the  conclusion  of  Professor  Morrison's  talk  the 
meeting  was  thrown  open  for  questions  and  then  a  vote  of 
thanks  was  moved  by  Mr.  A.  W.  Haddow,  who  stated  how 
much  the  members  present  enjoyed  the  lecture  and  appre- 
ciated the  time  that  Professor  Morrison  had  given  to  its 
preparation. 


HALIFAX  BRANCH 


S.  W.  Gray  - 
G.  V.  Ross   - 


Sécrétai  y-Ti  easurer 
Branch  News  Editor 


President  C.  R.  Young,  on  his  tour  of  Institute  branches, 
paid  a  visit  to  Halifax  on  August  7th.  He  was  accompanied 
by  Past-President  McKenzie,  Vice-Presidents  K.  M. 
Cameron,  Ottawa;  deGaspé  Beaubien,  Montreal;  and 
G.  D.  Murdoch,  Saint  John;  General  Secretary  L.  Austin 
Wright,  Assistant  General  Secretary,  Louis  Trudel,  and 
Mr.  G.  A.  Gaherty. 

A  Council  meeting  attended  by  twenty-three  officers  was 
held  at  the  Nova  Scotian  Hotel  in  the  forenoon,  followed 
by  a  luncheon.  Through  the  courtesy  of  the  Royal  Canadian 
Navy,  the  visitors  were  entertained  during  the  afternoon 
by  a  launch  trip  around  "An  Eastern  Canadian  Port." 

A  dinner  meeting  was  held  in  the  evening  at  the  Nova 
Scotian  Hotel.  President  Young's  address,  The  Institute 
and  the  Engineering  Profession,  was  heard  with  keen 
interest  by  ninety  members. 

Other  speakers  were  Deputy-Mayor  G.  S.  Kinley,  who 


532 


welcomed  the  visitors  on  behalf  of  the  City,  C.  J.  Mackenzie, 
K.  M.  Cameron,  deGaspé  Beaubien,  and  L.  Austin  Wright. 
P.  A.  Lovett  was  chairman  of  the  meeting. 

MONCTON  BRANCH 

V.  G.  Blackett,  m.B.i. c.     -    Secretary-Treasurer 

On  August  3rd  the  Moncton  Branch  received  an  official 
visit  from  Dean  C.  R.  Young,  president  of  the  Engineering 
Institute  of  Canada,  accompanied  by  Vice-President  K.  M. 
Cameron  and  Assistant  General  Secretary  Louis  Trudel. 
The  presidential  party  was  greeted,  on  arrival,  by  branch 
officers.  They  were  then  taken  on  a  motor  tour  of  the  sur- 
rounding country,  viewing  the  incoming  tidal  bore  of  the 
Petitcodiac  river  and  later  visiting  Moncton's  Magnetic 
Hill,  where  so  many  eminent  members  of  the  profession 
have  temporarily  lost  faith  in  the  infallibility  of  the  law 
of  gravitation. 

In  the  evening  a  dinner  meeting  was  held  in  honour  of 
the  president.  H.  J.  Grudge,  chairman  of  the  branch  pre- 
sided and  twenty-five  members  and  guests  were  present. 
F.  0.  Condon  extended  a  welcome  to  the  visitors,  and  he 
was  followed  by  Councillor  G.  L.  Dickson  and  A.  A.  Swin- 
nerton,  secretary-treasurer  of  the  Ottawa  Branch. 

The  first  of  the  guest  speakers,  Vice-President  Cameron, 
stressed  the  need  for  the  study  of  post-war  problems.  It 
will  be  the  duty  of  the  engineer  and  the  Engineering  Insti- 
tute, he  said,  to  see  what  can  be  done  in  the  future  develop- 
ment of  the  great  resources  of  the  country  in  order  that 
work  may  be  provided  when  the  armed  forces  are  de- 
mobilized. 

September,  1942    THE  ENGINEERING  JOURNAL 


THE  PRESIDENT  VISITS  THE  HALIFAX  BRANCH 


Above:  The  head  table  at  the  dinner 
meeting:  Vice-President  K.  M.  Cam- 
eron, Councillor  J.  R.  Kaye,  President 
C.  R.  Young,  Chairman  P.  A.  Lovett, 
Past-President  C.  J.  Mackenzie. 


Left:  L.  M.  Allison,  Sub-Lieut.  R.  G. 
McFarlane,  O.  S.  Cox,  R.  L.  Norman, 
Sub-Lieut.  I.  M.  Fraser,  R.  G.  Shatford. 


Right:  A.  G.  Mackay,*W.  G.  Macdonald,  A.  D. 
Nickerson,  P.  C.  Hamilton,  G.  J.  Currie,  E.  S. 
Henrikson. 


From  left  to  right:  F.   A.   Bowman,   W.  P.  Copp, 
F.  H.  Sexton,  C.  S.  Bennett,  A.  E.  Flynn,  S.  L.  Fultz. 


Left   to  right:  F.   Alport,  H.   M.   Davy,   G.   G.   Dunbar,   D.   G. 
Dunbar,  R.  B.  Stewart,  D.  C.  Duff. 


THE  ENGINEERING  JOURNAL     September,  1942 


533 


PRESIDENTIAL  VISIT  TO  THE  QUEBEC  BRANCH 


Past-President     A.     R.     Decary,     President 
Young  and  Chairman  L.  C.  Dupuis. 


Dr.  O.  O.  Lefebvre,  J.  E.  Armstrong 
and  Major  E.  D.  Cray-Donald. 


Jean  Morency,  Gustave  St- Jacques, 
Huet   Massue  and    G.   B.   Mitchell. 


Mr.  Trudel  spoke  of  the  work  the  Institute  is  doing  and 
stated  that  the  membership  has  now  reached  5,575,  an 
all  time  high. 

The  president  in  his  address  told  of  the  part  that  engineers 
are  playing  in  the  war.  War  is  full  of  emergencies  and 
crises  and  engineers  are  the  persons  who  are  most  accus- 
tomed to  meeting  emergencies.  When  the  end  of  the  war 
is  in  sight,  engineers  must  not  slacken  their  efforts.  The 
Institute  must  prepare  to  be  stronger  and  more  useful  than 
ever  before.  It  will  be  necessary  for  the  welfare  of  the 
country  to  look  after  the  selection  and  guidance  of  young 
men  who  are  interested  in  engineering  and  see  that  those 
with  the  right  qualifications  are  encouraged. 

At  the  conclusion  of  the  address,  Dean  H.  W.  McKiel 
spoke  in  appreciation  of  the  president. 

The  meeting  closed  with  the  singing  of  the  National 
Anthem. 

The  following  morning  H.  A.  Fuller  took  the  visitors  on 
an  inspection  of  the  new  coal  unloading  facilities  at  Pointe 
du  Chêne. 

SAGUENAY  BRANCH 

A.  T.  Caikncross,  m.e.i.c.     -    Secretary-Treasurer 

The  Annual  Meeting  of  the  Saguenay  Branch  of  the 
Institute  was  held  at  Arvida  on  August  13th,  1942. 

During  the  afternoon  a  party  of  about  sixty  members 
was  conducted  in  small  groups  on  a  tour  of  inspection  of 
the  1,000,000  hp.  development  at  Shipshaw,  about  five  miles 
distant  from  Arvida.  Motor  cars  and  guides  were  provided 
through  the  courtesy  of  Mr.  A.  O.  Hawes  of  the  Aluminum 
Company  of  Canada,  Ltd. 

At  7.00  p.m.  seventy-three  members  gathered  at  the 
Saguenay  Inn  for  the  Annual  Dinner  Meeting,  which  was 
held  in  the  Grill  Room. 

The  meeting  was  opened  by  the  retiring  chairman,  Mr. 
N.  F.  McCaghey,  who  proposed  a  toast  to  the  King  and 
the  President  of  the  United  States. 

The  annual  reports  were  read  by  the  acting  secretary, 
Mr.  J.  G.  D'Aoust,  and  were  approved  by  the  meeting. 

The  chairman  then  called  upon  Dean  C.  R.  Young,  presi- 
dent of  the  Institute,  to  address  the  gathering. 

Dean  Young  thanked  the  Branch  for  the  welcome  ex- 
tended to  himself  and  his  party.  He  regretted  that  Mr. 
L.  Austin  Wright,  the  general  secretary,  was  unable  to  be 
present,  but  said  that  in  his  absence  Louis  Trudel,  the 
assistant  secretary,  was  carrying  on  in  an  able  manner. 

The  president  in  his  address  emphasized  the  need  for 
the  Institute  to  carry  on  its  activities  in  a  vigorous  way 
during  the  war  period.  He  said  that  the  United  States 
Societies  were  all  active  and  showed  no  signs  of  folding  up. 
At  the  present  time  the  demand  for  engineers  is  unusually 
great  because  engineers  are  required  to  head  up  new  enter- 
prises and  assume  important  posts  in  the  armed  forces. 


The  president  told  about  the  co-operative  agreements 
entered  into  by  the  Institute  and  the  Professional  Societies 
in  the  provinces  of  Nova  Scotia,  New  Brunswick,  Alberta, 
and  Saskatchewan,  and  outlined  the  advantages  to  be  ob- 
tained through  them. 

An  outline  was  given  of  the  work  being  done  by  the 
Committee,  appointed  by  the  Institute,  under  the  chair- 
manship of  Mr.  Bennett,  to  study  the  Training  and  Welfare 
of  the  Young  Engineer.  The  Committee  has  issued  to  English 
secondary  schools  across  Canada  a  booklet  entitled  "The 
Profession  of  Engineering  in  Canada,"  and  within  a  short 
time  a  similar  booklet  will  be  issued  in  French  to  all  French 
secondary  schools. 

The  tour  of  Professor  F.  Webster,  sponsored  by  the 
Institute,  was  recalled,  and  Dean  Young  said  that  it  was 
of  inestimable  value  to  the  Institute  and  to  Canada  at 
large.  In  Toronto,  Professor  Webster  gave  a  course  of  lec- 
tures to  a  group  of  about  one  hundred  and  eighty  engineers, 
and  the  Institute  printed,  at  its  own  expense,  the  technical 
information  presented.  As  some  of  the  information  sub- 
mitted in  this  course  was  considered  to  be  of  a  confidential 
nature,  it  has  not  been  made  public  in  the  printed  form. 

Dean  Young  told  about  the  formation  of  the  Federal- 
appointed  Committee  on  Post-War  Reconstruction  Prob- 
lems, under  the  chairmanship  of  Dr.  F.  Cyril  James,  prin- 
cipal of  McGill  University.  In  this  line  of  endeavour  the 
Institute  is  not  taking  a  directly  active  part,  but  indirectly 
it  is  supporting  the  movement  whenever  possible.  On  the 
James  Committee  and  its  Sub-committees  are  prominent 
members  of  the  Institute  who  are  in  close  touch  with  head- 
quarters on  all  matters  in  which  they  may  be  of  help. 

In  closing  his  remarks  the  president  said  that  all  engineers 
should  recognize  the  doctrine  of  trusteeship  and  have  a  full 
understanding  of  their  social  obligations.  The  duty  of  the 
engineer  is  not  to  drive  a  hard  bargain  for  his  own  or  his 
employer's  immediate  benefit,  but  it  is  to  act  fairly  under 
all  circumstances.  The  engineer,  to  arrive  at  his  just  recog- 
nition, has  to  learn  that  all  technological  advances  must  be 
introduced  only  after  the  good  of  the  whole  population  has 
been  considered. 

Following  the  talk  by  Dean  Young,  the  chairman  called 
upon  several  of  the  visiting  members  to  say  a  few  words. 

Mr.  K.  M.  Cameron,  vice-president  of  the  Institute,  and 
chief  engineer  of  the  Department  of  Public  Works,  Ottawa, 
spoke  about  the  James  Committee  and  said  it  was  totally 
independent  of  any  political  party.  Mr.  Cameron,  chairman 
of  the  Sub-committee  on  Construction  Projects,  said  that 
it  was  the  duty  of  this  committee  to  study  projects  that 
would  be  available  after  the  war  to  take  up  the  slack  in 
unemployment.  The  Sub-committee  had  distributed  ques- 
tionnaires asking  members  and  Branches  of  the  Institute 
to  report  on  the  lines  which  they  considered  post-war  recon- 
struction should  follow. 


534 


September,  1942    THE  ENGINEERING  JOURNAL 


SAGUENAY  BRANCH  ANNUAL  MEETING 


Top  left:  F.  W.  Bradshaw,  James  Shanly  and  M.  G.  Saunders. 
Top  right:  W.  R.  Mackay,  Roland  Marcotte,  M.  Luscombe, 
W.  J.  Thompson,  D.  P.  MacNeil  and  E.  W.  McKernan. 
Centre  left:  J.  G.  D'Aoust,  A.  T.  Cairncross,  Otto  Holden  of 
Toronto  and  J.  W.  Ward. 
Centre  right  :E.  G.  Allwright,  G.  B.  Moxon  and  H.  Sirson. 


Bottom  left:  The  younger  set,  starting  at  6  o'clock  in  a  clock- 
wise direction,  Jean  Flahault,  H.  T.  Kummen,  Yvon  Cousi- 
neau,  Gaston  Dufour,  L.  P.  Cousineau,  R.  S.  Bleakley,  H.  A. 
Estabrook,  B.  L.  Davis,  J.  E.  Pepall  and  B.  E.  Surveyer. 

Bottom  right:  Jacques  Vinet,  Rosaire  Saintonge,  H.  J. 
Lemieux,   Noel   Dixon,   R.   B.   Brosseau  and   Gilbert  Proulx. 


Vice-president  de  Gaspé  Beaubien,  who  accompanied 
Dean  Young  on  his  tour  of  the  Eastern  Branches,  expressed 
his  pleasure  at  being  a  member  of  the  visiting  party,  and 
said  that  the  knowledge  gained  through  the  travel  more 
than  compensated  for  the  time  spent  away  from  his  pro- 
fessional duties. 

Mr.  Otto  Holden,  chief  hydraulic  engineer  of  the  Hydro- 
Electric  Power  Commission  of  Ontario,  expressed  his 
pleasure  at  being  present  and  wished  the  Branch  every 
success  in  its  endeavours. 

Mr.  McCaghey  invited  Mr.  R.  H.  Rimmer,  chairman- 
elect,  to  take  charge  of  the  meeting.  The  new  chairman 
thanked  the  members  for  the  honour  conferred  upon  him, 
and  introduced  the  1942-43  executive. 

(SAINT  JOHN  BRANCH 
G.  W.  Griffin,  m.e.i.c.      -     Secretary-Treasurer 
A  dinner  meeting  in  honour  of  Dean  Young,  president  of 
the  Institute,  was  held  by  the  branch  on  August  10th  at 
the  Admiral  Beatty  Hotel.  David  R.  Smith,  chairman  of 
the  branch,  presided. 


In  his  address,  the  president  said  that  never  before  had 
the  engineer  played  so  important  a  part  or  gained  so  much 
recognition  as  he  has  in  to-day's  important  events.  In  either 
peace  or  war  he  must  be  a  man  of  sound,  straightforward 
thinking  with  rigorous  standards  and  principles. 

The  scarcity  of  trained  technicians  which  confronted  the 
government  in  many  fields,  including  engineering,  worried 
the  government  considerably  and  it  has  now  begun  to 
finance  worthy  students  while  in  college.  The  task  which 
the  Institute  has  been  called  on  to  perform,  he  stated,  has 
been  to  select  and  guide  the  men  who  are  to  enter  engineer- 
ing colleges  so  that  those  suited  to  the  profession  may  go 
on  and  those  unsuited  may  be  directed  into  other 
professions. 

In  regards  to  post-war  reconstruction,  Dean  Young  said 
that  now  was  the  time  for  the  engineers  to  plan,  and  plan 
wisely  for  the  future,  or  "we  shall  again  find  ourselves  in 
as  bad  a  mess  after  the  war  as  we  were  before  it." 

K.  M.  Cameron  and  deGaspé  Beaubien,  vice-presidents; 
Louis  Trudel,  assistant  general  secretary  of  the  Institute, 
and  G.  A.  Gaherty  of  Montreal,  also  spoke. 


THE  ENGINEERING  JOURNAL     September,  1942 


535 


Left — In  the  background:  G.  M.  Brown  of  Saint  John.  In  front: 
Scrivener  and  W.  E.  Bonn  of  Toronto.  Right:  C.  D.  McAllister, 
Patriquen  and  A.  O.  Wolff,  all  of  Saint  John. 


Mr.  Cameron  appealed  for  better  recognition  for  students 
and  junior  members,  who  should  be  stirred  to  greater 
action. 

Mr.  Trudel  told  of  the  work  the  Institute  is  doing  and 
revealed  that  the  membership  had  reached  the  high  figure 
of  5,575.  He  extended  an  invitation  to  all  members  to  visit 
the  headquarters  of  the  Institute  in  Montreal. 

ST.  MAURICE  VALLEY  BRANCH 

J.  B.  Sweeney,  s.e.i.c.       -     Secretary-Treasurei 

Mr.  R.  N.  Fournier,  Industrial  Heating  Specialist  with 
Canadian  General  Electric  was  guest  speaker  to  the  St. 
Maurice  Valley  Branch  at  a  dinner  meeting  held  at  the 
Chateau  de  Blois  in  Three  Rivers  on  June  25th. 

Mr.  Fournier  gave  an  illustrated  talk  on  the  subject 
Electric  Heat  in  Industry.  The  first  part  of  the  lecture 
was  devoted  to  electric  heat  treating  furnaces,  their  types 
and  common  applications.  Mr.  Fournier  pointed  out  some 
of  the  applications  in  which  these  furnaces  are  being  used  in 
direct  munitions  manufacture.  The  speaker  also  covered  the 
various  types  of  control  equipment  which  is  available  and 
the  types  of  gas  atmosphere  used  in  furnaces  as  a  protection 
of  the  work  against  oxidation  and  decarbonization. 

The  second  part  of  the  lecture  included  a  discussion  of 
various  small  heating  devices  and  their  many  applications 
in  industrial  plants. 

The  last  part  of  the  lecture  was  devoted  to  a  discussion 
and  demonstration  of  the  fundamentals  of  the  Infra  Red 
method  of  heat  treating,  a  spectacular  development,  in  this 
field  which  has  received  much  publicity  in  recent  years. 

Infra  Red  heating  and  drying  is  the  name  given  to  the 
technique  of  using  reflectors  to  control  the  radiation  of 
incandescent  lamps  and  directing  this  radiation  against 
the  work  to  be  heated.  The  principle  involved  is  that  any 
incandescent  body  will  emit  energy  in  the  form  of  radiation, 
the  most  efficient  way  of  transferring  heat  energy.  In 
travelling  through  the  air  from  a  hot  body,  the  electro- 
magnetic rays  lose  very  little  of  their  heat  in  the  air  and 
give  up  their  energy  only  when  they  strike  and  are  absorbed 
by  some  object. 

The  percentage  of  radiation  that  is  absorbed  by  a  surface 
is  usually  described  as  the  absorption  factor  which  varies 
from  5  to  95  percent.  This  radiation  gives  its  heat  up  to  the 
work  as  quickly  as  the  work  will  absorb  it  and  as  a  result 
the  work  temperature  is  higher  than  the  surrounding 
atmosphere.  Insulation  therefore  serves  no  useful  purpose. 
Draft  shields  are  used,  however,  to  redirect  radiation 
which  is  not  absorbed  by  the  work  or  reflected  by  it. 

Due  to  limitations  in  the  design  of  the  lamps  and  re- 
flecting equipment  it  has  been  found  that  ten  watts  per 
sq.  in.  is  the  maximum  amount  of  radiation  that  can  be 
directed  on  any  work  and  owing  to  the  absorption  limita- 
tions 600  deg.  F.  is  about  the  maximum  working  temper- 
ature which  has  been  obtained  successfully. 

The  great  majority  of  Infra  Red  applications  have  been 


made  for  paint  baking  at  a  work  temperature 
of  from  300  to  400  deg.  F.  In  this  connection, 
there  are  two  types  of  paints,  one  having  an 
oil  base  and  the  latest  type  with  a  synthetic 
resinous  base.  The  former  dries  mainly  by 
oxidation  which  is  only  slightly  affected  by 
heat.  In  the  latter  the  drying  takes  place  by 
a  polymerization  process,  a  chemical  change 
which  takes  place  very  rapidly  at  the  baking 
temperature. 

The  colour  has  a  great  influence  on  the 
rapidity  with  which  the  baking  tempera- 
ture may  be  reached,  black  and  other  dark 
paints  being  the  best,  as  a  result  it  is  often 
advantageous  to  apply  the  heat  to  the  un- 
painted  side  of  the  work.  Similarly  the 
fastest  drying  will  take  place  on  light  gauge 
material  rather  than  on  castings. 

Infra  Red  is  also  being  used  for  drying 
photographic  prints,  blue  prints,  plastic  parts,  glue  and 
for  curing  thin  rubber  sheets.  Some  work  is  also  being 
done  in  speeding  up  the  drying  of  printing  inks  on  the 
modern  high  speed  presses. 

Mr.  J.  H.  Fregeau,  branch  councillor,  thanked  the  speaker 
for  his  very  interesting  talk. 


K. 
F. 


M. 
A. 


The  St.  Maurice  Valley  Branch  met  on  July  30th,  to 
welcome  President  Young  and  his  party  on  their  tour  of 
Eastern  Branches.  Convening  at  the  Laurentide  Club  in 
Grand'Mère,  all  members  of  the  branch  and  our  guests, 
the  district  members  of  the  Association  of  Professional 
Engineers  of  the  Province  of  Quebec,  were  given  the 
opportunity  of  meeting  members  of  the  Headquarters 
Party. 

The  body  then  assembled  for  dinner  at  the  Laurentide 
Inn,  after  which  several  members  of  the  Presidential  Party 
spoke  on  the  various  activities  of  the  Institute. 

In  introducing  Dean  Young  to  the  meeting,  Chairman 
Yiggo  Jepsen  dwelt  on  the  president's  high  professional 
standing  both  in  a  civil  and  military  capacity. 

The  president  proceeded  to  outline  the  various  Institute 
committees  which  were  actively  engaged  in  furthering 
Canada's  war  effort  and  of  the  assistance  which  council 
was  giving  to  the  various  governmental  departments,  and 
the  part  that  Canadian  engineers  led  by  General  McNaugh- 
ton  are  playing  in  winning  the  war. 

Speaking  to  members  of  the  Association  of  Professional 
Engineers  who  were  present,  Dean  Young  discussed  the 
Institute's  committee  for  professional  advancement  which 
co-operated  with  the  former  body.   Bearing  in   mind   the 


Huet  Massue  explains  it  to  H.  J.  Ward  and  J.  II.  Fregeau,  while 
Dean  Young  gauges  the  lumber  stock  pile  at  Grand'Mère. 


536 


September,  1942    THE  ENGINEERING  JOURNAL 


common  interests  of  our  two  professional  bodies,  President 
Young  felt  that  the  present  move  for  joint  membership  was 
commendable  and  would  present  a  broader  view  of  the 
term  "professional  engineer"  to  the  general  public. 

In  closing,  mention  was  made  of  the  excellent  work  which 
is  being  done  by  H.  F.  Bennett's  Committee  for  Student 
Guidance,  which  intended  to  offer  its  assistance  to  post- 
graduate engineers,  to  point  out  the  value  of  developing 
the  individual  personality  and  assist  in  making  professional 
connections. 

Dr.  A.  H.  Heatley,  thanked  the  president  for  his  message 
and  was  pleased  to  say  that  the  organization  of  Student 
Guidance  Committees  in  the  St.  Maurice  Valley  had  been 
completed. 

Chairman  Jepsen  introduced  Past-President  Lefebvre 
who  commented  on  some  of  the  president's  remarks  and 
pointed  out  to  the  junior  engineers  present  that  a  degree 
simply  gave  him  the  right  to  continue  his  studies  without 
supervision.  In  closing  Dr.  Lefebvre  spoke  in  French  point- 
ing out  the  value  of  Institute  connections  as  a  continuing 


common  ground  of  understanding  among  French  and 
English  engineers  of  the  province. 

Vice-President  Cameron  reported  on  the  progress  of  his 
Committee  on  Post-War  Reconstruction  and  asked  the 
body  to  give  some  serious  thoughts  to  a  works  programme 
which  would  continue  employment  in  the  probable  post- 
war recession  period. 

Councillor  Armstrong  of  Montreal  gave  a  brief  account 
of  the  progress  made  to  date  in  the  newly  formed  Committee 
on  Engineering  Features  of  Civil  Defence  which  is  working 
in  close  co-operation  with  Dr.  Manion  of  the  Dominion 
Government. 

Louis  Trudel,  assistant  general  secretary,  gave  an  excel- 
lent review  of  all  current  activities  of  the  Institute  with 
emphasis  on  internal  affairs. 

Mr.  H.  Massue,  past-councillor  of  the  Montreal  Branch, 
also  accompanied  the  party. 

An  exceptionally  large  number  of  members  of  the  branch 
were  on  hand  to  renew  acquaintance  with  the  Headquarters 
party,  and  contributed  to  a  very  successful  meeting. 


Library  Notes 


ERRATUM 

Definitions  of  Electrical  Terms 
American  Standard  C42 

Under  Additions  to  the  Library  in  the 
August  Issue  of  the  Jounal  the  price  of  this 
volume  was  quoted  as  $1.00  in  Canada.  The 
correct  price  is  $1.15  in  Canadian  funds  if 
ordered  through  the  Canadian  Engineering 
Standards  Association.  It  is  8  x  11  in.,  con- 
taining over  300  pages. 

ADDITIONS   TO   THE    LIBRARY 
TECHNICAL  BOOKS 

Analytic  Geometry: 

Charles  H.  Lehmann.  N.Y.,  John  Wiley 
and  Sons,  Inc.,  1942.  6  x  9H  in.,  $3.75. 

Molecular  Films,  the  Cyclatron  and  the 
New  Biology: 

Essays  by  Hugh  Stott  Taylor.  Ernest  O. 
Lawrence  and  Irving  Langmuir.  New 
Brunswick,  Rutger  University  Press.  1942. 
6%  x  9\i  in.,  $1.25. 

National   Building  Code: 

Prepared  under  the  joint  sponsorship  of 
the  National  Housing  Administration, 
Department  of  Finance  and  the  Codes  and 
Specifications  Section,  National  Research 
Council  of  Canada.  Ottawa.  National 
Research  Council  publication  No.  1068 
(1942).  6x9  in.,  $1.00. 

Mathematics  of  Modern  Engineering: 

Vol.  2,  Mathematical  Engineering.  Ernest 
G.  Keller.  N.Y.,  John  Wiley  and  Sons, 
Inc.,  1.942.  6  x9\i  in.,  $4.00. 

Machine  Shop  Yearbook  and  Production 
Engineers'  Manual: 

Editor  H.  C.   Town.  London.  Paul  Elek 
Publications   (190).  5%  x  8}A  in..    !■', 
plus  9d  postage. 

Canadian   Engineering    Standards    Asso- 
ciation: 

Standard    Specification    for    Oil    Circuit- 

^  Breakers:  C77-1.942,  $9.50— Standard 
Specification  for  Pole  Line  Hardware: 
C88-1942,  $0.75. 

REPORTS 

Society  of  Naval  Architects  and  Marine 
Engineers: 

Yearbook  1942. 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of    New    Books    and    Publications 


Civil  Service  Commission  of  Canada: 

Thirty-third  annual  report  for  the  year 
1941. 

Ontario,  Department  of  Mines: 

Fiftieth  annual  report  being  vol.  50,  No.  1, 
1941. 

Quebec  Streams  Commission  : 

Twenty-sixth  report  for  the  year  1937. 

University    of   Illinois — Engineering    Ex- 
periment Station: 

A  photoelastic  study  of  stresses  in  gear 
tooth  fillets: — Moments  in  I-Beam  bridges: 
Bulletin  Series  No.  335,  336. — Numerical 
procedure  for  computing  deflections,  mo- 
ments and  buckling  loads:  Reprint  series 
No.  23. — Papers  presented  at  the  sixth 
short  course  in  coal  utilization: — Com- 
bustion efficiencies  as  related  to  perform- 
ance of  domestic  heating  plants:  Ciicular 
series  No.  43.  44- 

The  Institution  of  Structural  Engineers: 

Report  of  Foundations:  part  1 — Founda- 
tions in  disturbed  ground. 

U.S.  National  Bureau  of  Standards: 

Progress  report  No.  2 — Compressive  prop- 
erties perforated  covet  plates  for  steel 
columns  issued  in  co-operation  with  the 
American  Institute  of  Steel  Construction. 

Edison   Electric  Institute: 

Specifications  for  standard  current  trans- 
forme/s  for  primary  circuits. — Specifica- 
tions for  indicating  and  cumulative  demand 
register  scales. 

Institute  of  Radio  Engineers: 

Standards  on  Radio  Wave  Propagation: 
Pt.  1,  Measuring  methods — Pt.  2,  Defini- 
tions of  terms — Standards  on  Facsimile: 
Definitions  of  terms. 

Bell  Telephone  System — Technical  Pub- 
lications: 

Paper  dialectrics  containing  chlorinated 
imprégnants. — M  aero  molecular  properties 
of  linear  polyesters. — Brittle  point  of 
rubber  upon  freezing. — Chain  structure  of 
linear  polysters — trimethylene  glycol  series. 
—Monographs  No.  1336-1389. 


Electrochemical   Society: 

Electrothermal  ferro-alloy  production  in 
Brazil. — Phosphorus  furnace  reactions. — 
Theory  of  oxidation  and  tarnishing  of 
metals. — Direct  current  conversion  equip- 
ment in  the  electrochemical  industry. — The 
theory  of  the  potential  and  the  technical 
practice  of  electrode  position. — Location  of 
ground  faults  on  series  electrolytic  cell  sys- 
tems.—Preprints  No.  81-29,  30,  31,  82 
and  82-4  end  5. 

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  he 
welcomed  at  headquarters,  or  may  be 
sent   direct   to  the  publishers. 

AIRCRAFT  ENGINE  AND  METAL 
FINISHES 

By  M.  A.  Coler.  Pitman  Publishing  Corp., 
New  York  and  Chicago,  1942.  128  pp., 
Mus.,  diagrs.,  tables,  8Y2  x  5x/i  in.,  cloth, 
$1,50. 

A  brief  description  of  current  American 
practice  in  finishing  the  exterior  surfaces  of 
aircraft  engines  and  similar  parts  is  provided 
in  this  small  book.  It  is  intended  for  readers 
confronted  by  real  problems,  but  who  have 
little  knowledge  of  finishing  procedures. 
Therefore,  much  of  the  text  is  devoted  to  the 
principles  underlying  these  procedures,  with 
particular  attention  to  organic  finishes. 

AIRCRAFT  RIVETING,  a  Guide  for  the 
Student 

By  E.  B.  Lear  and  J.  E.  Dillon.  Pitman 
Publishing  Corp.,  New  York  and  Chicago, 
1942.  118  pp.,  Mus.,  diagrs.,  charts,  tables, 
8V2  x  5V2  in.,  cloth,  $1.25. 

The  subject  of  riveting  is  covered  broadly, 
with  emphasis  upon  certain  practical  aspects 
of  its  most  important  functions,  and  is  pre- 
sented in  a  volume  of  handy  size. 

ANALYTIC  GEOMETRY 

By  C.  H.  Lehmann.  John  Wiley  &  Sons, 
New  York,  1942.  425  pp.,  diagrs.,  tables, 
9x6  in.,  cloth,  $3.75. 


THE  ENGINEERING  JOURNAL     September,  1942 


537 


A  textbook  for  a  first  course  in  plane  and 
solid  analytic  geometry.  Special  features  are 
the  completeness  of  the  investigations  of  each 
topic,  the  construction  of  tables  summarizing 
closely  related  results,  a  fuller  treatment  of 
solid  analytic  geometry  than  is  usual  in 
elementary  texts,  and  the  large  number  of 
exercises  included. 

CHEMICAL  REFINING  of  PETROLEUM 
(American  Chemical  Society  Mono- 
graph Series  No.  63) 

By  V.  A.  Kalichevsky  and  B.  A.  Stagner, 
rev.  ed.  Reinhold  Publishing  Corp.,  New 
York,  1942.  550  pp.,  illus.,  diagrs.,  charts, 
tables,  9l/2  x  6  in.,  cloth,  $7.50. 

This  monograph  is  a  comprehensive  review 
of  the  literature  of  the  chemical  treatment  of 
petroleum  and  its  products,  Treatment  with 
sulfuric  acid  and  with  alkaline  reagents,  the 
use  of  absorbents  and  solvents,  antidetonants 
and  inhibitors  of  oxidation  and  gum  formation 
are  included.  There  are  many  bibliographic 
footnotes  and  extensive  lists  of  patents.  The 
new  edition  has  been  revised  and  in  part 
rewritten. 

ELECTRIC  POWER  STATIONS,  Vol.  2 

By  T.  H.  Carr,  with  a  foreword  by  Sir  L. 
Pearce.  D.  Van  Nostrand  Co.,  New  York, 

1941.  440  pp.,  illus.,  diagrs.,  charts,  tables, 
9x5Y2in.,  cloth,  $9.00. 

The  aim  of  this  two-volume  English  book 
is  to  provide  an  account  of  the  general  prin- 
ciples that  govern  the  design,  construction 
and  operation  of  electric  power  stations,  which 
will  assist  the  designer  to  choose,  from  the 
plant  available,  that  which  best  fulfills  the 
conditions  to  be  met,  and  to  arrange  it  in  the 
most  economical  way.  The  present  volume 
deals  with  the  electrical  equipment  and 
station  organization  and  costs. 

ELECTRICAL  TRANSMISSION  and 

DISTRIRUTION  REFERENCE  BOOK 

By  Central  Station  Engineers  of  the  West- 
inghouse  Electric  &  Manufacturing  Com- 
pany,   East    Pittsburgh,    Pa.,    1942.   570 
pp.,  illus.,  diagrs.,  charts,  tables,  12  x  8x/2 
in.,  cloth,  $5.00. 
This  book,  offered  as  a  successor  to  William 
Nesbitt's  "Electrical  Characteristics  of  Trans- 
mission  Circuits,"   brings   together,    in   con- 
venient form  for  reference,  a  large  amount  of 
practical,  up-to-date  information  on  the  de- 
sign and  operation  of  transmission  and  dis- 
tribution   systems.    Each    chapter    is    by    a 
specialist  in  the  subject,  and  nearly  all  chap- 
ters have  bibliographies.  Appendices  contain 
tabulated    statistical    data    on    transmission 
lines,  power  systems  and  transformer  circuits. 

ELEMENTARY  STRUCTURAL  ANALY- 
SIS and  DESIGN,  Steel,  Timber  and 
Reinforced  Concrete 

By  L.  E.  Grinter.  Macrnillan  Company, 
New  York,  1942.  883  pp.,  illus.,  diagrs., 
charts,  tables,  9Y2  x  6  in.,  cloth,  $3.75. 

A  brief,  simple  treatment  of  the  subject, 
intended  for  students  of  architecture  and 
mechanical  and  electrical  engineering  and 
others  interested  in  buildings  and  miscel- 
laneous structures,  but  not  in  bridge  design. 
While  greatest  emphasis  is  placed  on  steel 
structures,  considerable  attention  is  given  to 
reinforced  concrete,  and  timber  is  treated 
adequately.  Special  chapters  on  timber  roof 
trusses  and  on  column  footings  are  included. 

ELEMENTS  of  PRACTICAL 
AERODYNAMICS 

By  B.  Jones.  3  ed.  John  Wiley  &  Sons, 
New   York;  Chapman   &   Hall,  London, 

1942.  459  pp.,  illus.,  diagrs.,  charts,  maps, 
tables,  9x/ix  6  in.,  cloth,  $3.75. 

This  is  a  simple  exposition  of  the  subject, 
intended  for  classroom  use.  This  edition  has 
been  revised  and  rearranged,  and  new  ma- 
terial has  been  added. 


Great  Britain,  Department  of  Scientific 

and  Industrial  Research 
FOOD  INVESTIGATION  Special  Report 
No.  52.  The  MODE  of  OCCURRENCE 
of  FATTY  ACID  DERIVATIVES  in 
LIVING  TISSUES,  a  Review  of  Pre- 
sent Knowledge 

By  J.  A.  Lovern.  His  Majesty's  Stationery 
Office,  London,  1942.  36  pp.,  9Yi  x  6  in., 
paper,  {obtainable  from  British  Library  of 
Information,   30   Rockefeller   Plaza,   New 
York,  $0.25). 
This  pamphlet  is  a  review  of  the  investiga- 
tions of  lipoidal  matter  which  have  appeared 
during  the  last  ten  years  or  so.  An  extensive 
bibliography  is  involved. 

Great  Britain,  Ministry  of  Works  and 
Buildings.  FIRST  REPORT  of  the 
COMMITTEE  on  the  BRICK  IN- 
DUSTRY 

His  Majesty's  Stationery  Office,  London, 
1942.  24  pp.,  maps,  tables,  9Yi  %  6  in., 
paper,    (obtainable  from   British  Library 
of  Information,  30  Rockefeller  Plaza,  New 
York,  $0.15). 
This  report  presents  the  state  of  the  indus- 
try in  Great  Britain,  considers  war-time  and 
post-war    probable     demands,     and     makes 
recomendations   toward   increased   efficiency 
and  economy  in  manufacture. 

Great  Britain,  Ministry  of  Home  Securi- 
ty, Home  Security  Circular  No.  75/ 
1942 

SHELTER  DESIGN  and 
STRENGTHENING— CONSOLI  DAT- 
ING CIRCULAR 

His  Majesty's  Stationery  Office,  London, 
1942.  21  pp.,  diagrs.,  13  x  8Y2  in.,  paper, 
(obtainable  from  British  Library  of  In- 
formation, 30  Rockefeller  Plaza,  New 
York,  $0.30). 
Modified   designs   for   "standard"   shelters 

are  given,  which  afford  a  much  greater  degree 

of    protection    at    small    increase    in    cost. 

Methods  of  strengthening  existing  shelters  are 

also  described. 

Great  Britain,  Ministry  of  Works  and 
Buildings.  STANDARD  SCHEDULE 
of  PRICES,  January,  1942. 

His  Majesty's  Stationery  Office,  London, 
1942.  87  pp.,  tables,  8Y1  x  6  in.,  paper, 
(obtainable  from  British   Library  of  In- 
formation,   30    Rockefeller    Plaza,    New 
York,  $0.30). 
Schedule  covers  building  and   civil  engin- 
eering work  in  the  erection  of  camps,  stores, 
factories   and   similar  structures   within   the 
Government  scheme  of  building  operations. 

HANDBOOK  of  MECHANICAL  DESIGN 

By  G.  F.  Nordenholt,  J.  Kerr  and  J. 
Sasso.  McGraw-Hill  Book  Co.,  New  York 
and  London,  1942.  277  pp.,  diagrs., 
charts,  tables,  11  x  8\4  in.,  cloth,  $4.00. 

This  volume,  the  material  of  which  has 
appeared  previously  in  Product  Engineering, 
presents  practical  methods  and  procedures 
which  have  been  in  use  in  engineering  design- 
ing departments.  Chapters  cover:  Charts  and 
tables  for  general  arithmetical  calculations; 
the  Properties  of  materials;  Beams  and  struc- 
tures; Latches,  locks  and  fastenings;  Springs; 
Power  transmission  elements  and  mechan- 
isms; Drives  and  controls;  and  Design  data 
on  production  methods.  The  information  is 
chiefly  presented  as  charts,  monograms  and 
tables  and  in  several  hundred  excellent  draw- 
ings. 

HANDBOOK  of  SHIP  CALCULATIONS, 
CONSTRUCTION  and  OPERATION 

By  C.  H.  Hughes.  3  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1942. 
558  pp.,  illus.,  diagrs.,  charts,  tables,  7  x 
5  in.,  lea.,  $5.00. 
This  reference  work  brings  together  con- 
veniently a  large  amount  of  practical  inform- 


ation frequently  wanted  by  those  who  design, 
build  and  operate  ships.  The  new  edition  has 
been  thoroughly  revised  and  largely  rewritten. 

HEAT  TRANSMISSION 

By  W.  H.  M c Adams.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1942.  459 
pp.,  illus.,  diagrs.,  charts,  tables,  9Yi  x  6 
in.,  cloth,  $4.50. 

In  this  volume  which  is  sponsored  by  the 
National  Research  Council,  the  fundamentals 
of  heat  transmission  are  presented  in  form 
for  study  and  for  reference.  The  available  data 
have  been  collected  from  all  sources,  reduced 
to  a  common  basis  and  correlated,  and  the 
results  presented  in  formulas  and  graphs  for 
use  in  engineering  design.  This  edition  incor- 
porates much  new  material  accumulated  dur- 
ing the  last  decade.  There  is  a  bibliography 
of  nearly  eight  hundred  papers. 

HOW  to  PLAN  a  HOUSE 

By  G.  Townsend  and  J.  R.  Dalzell. 
American  Technical  Society,  Chicago, 
1942.  525  pp.,  illus.,  diagrs.,  charts,  tables, 
8%  x  5]/2  in.,  cloth,  $4.50. 

The  steps  in  planning  a  dwelling,  from  the 
selection  of  the  type  of  house  to  the  choice  of 
plumbing  and  heating  fixtures,  are  described 
in  detail,  in  clear,  simple  language.  Structural 
design,  planning,  etc.,  are  considered.  The 
book  is  intended  for  those  intending  to  build 
homes  and  for  professional  builders. 

HYDROLOGY.   (Physics  of  the  Earth— 
IX) 

Edited  by  0.  E.  Meinzer.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1942. 
712  pp.,  illus.,  diagrs.,  charts,  maps, 
tables,  10  x  7  in.,  cloth,  $7.50. 

This  is  the  final  volume  of  a  series  of 
monographs  prepared  under  the  direction  of 
a  committee  of  the  National  Research  Coun- 
cil. The  series  covers  the  physics  of  the  earth 
and  aims  "to  give  to  the  reader,  presumably 
a  scientist  but  not  a  specialist  in  the  subject, 
an  idea  of  its  present  status,  together  with  a 
forward-looking  summary  of  its  outstanding 
problems."  The  present  volume  on  hydrology 
first  describes  the  two  basic  processes,  pre- 
cipitation and  evaporation.  The  processes  of 
storage  and  transfer  of  the  water  are  then 
treated  at  length  and  followed  by  a  chapter 
on  the  physical  and  chemical  work  done  by 
the  natural  waters  in  the  course  of  their  cir- 
culation. Chapters  are  devoted  to  the  hydro- 
logy of  limestone  and  lava-rock  terranes. 
Each  chapter  has  a  bibliography. 

INDUSTRIAL  CAMOUFLAGE  MANUAL 

By  K.  F.   Wittmann.  Reinhold  Publishing 
Corporation,  New   York,   1942.   128  pp., 
illus.,  diagrs.,  tables,  11  x  8)/2  in.,  paper, 
$4.00. 
This  interesting  book  presents  experiments 
and  experiences  developed  in  the  classrooms 
and  camouflage  laboratory  of  Pratt  Institute. 
The  presentation  is  largely  by  drawings  and 
photographs.    Principles,   methods   and   ma- 
terials  are   described   and   demonstrated   on 
models  and  by  actual  installations. 

INDUSTRIAL  FURNACES,  Vol.  2 

By  W.  Tîinks.  2  ed.  John  Wiley  &  Sons, 
New  York;  Chapman  &  Hall,  London, 
1942.  351  pp.,  illus.,  diagrs.,  charts, 
tables,  9Y2x6  in.,  cloth,  $5.00. 

As  in  the  first  edition  of  this  well-known 
treatise,  this  volume  is  devoted  primarily  to 
practice  and  is  intended  especially  to  aid  in 
the  selection,  installation  and  operation  of 
furnaces.  The  discussion  covers  Fuels  and 
sources  of  heat  energy,  Combustion  devices 
and  heating  elements,  Control  of  furnace 
temperature  and  atmosphere,  Labor-saving 
appliances  and  the  Comparison  of  fuels  and 
types  of  furnaces.  Much  of  the  book  has  been 
rewritten,  to  include  new  developments. 


538 


September,  1942    THE  ENGINEERING  JOURNAL 


INDUSTRIAL  MANAGEMENT 

By  A.  G.  Anderson,  M.  J.  Mandeville 
and  J.  M.  Anderson.  Ronald  Press  Co., 
New  York,  1942.  612  pp..  Mus.,  diagrs., 
charts,  tables,  9Yi  x  6  in.,  cloth,  $4.50. 

This  text  is  a  revision  of  "Industrial  Engin- 
eering and  Factory  Management,"  in  which 
the  emphasis  has  been  shifted  from  technical 
and  labor  problems  to  the  relations  that  exist 
between  industry  and  society  as  a  whole. 
Starting  with  a  presentation  of  the  contacts 
of  a  company  with  the  public,  the  work 
describes  the  development  of  industrial  man- 
agement, the  organization  of  a  company,  the 
location,  construction  and  equipment  of  the 
plant,  product  simplification  and  standardiza- 
tion, relations  with  employees,  and  control 
devices  for  waste  elimination  and  co-ordina- 
tion of  activities. 

(An)  INTRODUCTION  to  CONTROL 
ENGINEERING 

By  E.  S.  Smith.  Apply  to  aidhoi ,  114-5? 
176th  St.,  St.  Albans,  Long  Island,  N.Y., 
1942.  Paged  in  sections,  diagrs.,  charts, 
tables.  11  x  8  in.,  paper,  $2.00,  including 
separate  pamphlet  of  figures. 

These  notes  represent  lectures  on  control 
and  its  applications  in  the  process  industries, 
given  by  the  author  for  an  Engineering, 
Science,  Management  and  Defence  Training 
course  at  Pratt  Institute.  The  book  is  intended 
for  those  actively  working  with  industrial 
measuring  and  controlling  instruments  and 
is  intended  as  an  introduction  to  the  basic 
principles  that  underly  the  solution  of  specific 
problems. 

Introduction  to  the  THEORY  of  ELAS- 
TICITY for  Engineers  and  Physicists 

By  R.  V.  Southwell.  2  ed.  Oxford  Univer- 
sity  Press,    New    York,    1941-   509   pp., 
illus.,  diagrs.,  charts,  tables,  9¥<i  x  6  in., 
cloth,  $10.00. 
The  first  edition,  which  appeared  in  1936, 
was  intended  to  provide  a  text  for  students 
pursuing  advanced  studies  in  elasticity  and 
for  engineers  who  needed  a  wider  knowledge 
of  elastic  theory  than  was  demanded  formerly, 
to  deal  with  the  problems  arising  from  higher 
speeds  in  machinery,  the  use  of  light  metals  in 
structures,  etc.  This  edition  is  substantially  a 
reproduction  of  the  first,  with  the  correction 
of  a  few  errors  and  some  minor  additions. 

The  LINEMAN'S  HANDROOK 

By  E.  B.  Kurtz.  2  ed.  McGraw-Hill  Book 
Co.,  New   York  and  London,   1942.  650 
pp.,  illus.,  diagrs.,  charts,  tables,  7%  x  5 
in.,  lea.,  $4.00. 
This   work   gives   a   clear  presentation   of 
procedure  and  methods  of  line  construction, 
accompanied  by  an  introductory  explanation 
of  electrical  principles  and  electric  systems. 
The  new  edition  has  been  thoroughly  revised, 
and  new  chapters  have  been  added  on  rural 
lines,  tower-line  erection,  pole-top  resuscita- 
tion, safety  and  rural-line  operation  and  main- 
tenance. 

MARINE  DIESEL  HANDROOK 

By  L.  R.  Ford.  Diesel  Publications,  New 
York,     1942.    896    pp.,    illus.,     diagrs., 
charts,  tables,  9x6  in.,  fabrikoid,  $7.00 
($8.00,  foreign  countries). 
The  machinery  of  a  modern  motorship  is 
described  and  explained  in  this  hand-book, 
designed   for   those   in   charge   of   operation 
and  maintenance.  The  principles  of  the  Diesel 
engine,  the  types  in  use  and  their  construction 
are  explained.  Chapters  deal  with  fuel,  pro- 
pulsion methods,  Diesel-electric  drives,  super- 
charging,  propellers,   speed  regulation,   sup- 
pression of  vibration  and  noise,  electricity  on 
the  motorship,  and  accessory  equipment. 

MASS  SPECTRA  and  ISOTOPES 

By  F.  W.  Aston.  Longmans,  Green  &  Co., 
New  York;  Edward  Arnold  &  Co.,  Lon- 
don, 2  éd.,  I942.  276  pp.,  illus.,  diagrs., 
charts,  tables,  9  x  5Yi  in.,  cloth,  $7.00. 


This  book,  by  the  leading  worker  in  the 
field,  has  been  revised  in  the  light  of  develop- 
ments since  1933.  It  opens  with  an  historical 
review,  describes  the  apparatus  and  methods 
used  in  producing  and  analyzing  mass  spectra, 
the  elements  and  their  isotopes,  and  discusses 
the  theoretical  conclusions.  A  complete 
account  of  the  analyses  of  all  the  elements 
and  the  ways  in  which  they  were  obtained  is 
included  for  the  first  time. 

MATHEMATICS  DICTIONARY,  com- 
piled from  the  literature  and  edited 
by  G.  James  and  R.  C.  James. 

The  Digest  Press,  Van  Nuys,  Calif.,  1942. 

259  pp. +22  pp.  of  tables,  formulas  and 

symbols;  diagrs.,  charts,  9Yi  x  6  in.,  cloth, 

$3.00. 
This  dictionary  is  based  upon  modern  text- 
books, and  aims  to  give  the  meaning  of  the 
basic  mathematical  words  and  phrases,  and 
to  cover  exhaustively  all  terms  from  arith- 
metic through  the  calculus,  including  the 
technical  terms  commonly  used  in  the 
application  of  these  subjects.  Many  illus- 
trative examples  and  figures  are  included,  and 
an  appendix  provides  a  number  of  useful 
mathematical  tables. 

MECHANICS  of  AIRCRAFT 
STRUCTURES 

By  J.  E.  Younger.  2  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1942. 
396  pp.,  illus.,  diagrs.,  charts,  tables,  9)/2 
x  6  in.,  cloth,  $4.00. 

The  fundamental  principles  and  methods 
involved  in  the  construction  of  all-metal  air- 
planes are  presented  in  organized  form  and  as 
simply  as  possible  for  student  use.  The  data 
upon  design  and  structural  analysis  are  recent. 
The  first  edition,  published  in  1935,  was 
entitled  "Structural  Design  of  Metal  Air- 
planes." 

METALLURGY  of  COPPER 

By  J.  Newton  and  C.  L.  Wilson.  John 
Wiley  &  Sons,  New  York;  Chapman  & 
Hall,  London,  1942.  518  pp.,  illus., 
diagrs.,  charts,  maps,  tables,  9Yi  x  6  in., 
cloth,  $6.00. 

The  aim  of  this  book  is  to  present  the 
various  methods  used  in  extracting  copper 
from  its  ores  and  refining  it  to  commercial 
grade.  Related  subjects,  such  as  ore  dressing 
and  the  properties  and  uses  of  copper,  are 
outlined  briefly.  Some  examples  of  modern 
practice  are  included  to  illustrate  the  applica- 
tion of  the  methods  described. 

MOTION  and  TIME  STUDY 
APPLICATIONS 

By  R.  M.  Barnes.  John  Wiley  &  Sons, 
New  York,  1942.  188  pp.,  illus.,  diagrs., 
chaits,  tables,  11  x  8Y2  in.,  paper,  $1.75. 

This  volume  supplements  the  author's 
"Motion  and  Time  Study"  by  providing  case 
material  and  research  data  illustrative  of  that 
text.  Much  of  the  material  here  is  the  result 
of  researches  in  the  application  of  motion  and 
time  study  to  specific  problems,  as  carried  out 
at  the  University  of  Iowa. 

National  Physical  Laboratory,  Metrology 
Department,  NOTES  on  GAUGE 
MAKING  and  MEASURING. 

Great  Britain,  Department  of  Scientific  and 
Industrial  Research,  London,  January, 
1942.  68  pp.,  diagrs.,  charts,  tables,  10  x7 
in.,  paper  (obtainable  from  British  Library 
of  Information,  30  Rockefeller  Plaza,  New 
York,  $0.60). 

This  pamphlet  has  been  prepared  by  the 
National  Physical  Laboratory  for  the  assist- 
ance of  firms  who  are  entering  the  field  of 
gauge  making,  as  a  guide  in  overcoming 
initial  difficulties.  It  includes  notes  on  the 
manufacture  and  measurement  of  gauges, 
together  with  descriptions  of  suitable  measur- 
ing apparatus.  The  text  covers  the  simpler 


types  of  plain  and  form  gauges,  but  does  not 
consider  screw  gauges. 

PETROLEUM  ENCYCLOPEDIA,  "Done 
in  Oil" 

By  D.  D.  Leven,  edited  and  revised  by  S. 
J.  Pirson.  Ranger  Press,  New  York,  1942. 
1084  PP-,  illus.,  diagrs..  charts,  maps, 
tables,  9x6  in.,  fabrikoid,  $10.00. 

A  comprehensive  presentation  of  the  whole 
oil  industry,  with  emphasis  upon  the  economic 
and  financial  aspects.  The  place  of  petroleum 
in  world  economics;  methods  of  finding,  pro- 
ducing, transporting,  refining  and  marketing 
oil;  oil  industry  financing;  the  oil  royalty 
business;  and  the  regulation  of  securities  and 
markets  are  described  in  clear,  non-technical 
language. 

PRINCIPLES  of  MAGNAFLUX 
INSPECTION 

By  F.  B.  Doane.  2  ed.  Magnaflux  Corp., 
Chicago,  III.,  1942.  288  pp.,  illus., 
diagrs.,  charts,  tables,  9x6 in.,  cloth,  $2.50. 

The  principles  of  this  method  of  inspection, 
its  advantages,  its  fields  of  use  and  its  tech- 
nique are  presented.  This  new  edition  has 
been  enlarged  and  improved.  More  photo- 
graphs of  Magnaflux  patterns  have  been 
included;  new  material  has  been  added  on 
detectible  defects,  interpretation  and  welding  ; 
and  the  bibliography  has  been  enlarged. 

PRINCIPLES  of  RADIO 

By  K.  Henney.  4  ed.  John  Wiley  &  Sons, 
New  York;  Chapman  &  Hall,  London, 
1942.  549  pp.,  illus.,  diagrs.,  charts, 
tables,  8  x  5  in.,  cloth,  $3.50. 

The  aim  of  the  author  has  been  to  present 
the  principles  of  radio  in  a  form  adapted  to 
students  with  little  electrical  or  mathematical 
background  The  book  is  intended  primarily 
for  trade  schools  and  for  self-instruction. 
This  edition  has  been  revised  and  brought 
up  to  date. 

RATIONED  RURRER,  What  to  Do 
About  It 

By  W.  Haynes  and  E.  A.  Hauser.  Alfred 
A.  Knopf,  New  York,  1942.  181  pp., 
diagrs.,  charts,  8  x  5  in.,  cloth,  $1.75. 

In  this  small  book,  intended  for  the  man 
in  the  street,  two  experienced  chemists  give  a 
clear,  readable  account  of  the  rubber  situation 
to-day.  The  story  answers  most  of  the  ques- 
tions that  every  one  is  asking. 

Report  of  a  Conference  on  the  ORIGIN 
of  OIL,  conducted  by  the  Research 
Committee  of  the  American  Associa- 
tion of  Petroleum  Geologists,  April 
5th,  1941,  Houston,  Texas. 

Publ.  by  American  Association  of  Petro- 
leum Geologists,  P.O.  Box  979,  Tulsa, 
Okla.,  1941.  81  pp.,  illus.,  tables,  mani- 
fold, 11  x8Y2in.,  paper,  $1.00. 

The  pamphlet  is  a  stenographic  report  of 
an  informal  round-table  discussion  at  Hous- 
ton, Texas,  on  April  5,  1941,  which  was 
attended  by  thirty-six  well-known  geologists 
and  chemists  interested  in  the  subject. 

REPORT  WRITING 

By  C.  G.  Gaum,  H.  F.  Graves  and  L.  S.  S. 
Hoffman.  Revised  edition.   Prentice- H  all, 
New  York,  1942.  332  pp.,  diagrs.,  blue- 
prints, charts,  tables,  9x/i  x  6  in.,  cloth, 
$2.75. 
This  is  an  excellent  presentation  of  certain 
principles  of  composition  and  rhetoric  to  the 
special  field  of  the  report,  intended  for  use 
as  a  college  text  and  for  independent  study. 
No  fundamental  changes  have  been  made  in 
the  new  edition,  but  the  illustrative  material 
and  specimen  outlines  and  reports  have  been 
replaced  by  recent  items,  the  rules  for  abbre- 
viations have  been  changed  to  standard  ones, 
and  a  section  on  letters  of  application  has 
been  added. 


THE  ENGINEERING  JOURNAL    September,  1942 


539 


REPORTS  on  PROGRESS  in  PHYSICS, 
Vol.  VIII  (1941),  edited  by  W.  B. 
Mann 

Physical  Society,   Exhibition   Road,   Lon- 
don,   S.W.7,    England,    191,2.    372    pp., 
Mus.,  diagrs.,  charts,  tables,  10  x  7  in., 
cloth,  $5.25,  postage  included. 
The  purpose  of  these  valuable  reports  is  to 
help  the  physicist  to  keep  himself  informed 
of  the   advances   constantly   being  made  in 
those  departments  of  physics  in  which  he  has 
not   specialized.    To   this   end,    each   annual 
volume  contains  papers  by   specialists   upon 
various    important    fields,    accompanied    by 
extensive  bibliographies.   This  volume  deals 
with  advances  in  phvsics  up  to  the  middle  of 
1941. 

ROTARY  DRILLING  HANDBOOK 

By  J.  E.  Brantly.  3  ed.  rev.  Palmer  Pub- 
lications, New  York,  Los  Angeles  and 
London,  1942.  420  pp..  Mus.,  diagrs., 
charts,  tables,  7\<i  x  5  in.,  fabrikoid,  $5.00. 

Presents,  in  a  very  practical  manner,  the 
equipment  and  methods  used  in  the  oil  indus- 
try. The  book  is  intended  as  a  manual  for 
those  actually  engaged  in  drilling  and  is  con- 
fined to  methods  used  in  the  more  difficult 
fields  of  this  country.  This  edition  has  been 
thoroughly  revised. 

SHEET-METAL  PATTERN  DRAFTING 

By  F.  J.  O'Rourke  and  edited  by  J.  A. 
M  oyer.  McGraw-Hill  Book  Co.,  New  York 
and  London,  1942.  189  pp.,  diagrs., 
charts,  tables,  9l/>  x  6  in.,  cloth,  $2.00. 

This  text  is  intended  to  familiarize  the 
reader  with  the  basic  principles  that  must  be 
applied  in  laying  out  patterns  on  sheet  metal. 
These  principles  are  illustrated  by  application 
to  many  practical  problems  of  the  various 
kinds  that  arise  in  everyday  shopwork. 

SOURCE  BEDS  OF  PETROLEUM 

By  P.  D.  Trask  and  H.  W.  Patnode. 
American  Association  of  Petroleum  Geo- 
logists, Box  979,  Tulsa,  Okla.,  1942.  566 
pp.,  diagrs.,  maps,  tables,  9%  x  6  in., 
cloth,  $4,50. 

This  book  is  the  report  of  an  investigation 
carried  out  jointly  by  the  American  Petroleum 
Institute  and  the  U.S.  Geological  Survey 
during  the  last  ten  years,  upon  the  origin  and 
environment  of  source  beds  of  petroleum. 
The  properties  of  individual  samples  of 
sediments  from  many  oil  fields  in  most  of  the 
producing  regions  of  the  United  States  were 
studied  in  order  to  ascertain  whether  or  not 
any  of  these  properties  were  related  to  the 
distance  of  the  sediments  from  known  oil 
zones.  The  regional  studies  are  presented  in 
detail,  with  the  conclusions  reached. 


STRATIGRAPHIC   TYPE   OIL    FIELDS, 
edited  by   A.   I.  Levorsen 

American  Association  of  Petroleum  Geo- 
logists, Box  979,  Tulsa,  Okal.,  1941.  902 
pp.,   Mus.,   diagrs.,   charts,   maps,   tables, 
9Y2x6  in.,  cloth,  $5,50. 
This  volume  contains  detailed  descriptions 
of   thirty-seven   American   oil    pools    of   the 
stratigraphie    type,    contributed    by    various 
petroleum   geologists.    ''It   is   intended   as   a 
factual    background    on    which    a    further 
approach  may  be  made  to  the  causes  of  oil 
and  gas  accumulation  and  also  as  a  basis  for 
the    reasoning    necessary    to    future    oil-field 
discovery."    (Preface).    An   extensive   biblio- 
graphy is  included. 

STRUCTURAL  THEORY 

By  H.   Sutherland  and  H.   L.   Bowman. 

3  ed.  John  Wiley   &  Sons,   New   Yoik; 

Chapman  &  Hall,  London,  1942.  368  pp., 

diagis.,  charts,  tables,  9x/i  x  6  in.,  cloth, 

$3.75. 
The  basic  conceptions  and  principles  of 
structural  theory  relating  to  trusses,  rigid 
frames  and  space  frameworks  are  presented 
in  this  textbook,  which  covers  the  subject  as 
commonly  taught  in  our  technical  schools.  In 
this  edition  there  has  been  considerable 
revision  and  enlargement  in  the  parts  devoted 
to  rigid-frame  construction  and,  to  a  lesser 
extent,  in  other  sections. 

THEORETICAL  NAVAL 
ARCHITECTURE 

By  E.  L.  Attwood,  revised  by  H.  S. 
Pengelly.  Longmans,  Green  &  Co.,  New 
York,  London,  Toronto,  1942.  526  pp., 
diagrs.,  charts,  tables,  8x5  in.,  cloth,  $5.00. 

The  purpose  of  this  well-known  textbook 
is  to  provide  students  and  draftsmen  with  an 
explanation  of  the  calculations  that  con- 
tinually have  to  be  performed,  and  of  the 
principles  underlying  them.  Copious  examples 
illustrate  the  rules.  This  issue  of  the  book  is 
the  nineteenth  printing,  apparently  of  the 
revised  edition  which  appeared  in  1931. 

THIS  FASCINATING  RAILROAD 
BUSINESS 

By  R.  S.  Henry.  Bobbs-Mei  rill  Co.,  New 
York   and   Indianapolis,    1942.   5  20   pp., 
Mus.,  diagis.,  charts,  9  x  6  in.,  cloth.  $8.50. 
A  very  readable,  yet  unusually  detailed  and 
comprehensive  account  of  American  railroad- 
ing, is  provided  in  this  volume,  which  should 
be  of  interest  both  to  laymen  and  to  railroad 
men.  Every  aspect  of  railroading  as  a  business 
is  covered,  and  while  the  subject  is  primarily 
the   railroad   companies  of  to-day,   much    his- 
torical information  is  included.  The  author  is 
an  experienced  railroad  man. 


UNITED  STATES  TENNESSEE  VALLEY 
AUTHORITY.  The  Chickamauga 
Project 

(Technical  Report  No.  6)  Tennessee  Valley 
Authority,    Treasurer's   Office,    Knoxville, 
Tenn.,  1942.  451  pp.,  illus.,  diagrs.,  charts, 
maps,  tables,  9x/i  x  6  in.,  cloth,  $1.00. 
Facts    concerning    the    planning,    design, 
construction    and    initial    operations    of    the 
Chickamauga  project  of  the  Tennessee  Valley 
Authority    are    presented     in    this    report. 
Unusual    and    unprecedented    features    and 
methods  are  described  in  some  detail,  while 
common    procedures    and    practices    receive 
rather    brief    treatment.    Chapter    bibliogra- 
phies,  a   section   on   costs   and   a   statistical 
summary  are  included. 

VOLUMETRIC  ANALYSIS,  Vol.  1.  Theor- 
etical Fundamentals 
By  I.  M.  Kolthoff  and  V.  A.  Stenger.  2nd 
rev.     ed.     Interscience     Publishers,     New 
York,  1942.  309  pp.,  diagrs.,  charts,  tables, 
9l/2x  6  in.,  cloth,  $4,50. 
The  theoretical  considerations  underlying 
the  methods  of  volumetric  analysis  are  com- 
prehensively discussed.   Basic  principles  are 
stated  for  neutralization,  ion  combination  and 
oxidation-reduction  reactions.  The  operation 
and  utilization  of  various  types  of  indicators 
are  considered.  The  later  chapters  deal  with 
special    considerations,    such    as    absorption 
and  coprecipitation  phenomena  and  various 
methods  for  the  determination  of  the  equiva- 
lence-point. 

WHAT  STEEL  SHALL  I  USE? 

By  G.  T.  Williams.  American  Society  for 
Metals,   Cleveland,  Ohio,   1941..  213  pp., 
illus.,   diagrs.,   charts,   tables,  9  x  6  in., 
cloth,  $3.50. 
The   many   factors   which   bear   upon   the 
selection  of  the  best  available  steel  for  any 
given   purpose   are   briefly   and   clearly    pre- 
sented. These  factors  include  physical  pro 
perties,  metallurgical  aspects,  availability  of 
proper  treatment,   considerations  in   fabrica- 
tion  and  economic  aspects.   Suggestions  for 
further  reading  accompany  each  chapter. 

WHAT  THE  CITIZEN  SHOULD  KNOW 
ABOUT  CIVILIAN  DEFENSE 

By  W.  D.  Bingei  and  H.  H.  Railey.  W. 
W.  Norton  A  Co.,  New  York,   1942.    1S.1 
pp..  diagrs..  8\'i  x  5Vi  in.,  cloth,  $2.50. 
This  book  presents  the  advice  of  an  experi- 
enced civil  engineer  and  a  writer  upon  military 
affairs  as  to  proper  methods  of  dealing  with 
the  civil  problems  arising  out  of  enemy  air 
action.    The    various    types    of    bombs    are 
described,    and   instructions  as   to  protection 
against  them  given.  Construction  of  shelters, 
preparation  of  blackouts,  fire  control  and  gas 
arc  dealt  with,  as  well  as  other  matters. 


540 


September,  1942    THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 

of  Applications  for  Admission  and  for  Transfer 


August  28th,  1942. 

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  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, 
■hall  be  required  te  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 
•vidence  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  be  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  A  (filiate  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 

COLE— DONALD  LORNE,  of  185  Crescent  St.,  Peterborough,  Ont.  Born  at 
Lansing,  Mich.,  U.S.A.,  June  25th,  1918;  Educ:  B.Sc  (Elec),  Univ.  of  Toronto, 
1941;  1937-40  (summers),  with  the  H.E.P.C.  of  Ontario,  asst.  to  elec.  supt.,  oper- 
ation staff,  etc.;  1941-42,  test  course,  and  April  1942  to  date,  junior  engr.,  aircraft 
instrument  engrg.,  Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 

References:  J.  Cameron,  A.  L.  Malby,  G.  R.  Langley,  D.  V.  Canning,  B.  Ottewell. 

DELL— CHARLES  ADIN  ORIN,  of  2237  Pine  Grove  Ave.,  Niagara  Falls,  Ont, 
Born  at  Niagara  Falls,  June  30th,  1901.  Educ:  I.C.S.,  Elec.  Engrg.,  1932;  R.P.E. 
of  Ont.;  1927-30,  distribution  planning  &  dfting.,  Niagara  Electric  Service  Corpn. 
Niagara  Falls,  N.Y.;  1930-39,  meter  &  relay  testing  &  gen.  meter  lab.  testing,  Niagara 
Falls  Power  Co.;  1939-40,  plans  <fe  specifications,  etc.,  Buffalo  Niagara  Electric 
Power  Corpn.;  1940  to  date,  elec.  designing  dftsman.,  H.  G.  Acres  &  Co.,  Niagara 
Falls,  Ont. 

References:  H.  E.  Barnett,  W.  D.  Bracken,  C.  G.  Cline,  J.  H.  Ings,  A.  W.  F. 
McQueen,  M.  F.  Ker.  ' 

EASTON— WALLACE  MOFFATT,  of  41  Maple  Ave.,  Shawinigan  Falls,  Que. 
Born  at  Renfrew,  Ont.,  June  27th,  1908;  Educ:  B.Sc.  (Mech.),  1931,  Mech.  Engr. 
(Extramural),  1935,  Clarkson  College  of  Technology,  Potsdam,  N.Y.;  1928-30 
(summers),  distribution  mtce.,  Niagara-Hudson  Corpn.,  Potsdam;  1931-33,  dftsman., 
1933-36,  sales  engr.,  estimating,  cost  acctg.,  1934-36,  asst.  sec'y.,  Jeffrey  Mfg.  Co. 
Ltd.,  Montreal;  with  Consolidated  Paper  Corporation  Ltd.,  Shawinigan  Falls,  as 
follows:  1936-38,  dftsman.,  1938-40,  chief  drftsman,  1940,  asst.  to  divn.  engr.,  and 
1940  to  date,  asst.  divn.  engr. 

References:  E.  B.  Wardle,  V.  Jepsen,  W.  A.  E.  McLeish,  E.  R.  McMullen,  E.  T. 
Buchanan. 

FORTIN— RENE,  of  3527  Wellington  St.,  Verdun,  Que.  Born  at  Montreal, 
Sept.  25th,  1908;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1929;  1929-30,  gen. 
engrg.,  Z.  Langlais,  Quebec;  1930-33  and  1938^10,  concrete  designer,  Associated 
Engineers  Ltd.,  Montreal;  1933-34,  field  engr.,  road  constrn.,  Arm.  Sicotte;  1936-37, 
constrn.  inspr.,  Viau  &  Venne,  Architects;  1939-40,  professor  of  mechanics,  Ecole 
Polytechnique,  and  1940  to  date,  designing  engr.,  concrete,  steel  &  wood,  for  B.  R. 
Perry,  M.E.I.C.,  consltg.  engr.,  Montreal. 

References:  B.  R.  Perry,  G.  J.  Papineau,  J.  A.  Lalonde,  A.  Circe,  A.  Duperron, 
S.  A.  Baulne. 

JOMINI — HARRY,  of  Mackenzie,  Demerara,  British  Guiana.  Born  at  Winnipeg, 
Man.,  Jan.  2nd,  1910;  Educ:  B.Sc.  (Civil),  Univ.  of  Man.,  1935,  B.Sc.  (Mining), 
McGill  Univ.,  1937;  1928  &  1931  (summers),  C.P.R.  constrn.  dept.;  1929-30,  C.N.R. 
land  survey  dept.;  Summer  work  as  follows —  1932-33,  Island  Lake  Gold  Mines, 
Ventures  Ltd.,  1934,  prospecting,  1935,  Dom.  Govt.  Geol.  Survey,  1936,  Hollinger 
Gold  Mines,  constrn.  engr.,  Preston  East  Dome  Mine;  1937,  lab.  asst.,  1937-38, 
engr.,  technical  data  dept.,  Dorr  Engineering  Co.  Inc.,  New  York;  with  the  Demerara 
Bauxite  Co.  Ltd.,  as  follows:  1939-40,  asst.  mining  engr.,  1940-41,  engr.  i/c  washing 
plant,  1941  to  date,  railroad  supt. 

References:  A.  W.  Whitaker,  Jr.,  P.  H.  Morgan,  T.  H.  Henry,  G.  H.  Herriot, 
W.  G.  McBride. 

LAPEYRE— JEAN,  of  5750  Darlington  Ave.,  Montreal,  Que.  Born  at  Castre» 
(Tarn),  France,  June  24th,  1899;  Educ:  Ingénieur  Diplômé  de  l'Ecole  Polytechnique 
(1921)  et  de  l'Ecole  Supérieure  d'Electricité  de  Paris  (1927);  1928-40,  Govt,  ap- 
pointed engr.  Industry  of  Armament,  Paris,  France;  Under  contract  by  British 
Govt,  in  North  America  (United  Kingdom  Technical  Mission),  1940-41,  Sorel 
Industries  Limited  1941  to  date,  Engineering  Products  of  Canada   Ltd. 

References:  C.  J.  Desbaillets,  W.  F.  Drysdale,  J.  W.  Simard,  A.  Circe,  L.  Trudel. 

LAWTON— HERBERT  CLARENCE,  of  127  Wright  St.,  Saint  John,  N.B. 
Born  at  Saint  John,  April  17th,  1890;  Educ:  I.C.S.;  1907-19,  Vaughan  Electric  Co. 
Ltd.,  Saint  John,  N.B.;  Allis-Chalmers  Bullock,  Montreal  (1911 — May-Oct.); 
1919-28.  Webb  Electric  Co.,  Saint  John;  1928  to  date,  electrical  contractor,  68 
Thorne  Ave.,  Saint  John,  N.B.  (Applying  for  admission  as  Affiliate). 

References:  F.  P.  Vaughan,  H.  A.  Stephenson,  D.  R.  Webb,  G.  G.  Murdoch,  G.  G. 
Hare. 

MILLS— ALFRED  ARTHUR,  of  683  Melrose  Ave.,  Verdun,  Que.  Born  at  Mid- 
hurst,  Sussex,  England,  Jan.  23rd,  1895;  Educ:  Diploma,  Engrg.  Course,  Bennet 
College,  Sheffield,  England,  1923;  1911-14,  machine  shop  ap'tice,  G.T.R.,  Montreal; 
1917-20,  millwright,  Dorman  Long  Ltd.,  England;  1921-24,  partner  in  gen.  engrg. 
shop,.  England;  1926-30,  mech.  dftsman.,  St.  Hyacinthe  Engrg.  Works,  Montreal; 
1930  to  date,  dftsman.  &  plan  surveyor,  boiler  &  pressure  vessel  inspection  branch, 
Quebec  Provincial  Government.  (Applying  for  admission  as  Affiliate.) 

References:  N.  S.  Walsh,  J.  Leblanc,  G.  Agar,  R.  E.  MacAfee,  P.  F.  Stokes. 

MILLS— CECIL  GORDON,  of  Trail,  B.C.  Born  at  Farnham,  Que.,  June  2nd, 
1903;  Educ:  B.Sc.  (Elec),  McGill  Univ.,  1926;  1921-25  (summers),  on  constrn. 
work;  1925-26,  Montreal  Armature  Works;  1930-41,  asst.  relay  engr.,  1941-42,  field 
engr.  (constrn),  Montreal  Light  Heat  &  Power  Cons.,  Montreal;  At  present,  elec. 
engr.,  West  Kootenay  Power  &  Light  Co.,  Trail,  B.C. 

References:  H.  Milliken,  L.  L.  O'Sullivan,  L.  A.  Kenyon,  R.  M.  Walker,  B.  K. 
Boulton,  E.  W.  Knapp. 

McINTYRE— JACOB  SPENCE,  of  Toronto,  Ont.  Born  at  Peterborough,  Ont., 
Oct.  7th,  1890;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1915;  1910-11,  A.  R. 
Williams  Mach.  Co.;  1913-14,  Morrow  &  Beatty  Ltd.;  1916-17,  Jencks  Machine 
Co.  Ltd.;  1917-27,  mech.  engr.,  H.E.P.C.  of  Ontario;  1927-31,  gen.  supt.,  Corbett 
Construction  Co.,  Pittsburgh;  1931-34,  mech.  engr.,  Dodge  Mfg.  Co.;  1934-37, 
equipment  engr.,  Dept.  of  Northern  Development,  Toronto;  1937-38,  mech.  engr., 
Canadian  Car  &  Foundry  Co.  Ltd.,  Montreal;  1938-39,  design,  engr.,  General 
Motors  Corpn.,  Oshawa,  Ont.;  1939-40,  mech.  engr.,  Dominion  Foundries  &  Steel, 
Hamilton,  Ont.;  1940-41,  prin.  mech.  engr.,  Canadian  Marconi  Company,  Montreal; 
1941  to  date,  chief  mech.  engr.,  Armstrong  Wood  &  Co.,  Toronto,  Ont. 

References:  F.  A.  Gaby,  F.  B.  Goedike,  A.  M.  Mackenzie,  T.  F.  Francis,  W.  P. 
Dobson,  R.  L.  Dobbin. 

NORTON— ALAN  DOUGLAS,  of  3  Manor  Lodge,  So.  John  St.,  Fort  William, 
Ont.  Born  at  Gomshall,  Surrey,  England,  Sept.  1st,  1912;  Educ:  Night  classes  in 
aeronautics  &  struct'l  steel  design;  1932-35,  shop  experience,  1935-37,  production 
control  dept.,  set  up  and  supervised  production  planning  system;  1937  to  date,  with 
Canadian  Car  &  Foundry  Co.  Ltd.,  Aircraft  Divn.,  Fort  William,  Ont.  1937-38, 
setting  up  production  system,  incl.  production  planning.  1937-39,  i/c  jig  &  tool  design 
and  control  for  special  contracts;  1939,  sent  to  England  for  special  studies;  1940, 
continued  tool  design  <fe  supervision;  Aug.  1941,  project  supervisor, s/c  tool  design  A 
methods  control;  June  1942  appointed  chief  tool  designer,  engrg.  dept.,  &  supervisor, 
tool  &  methods  dept.  (Applying  for  admission  as  Affliate.) 

References:  D.  Boyd,  H.  Scheunert,  E.  M.  G.  MacGill,  W.  L.  Bird,  H.  G.  O'LearyJ 

PASCOE— THOMAS,  of  Suffield,  Alta.  Born  at  Tyldesley,  Lanes.,  England, 
Sept.  30th,  1895;  Educ:  Cert.  Mine  Surveyor,  Great  Britain  and  Alberta.  Cert. 
Mine  Manager,  Great  Britain,  Sask.  <fe  Alberta;  1911-14,  ap'ticed  with  Messrs.  F.  E. 
&  L.  P.  Jacob,  mining  engrs.,  Port  Talbot,  South  Wales;  1914-19,  Overseas,  Capt., 
Royal  Engrs.  &  Royal  Artillery;  1919-22,  completed  experience  with  Messrs.  Jacob; 
1922-24,  mine  surveyor,  group  of  collieries  for  Messrs.  Jacob — underground  &  surface, 
surveys  and  layouts,  royalties  &  engrg.  works;  1924-25,  mgr.,  Parc-y-bryn  Collieries 
Ltd.,  Port  Talbot,  South  Wales;  1927-28,  engr.  &  surveyor,  A. B.C.  Coal  Co.  Ltd. 
Newcastle  Coal  Co.  Ltd.;  1928-29,  mine  surveyor,  1929-33,  pitboss,  1933-39,  mgr., 
Mountain  Park  Collieries  Ltd.,  Mountain  Park,  Alta.;  1941  (Jan.-March),  mgr., 
Hinton  Collieries  Ltd.,  Hinton,  Alta.;  June  1941  to  date,  senior  asst.  engr.,  M.D. 
No.  13,  i/c  constrn.  of  experimental  station,  Suffield,  Alta. 

References:  M.  Cranston,  F.  M.  Steel,  J.  W.  Young,  J.  R.  Wood,  H.  LeM.  Steven» 
Quille, 


THE  ENGINEERING  JOURNAL    September,  1942 


541 


PATTERSON— WILFRED  ERNEST,  of  4578  Lambert  Ave..,  Montreal,  Que. 
Born  at  Vancouver,  B.C.,  Jan.  16th,  1900;  Edue.:  B.Se.  (Chem.  &  Met.),  Queen's 
Univ.,  1924.  R.P.E.  of  Ont.;  1918-19,  British  Chemical  Co.;  1919-20,  Canadian 
Westinghouse  Co.;  1920-21,  North  American  Cyanamid  Co.;  1921-26,  with  G.  F. 
Sterne  &  Sons  Ltd.;  1926-40,  G.  F.  Sterne  &  Sons  Ltd.  &  Sternson  Laboratories  Ltd., 
as  consltg.  chem.  engr. — i/c  all  plant  development  &  mfg.  control,  serving  as  chief 
chemist  to  G.  F.  Sterne  &  Sons  Ltd.,  and  managing-director,  Sternson  Laboraties 
Ltd.;  1940-42,  Allied  War  Supplies  Corporation,  i/c  technical  group  of  Ammunition 
Filling  Divn.;  at  present,  technical  director,  Merck  &  Co.  Ltd.,  Montreal. 

References:  H.  G.  Acres,  H.  M.  Scott,  W.  P.  Dobson,  E.  P.  Muntz,  S.  R.  Frost, 
W.  L.  McFaul,  L.  A.  Wright. 

POULIOT— ADRIEN,  of  Quebec,  Que.  Born  at  Saint  Jean,  Ile  d'Orléans,  Que., 
Jan.  4th,  1896;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1919.  M. Se, 
Laval  Univ.,  L.Sc.  (Maths.),  Sorbonne,  Paris;  1920-23,  engr.,  Dept.  Public  Works, 
Quebec;  1922-24,  lecturer  in  maths.,  1924-28,  asst.  professor  in  maths.,  1928,  professor 
of  differential  and  integral  calculus,  1938-40,  secretary,  Faculty  of  Science,  director, 
Dept.  of  Mathematics,  and  1940  to  date,  Dean  of  the  Faculty  of  Science,  Laval 
University,  Quebec,  Que. 

References:  A.  B.  Normandin,  I.  E.  Vallée,  A.  O.  Dufresne,  O.  O.  Lefebvre,  H. 
Cimon. 

RANSOM— ROSMORE  HOWARD,  of  5975  Cote  St.  Antoine  Road,  Montreal, 
Que.  Born  at  Westmount,  Que.,  Dec.  8th,  1909;  Educ:  B.Eng.,  McGill  Univ.,  1935; 
1931  (summer),  rodman,  etc.,  W.  G.  Hunt,  M.E.I.C;  1934-35,  lab.  asst.,  Bennett 
Limited,  Chambly  Canton,  Que.;  1935-36,  transitman,  Noranda  Power  Develop- 
ment; 1936-37,  production  work  &  dfting.  (understudy  to  plant  mgr.),  Canadian 
Potteries  Ltd.,  St.  Johns,  Que.;  1940-42,  maths.  &  science  teacher,  West  Hill  High 
School,  Montreal;  At  present  taking  Officers'  Training  Course,  R.C.A.F. 

References:  W.  G.  Hunt,  G.  J.  Dodd,  E.  S.  Holloway,  T.  H.  Wardleworth,  E.  R. 
Jacobsen,  E.  Brown. 

REYNOLDS— THEODORE,  of  Montreal,  Que.  Bom  at  Farnham,  Que.,  July 
20th,  1888;  Educ:  I.C.S.  and  private  tuition  in  mech.  engrg.;  1906-10,  Laurie  Engine 
Works,  ap'ticeship,  afterwards  in  dfting  office;  1910-11,  machine  shop  foreman  & 
asst.  supt.,  Jeffrey  Mfg.  Co.  Ltd.;  1911-13,  machine  shop  foreman,  Dominion  Safe 
&  Vault  Co.;  1913-15,  supt.,  St.  Lawrence  Welding  &  Engineering;  1915-30,  steam 
engr.,  Singer  Mfg.  Co.,  St.  Johns,  Que.,  chief  engr.,  Lesage  Packing  &  Fertilizer  Co., 
chief  engr.,  Canada  Malting  Co.,  erecting  engr.,  Ross  &  Greig,  boiler  inspr.;  1934 
to  date,  stationary  engineman  examiner  and  asst.  chief  inspr.  for  boilers,  of  the 
Province  of  Quebec.  (Applying  for  admission  as  Affiliate.) 

References:  J.  Leblanc,  N.  S.  Walsh,  P.  P.  Vinet,  A.  S.  Wall,  R.  Boucher. 

SARAULT— GILLES  EDOUARD,  of  2711  Gouin  Blvd.  West,  Montreal,  Que. 
Born  at  Montreal,  March  16th,  1909;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1934; 
1932-34  (summers),  Beauharnois  Power  Constrn.,  Laurentian  Forest  Protective 
Assn.,  Canadian  Electronics;  1934-37,  Northern  Electric  Co.  Ltd.,  1937-38,  engr.  in 
charge,  CBF  transmitter,  and  1938-42,  regional  engr.  for  Quebec  province,  Canadian 
Broadcasting  Corpn.;  At  present,  lecturer,  Dept.  of  Elec.  Engrg.,  Laval  University, 
Quebec,  Que. 

References:  R.  Dupuis,  J.  A.  Ouimet,  A.  Frigon,  R.  Boucher,  C.  V.  Christie. 

THOMSON — JOHN,  of  Mackenzie,  Demerara,  British  Guiana.  Born  at  Carluke, 
Scotland,  May  24th,  1902;  Educ:  1st  Class  Board  of  Trade  Steam  Cert,  with  motor 
endorsement;  1919-25,  ap'ticeship  with  Dalmellington  Iron  Co.  Ltd.;  1925-27, 
junior  engr.,  1930-31,  1st  asst.  on  watch,  diesel  main  &  auxiliary  engines,  4th  engr., 
1928-34,  full  charge  of  watch  on  main  &  auxiliary  engines,  British  India  Steam  Nav. 
Co.  Ltd.;  1934-35,  fitter,  1935-36,  on  technical  staff,  Handley  Page  Aircraft  Ltd.; 
1936-40,  senior  asst.  mech,  engr.,  and  at  present,  plant  supt.,  Demerara  Bauxite 
Co.  Ltd.,  Mackenzie,  Demerara,  British  Guiana. 

References:  A.  W.  Whitaker,  Jr.,  P.  H.  Morgan,  F.  L.  Lawton,  G.  B.  Flaherty, 
R.  W.  Emery. 

WYLLIE— JAMES  MURDOCK,  of  Riverside,  Ont.  Born  at  Kincardin,  Ont., 
Oct.  13th,  1910;  Educ:  I.C.S.  Diploma,  Strucfl  Engrg.,  1934.  Private  study;  With 
the  Canadian  Bridge  Company,  Ltd.,  as  follows:  1929-34,  ap'tice  in  dfting.  dept., 
1934-37,  struct'l  steel  dftsman.,  1937-40,  struct'l.  steel  designer  &  estimator,  1940 
to  date,  engr.,  contracting  dept. 

References:  C.  M.  Goodrich,  P.  E.  Adams,  J.  H.  Bradley,  T.  H.  Jenkins,  E.  M. 
Krebser,  H.  L.  Johnston,  G.  E.  Medlar. 

FOR  TRANSFER  FROM  JUNIOR 

BATES— HAROLD  CAREY,  of  Stratford,  Ont.  Born  at  Toronto,  Ont.,  Feb.  3rd, 
1892;  Educ:  B.Sc  (Civil),  Queen's  Univ.,  1917;  1913-16  (summers),  Toronto  Har- 
bour Commission;  1917-19,  asst.  divn.  engr.,  mtce.  of  way,  G.T.R.;  1920-21,  transit- 
man,  etc.,  1921-22,  field  engr.,  H.E.P.C.  of  Ontario;  1923-25,  asst.  engr.  on  constrn. 
&  mtce.  of  outside  plant,  1926-33,  dist.  engr.  i/c  constrn.,  design  &  mtce.  of  outside 
plant.  Bell  Telephone  Company  of  Canada;  1934-35,  instr'man.,  &  chief  of  party, 
Dept.  of  Nor.  Dev.  of  Ontario;  1936,  res.  engr.,  Sutcliffe  Engrg.  Co.;  1937-38,  res. 
engr.  on  constrn.  for  A.  B.  Crealock,  Consltg.  Engr.,  Toronto;  1938-40,  chief  asst. 
to  Fred  A.  Bell,  Engin  county  engineer  &  O.L.S.;  1940-41,  county  engr.,  &  road  supt., 
County  of  Lanark;  at  present,  county  engr.  &  road  supt.,  County  of  Perth,  Ontario. 
(St.  1916,  Jr.  1920.) 

References:  N.  D.  Wilson,  E.  G.  Hewson,  R.  M.  Smith,  J.  A.  P.  Marshall,  W.  L, 
Dickson,  F.  A.  Bell. 

BAXTER— GORDON  BRUCE,  of  Three  Rivers,  Que.  Born  at  Quebec,  Que., 
Sept.  29th,  1901;  Educ:  B.Sc.  (Elec),  McGill  Univ.,  1926;  1922-26  (summers), 
dftsman.,  St.  Lawrence  Paper  Mills;  1927-37,  drfsman.,  and  1937  to  date,  asst.  elec. 
supt.,  Canadian  International  Paper  Company,  Three  Rivers,  Que.  (St.  1924, 
Jr.  1929.) 

References:  C.  H.  Champion,  J.  F.  Wickenden,  E.  W.  R.  Butler,  A.  C.  Abbott, 
J.  H.  Fregeau. 

BENOIT— JACQUES  EMMANUEL,  of  Montreal,  Que.  Born  at  Montreal, 
July  16th,  1909;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1933;  1929-31  (summers), 
Dept.  Rlys.  &  Canals;  1932  (summer)  and  1933  (May-Nov.),  instr'man.,  A.  Janin 
Construction  Co.,  Montreal;  1934-37,  sales  engr.,  and  1937  to  date,  district  sales 
mgr.,  Wallace  &  Tiernan  Ltd.,  Montreal.  (St.  1933,  Jr.  1938.) 

References:  J.  A.  Lalonde,  O.  O.  Lefebvre,  C.  C.  Lindsay,  C.  E.  Hogarth,  C.  K. 
McLeod. 

CO LPITTS— CECIL  ASHTON,  of  725-8th  Ave.  No.,  Saskatoon,  Sask.  Born  at 
Winnipeg,  Man.,  Jan.  23rd  1907;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1933;  1926-28 
and  1928-34  (summers):  constrn.  dept.:  C.P.R.;  1934-41,  transitman,  operating 
dept.,  1941,  roadmaster  and  Dec.  1941  to  date,  divn.  engr.,  C.P.R.,  Saskatoon,  Sask. 
(Jr.  1937). 

Reference:  C.  H.  Fox,  R.  C  Harris,  J.  N.  Finlayson,  G.W.Parkinson,  A.  K.Sharpe. 

DENTON— ALLAN  LESLIE,  of  Ripples,  N.B.  Born  at  Scotchtown,  N.B.,  Oct. 
12th,  1904;  Educ:  B.Sc.  (Elec),  Univ.  of  N.B.,  1932;  1929-30-31  (summers),  gen. 
constrn.  work,  A.  P.  Dupuis,  Detroit,  elec.  dept.,  Atlantic  Sugar  Refinery,  Saint 
John,  N.B.,  checker  on  tower  line,  N.B.  Electric  Power  Commn.;  1933-34,  with 
Rothwell  Coal  Co.,  Minto,  N.B.;  1934-41,  with  Lamaque  Mining  Company,  practical 
mining  experience,  incl.  one  year  in  engrg.  office.  For  last  three  years,  part-time 
instr'man.  and  part  time  surveying  and  mapping;  Nov.  1941  to  date,  Navigation 
Instructor,  R.C.A.F.,  Chatham,  N.B.  (St.  1932,  Jr.  1937). 

References:  E.  O.  Turner,  J.  Stephens,  S.  R.  Weston,  M.  W.  Black,  A.  R.  Moffat. 


542 


DICKSON— WILLIAM  LESLIE,  of  Marmora,  Ont.  Born  at  Stellarton,  N.S., 
June  7th,  1908;  Educ:  B.Sc.  (Elec),  N.S.  Tech.  Coll.,  1929.  B.  Eng.  (Mech.),  McGill 
Univ.,  1940;  1927-29,  asst.  to  Advisory  Board  on  Fuel  Investigation  (N.S.  Govt.); 
1930-31,  test  course,  1930-31,  induction  motor  design  engr.,  Can.  Gen.  Elec.  Co. 
Ltd.;  1931,  substation  constrn.,  1931-37,  test  engr.,  N.B.  Electric  Power  Commn.; 
1938-40,  at  McGill;  1940  to  date,  asst.  chief  engr.,  Delora  Smelting  &  Refining  Co. 
Ltd.,  Marmora,  Ont.  (St.  1930,  Jr.  1936). 

References:  C.  R.  Whittemore,  J.  Cameron,  J.  Stephens,  C  M.  McKergow,  T.  H. 
Dickson. 

DODDRIDGE— PAUL  WILLIAM,  of  Toronto,  Ont.  Born  at  Quebec,  Que.,  June 
29th,  1904;  Educ:  B.Sc.  (E.E.),  Univ.  of  N.B.,  1928.  R.P.E.  of  Ont.;  1923-24  and 
1925-26-27  (summers),  rodman,  asst.  timber  cruiser,  transitman,  Donnacona  Paper 
Company;  1928-29,  test  dept.,  1929-32  and  1935  to  date,  asst.  engr.,  switchgear 
section,  apparatus  sales  dept.,  Can.  Gen.  Elec  Co.  Ltd.,  Toronto,  Ont.  (St.  1928, 
Jr.  1936). 

References:  W.  E.  Ross,  B.  I.  Burgess,  A.  F.  Baird,  J.  Stephens,  H.  R.  Sills. 

FISHER— SIDNEY  THOMSON,  of  He  Perrot,  Que.  Born  at  Wieseville,  Alta., 
Aug.  8th,  1908;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1930;  Summers  1925-26,  instr'man. 
Dept.  Public  Works,  Alta.,  1927-28,  instr'man.,  City  of  Edmonton;  1928-29,  trans- 
mission engr.,  Northern  Electric  Co.  Ltd.,  Montreal.  With  latter  company  to  date  as 
follows:  1932-34,  research  products  engr.  dept.,  1934-39,  asst.  development  engr., 
1939-41,  sales  engr.,  1941  to  date,  development  engr.  &  sales  engr.,  special  products 
divn.  (St.  1927,  Jr.  1935). 

References:  H.  J.  Vennes,  J.  S.  Cameron,  A.  B.  Hunt,  J.  J.  H.  Miller,  P.  L.  Debney, 
R.  W.  Boyle,  H.  J.  MacLeod,  A.  W.  Haddow,  C  V.  Christie. 

EVANS  FOX— EDWARD  CECIL,  of  Wyndmoor,  York  Mills,  Toronto,  Ont.. 
Born  at  Coaticooke,  Que.,  Nov.  29th,  1899;  Educ:  Mech.  Engrg.  Course,  Canadian 
Ingersoll  Rand.  Diploma,  Mech.  Engr.,  I.C.S.  Capt.  in  Military  Engrg.  Courses  at 
Halifax,  Niagaraon-Lake  &  Kingston  (R.M.C  for  Capt.);  1918  20,  mech.  engr., 
Canadian  Ingersoll  Rand,  Sherbrooke,  Que.;  1920-21,  asst.  instr'man.,  rly.  constrn., 
Quebec  Central  Rly.;  1921-25,  struct'l.  engrg.,  McGregor  &  Mclntyre,  Toronto; 
1925-27,  struct'l  engrg.,  Bethlehem  Steel  Co.  specializing  in  dfting.,  design  &  field 
work;  1927,  asst.  engr.  on  rly.  constrn.,  James  Bay  extension;  1927-28,  one  of  erection 
engrs.  on  Royal  York  Hotel  ;  1928-30,  Dominion  Bridge  Co.  Ltd. ,  field  work  &  dfting.  ; 
1931-32,  Dept.  of  Highways  of  Ont.;  1932-33,  surveys,  North  York  Township; 
1933-35,  Toronto  Wholesale;  1935  todate,  field  engr.,  John  T.  Hepburn  Ltd.,  Toronto, 
Ont.  (Capt.  on  Reserve — Military  Engineers).  (St.   1921,  Jr.  1923). 

References:  C.  S.  L.  Hertzberg,  E.  C.  Kirkpatrick,  H.  N.  Gzowski,  J.  M.  Oxley, 
E.  M.  Proctor,  H.  W.  Tate,  E.  T.  Bridges. 

LAIRD— DAVID  WILLIAM,  of  Fort  William,  Ont.  Born  at  Victoria,  B.C., 
Sept.  20th,  1909;  Educ:  B.Sc.  (Civil),  Univ.  of  Man.,  1942;  1928-31  (30mos),  rodman, 
etc,  highway  constrn.,  reclam.  br.,  Prov.  of  Man.;  1940-41,  civilian  dftsman.,  works 
&  bldgs.  divn.,  No.  2  T.  C,  R.C.A.F.,  Winnipeg;  1941  (Apr. -Oct.),  constrn.  engr.. 
Thunder  Bay  Harbour  Improvements,  Gen.  Contractors,  Port  Arthur,  Ont.;  1941 
to  date,  designing  engr.,  C.  D.  Howe  &  Co.  Ltd.,  Port  Arthur,  Ont.  (St.  1939,  Jr 
1940). 

References:  A.  E.  Macdonald,  G.  H.  Herriot,  A.  J.  Taunton,  J.  J.  White,  J.  N. 
McNeil,  J.  M.  Fleming. 

MATHESON— MURRAY  ALEXANDER,  of  Talara,  Peru.  Born  at  Port  Hawkes- 
bury,  N.S.,  Sept.  30th,  1907;  Educ:  B.Sc.  (Mech.),  Univ.  of  Sask.,  1933;  1933-34, 
engr.  asst.,  control  equipment,  meters,  etc.,  1934-36,  plant  engr.  as  asst.  to  mech. 
supt..  Imperial  Oil  Limited,  Regina;  1937-38,  chairman,  refinery  technical  cte., 
Sarnia  Refinery,  Imperial  Oil  Limited;  1938-39,  acting  chief  engr.,  Tropical  Oil  Co., 
Barranca  Bermeja,  Colombia;  1939  to  date,  asst.  chief  engr.,  Talara  Refinery, 
International  Petroleum  Co.   Ltd.,  Talara,  Peru.   (Jr.   1936). 

References:  B.  P.  Rapley,  G.  E.  Kent,  I.  M.  Fraser,  W.  O.  Longworthy. 

POWELL— JOHN  GILES,  of  62  Fairlawn  Ave.,  Toronto,  Ont.  Born  at  Toronto, 
May  8th,  1909;  Educ:  B.A.Sc  (Civil),  Univ.  of  Toronto,  1932.  R.P.E.  of  Ont.; 
1929-32  (summers),  dftsman.  &  instr'man.,  Gore,  Naismith  &  Storrie,  consltg. 
engrs.,  Toronto.  1932  to  date,  continuously  employed  by  above  firm  (now  Gore  & 
Storrie),  as  drfsman.,  estimator,  concrete  designer,  struct'l  steel  designer,  water 
works,  sewer,  sewage  disposal,  &  power  development  design,  etc.  (St.  1932,  Jr.  1936). 

References:  W.  Storrie,  N.  G.  McDonald,  J.  F.  MacLaren,  R.  C.  Harris,  C.  R, 
Young,  A.  U.  Sanderson. 

STEWART— LESLIE  BAXTER,  of  Rapide  Blanc,  Que.  Born  at  Antigonish, 
N.S.,  July  21st,  1903;  Educ:  B.Sc.  (Elec),  McGill  Univ.,  1927;  1926  (summer), 
electrician,  Aluminum  Co.  of  Canada,  Arvida;  1927  to  date,  with  the  Shawinigan 
Water  &  Power  Company,  as  follows:  1927-29,  student  ap'tice  course,  1929-32, 
elec.  tester,  1932-39,  gen.  design  &  testing,  power  house  engrg.  office,  1939  to  date, 
powerhouse  supt.,  hydro  electric  power  station,  Rapide  Blanc,  Que.  (St.  1925, 
Jr.  1932). 

References:  G.  Rinfret,  H.  J.  Ward,  H.  K.  Wyman,  A.  C.  Abbott,  E.  T.  Buchanan. 

SUDDEN— EDWIN  ALEXANDER,  of  343  High  Park  Ave.,  Toronto,  Ont.  Born 
at  Gait,  Ont.,  Sept.  6th,  1900;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1926.  R.P.E.  of 
Ont.;  1923-24,  contractor's  asst.,  Trory  &  Webster,  Gait,  Ont.;  1925,  O.L.S.  asst., 
O.  Rolfson,  M.E.i.c;  1926-30,  detailing,  checking,  designing,  Canadian  Bridge 
Company,  Walkerville,  Ont.  ;  1930-33,  Township  of  Etobicoke,  Islington,  Ont., 
design  &  supervision  of  constrn.  of  sewage  &  water  works  plants;  1937  to  date,  design 
engr.,  hydraulic  dept.,  H.E.P.C.  of  Ontario,  Toronto,  Ont.  (St.  1926,  Jr.  1928). 

References:  D.  T.  Alexander,  R.  C  Leslie,  C.  R.  Young,  O.  Holden,  J.  R.  Montague, 
D.  D.  Whitson,  D.  Cameron. 

YOUNG— WILLIAM  HUGH,  of  East  Angus,  Que.  Born  at  Ottawa,  Ont.,  Feb. 
16th,  1909;  Educ:  B.Sc.  (Mech.),  Queen's  Univ.,  1934;  1934-41,  field  engr.  &  dftsman., 
Howard  Smith  Paper  Mills  Ltd.,  Cornwall,  Ont.;  Jan.  1942  to  date,  mtce.  supt. 
Brompton  Pulp  &  Paper  Compay,  East  Angus,  Que.  (Jr.  1936). 

References:  L.  T.  Rutledge,  H.  E.  Meadd,  A.  L.  Farnsworth,  D.  Ross-Ross,  E.  P. 
Wilson. 

FOR  TRANSFER  FROM  STUDENT 

ARCHAMBAULT— GEORGES  LOUIS,  of  Arvida,  Que.  Born  at  Outremont, 
Que.,  Mar.  21st,  1915;  Educ:  B.Eng.  (Mech.),  McGill  Univ.,  1939.  R.P.E.  of  Que.; 
1925,  1937-38  (summers),  geol.  surveying,  mech.  drawing,  garage  mechanic;  1939-41, 
sales  &  service  engr.,  Brown  Instruments;  1941-42,  sales  &  service  engr.,  Peacock 
Bros.  Ltd.;  at  present  on  mech.  staff,  Aluminum  Co.  of  Canada,  Arvida,  Que. 
(St.  1937). 

References:  deG.  Beaubien.  A.  Surveyor,  L.  A.  Duchastel,  R.  H.  Rimmer,  B. 
Bauman. 

AUCLAIR— CHARLES  A.,  of  1690  St.  Hubert  St.,  Montreal,  Que.  Born  at 
Loretteville,  Que.,  Feb.  15th,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique, 
1941,  R.P.E.  of  Que.;  1937-40  (summers),  surveying  &  road  constrn.,  Prov.  Govt.; 
1941,  engrg.  staff,  Beauharnois  Light  Heat  &  Power  Co.;  At  present,  gen.  engrg., 
A.  Surveyer  &  Co.,  Montreal,  Que.  (St.    1939) 

References:  A.  Surveyer,  E.  Nenniger,  J.  G.  Chenevert,  C  G.  Kingsmill,  A.  O. 
Dufresne. 

BELANGER— LUCIEN,  of  249  St.  Catherine  Road,  Outremont,  Que.  Born  at 
Montreal,  July  1st,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1942;  1938-39 
(summers),  dfting.,  A.  Bélanger  &  Sons,  Montreal;  1940-41  (summers),  surveying, 
Quebec  Roads  Dept.;  May  1942  to  date,  mech,  dftsman.,  Engineering  Products  Co.  I 
Ltd.,  Montreal.  (St.  1940). 

References:  J.  A.  Lalonde,  R.  Boucher. 

{Continued  on  -page  543) 
September,  1942    THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

MECHANICAL  ENGINEER  for  British  Guiana. 
Some  experience  on  diesels  and  tractors  preferred. 
Apply  to  Box  2482-V. 

ELECTRICAL  ENGINEER  with  at  least  five  years 
practical  experience  for  work  at  Mackenzie,  British 
Guiana.  Apply  to  Box  No.  2536-V. 

JUNIOR  MECHANICAL  ENGINEER  wanted  at 
Arvida,  recent  graduate  with  machine  shop  experi- 
ence to  act  as  assistant  to  shop  superintendent. 
Apply  to  Box  No.  2572-V. 

METALLURGIST  or  chemical  engineer  wanted  at 
Arvida  with  at  least  one  year's  manufacturing 
experience.  Apply  to  Box  No.  2574-V. 

CHEMICAL  engineer  for  work  at  Shawinigan  Falls 
with  general  plant  or  process  work  experience.  Apply 
to  Box  No.  2575-V. 

TWO  GRADUATE  ENGINEERS  or  men  with  suf- 
ficient experience  in  draughting  to  act  as  squad 
leaders  of  four  to  six  men  on  reinforced  concrete 
detailing,  general  equipment  layout  or  mechanical 
drawing.  These  men  to  work  along  with  other 
draughtsmen  but  be  able  to  head  up  the  job,  lay 
out  the  work  and  check  the  drawings  for  issuing. 
Apply  to  Box  No.  2577 -V. 

PERMANENT  POSITION  in  Toronto  or  Montreal 
areas  with  a  large  industrial  fire  insurance  organiza- 
tion. Previous  experience  in  this  work  is  not  necessary. 
Applicant  must  be  a  technical  graduate  with  manu- 
facturing or  engineering  experience  and  possess  a 
good  personality.  Several  months  training  with  full 
pav  will  be  given.  Please  send  photograph  with  letter. 
Apply  to  Box  No.  2588-V. 

JUNIOR  MECHANICAL  ENGINEER  wanted  at 
Kingston,  Ontario,  recent  graduate.  Applv  to  Box- 
No.  2589-V. 

GRADUATE  MECHANICAL  ENGINEER,  prefer- 
ably a  man  with  paper  mill  experience  to  specialize 
in  sale  and  installation  of  material  handling  equip- 
ment. Apply  to  Box  No.  2590-V. 

SITUATIONS  WANTED 

INDUSTRIAL  ENGINEER,  me.i.c,  Age  40, 
Canadian,  Married,  desires  position  as  production 
manager  or  other  executive  capacity.  Presently  em- 
ployed but  desires  change  to  plant  on  war  work. 
Understands  layout  thoroughly.  Location  Toronto 
area.  Salary  dependent  on  responsibility,  minimum 
S3.600.  Apolv  to  Box  No.  717-W. 

MECHANICAL  DRAUGHTSMAN,  jr.E.i.c,  grad- 
uate   of    the   University    of    Toronto    in    Electrical 


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 
requrst  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. 


Engineering.  Some  six  years  of  practical  experience 
with  accent  on  electric  motor  design,  instruments  and 
small  tools.  Has  a  background  of  two  years  in 
electric  instrument  laboratory.  Desirous  of  making 
a  change  where  his  services  will  be  fully  utilized  and 
better  appreciated.  Apply  to  Box  No.  1486-W. 

GRADUATE  MECHANICAL  ENGINEER,  military 
exempt.  Age  33,  married.  Detail  expereince  in 
mechanical  departments  of  paper-making,  construc- 
tion and  foundry  work.  Available  immediately. 
Location  immaterial.  Desirous  of  executive  or 
production  position  with  prospects  of  advancement. 
Apply  to  Box  No.  1650-W. 

CIVIL  ENGINEER,  b.a.  sc.  Age  33,  married.  Exper- 
ience covering  heating,  air  conditioning,  mining. 
Design,  construction  and  maintenance  of  sewers, 
aqueducts,  streets  and  highways,  including  survey- 
ing, location,  estimating,  inspections,  drainage  and 
soundings.  Presently  emploved,  but  desires  advance- 
ment. Apply  to  Box  No.   1859-W. 

GRADUATE  CIVIL  ENGINEER,  s.e.i.c.,  experience 
in  surveying  and  in  teaching  same,  location  surveys 
for  roads  and  railroads,  2  years  as  construction 
engineer  in  oil  fields  in  tropics  in  charge  of  roads, 
earth-moving  machinery,  anti-malarial  drainage, 
etc.  Experience  in  construction  of  bituminous  pave 
ments.  At  present  engaged  in  airport  construction 

•  Available  from  September  first.  Age  30  years.  Apply 
to  Box  No.  1860-W. 

ELECTRICAL  ENGINEER,  age  34,  twelve  years 
experience  in  design,  manufacture  and  application  of 
fire  protection  systems.  Good  general  knowledge  of 
mechanical  engineering,  experience  with  tool  design 
machine  tools  and  shop  practice.  Trained  in  business 
administration  and  accustomed  to  responsible  charge 
of  large  staff.  Available  immediately.  Apply  to  Box 
No.  2442-W. 

GRADUATE  ELECTRICAL  ENGINEER,  m.e.i.c, 
with  twenty-nine  years  experience  in  operation 
construction,  repairs  and  maintenance  of  paper  mill 
and  hydro  electric  system.  Bilingual.  Available 
September  first.  Apply  to  Box  No.  2443-W. 


GRADUATE  B.Sc,  s.e.i.c.  Age  26,  enthusiastic  and 
energetic.  Keenly  interested  in  fields  of  industrial 
engineering  and  chemistry.  Bilingual.  All  round  tech- 
nical training  and  three  years  of  engineering  office 
experience.  Presently  employed  but  desirous  of  change 
where  services  will  be  more  fully  utilized.  Apply  to 
Box  No.  2445-W. 


TRANSITS  AND  LEVELS  WANTED 

The  Department  of  Munitions  and  Supply  at 
Ottawa  is  desirous  of  procuring: 

15  transits  5"  with  vertical  circle  theodolite 

including  tripod  case  and  accessories. 

19  8"  telescopic  levels — Dumpy  including 

tripod  case  and  accessories. 

Second-hand  instruments  will  be  acceptable 
providing    they    are    in    good     condition    and 
have  the  following: 
Transit 

(a)  Not  less  than  5  in.  horizontal  circle. 

(b)  Vertical  circle. 

(c)  Read  to  minutes. 

(d)  Carrying  case  tripod. 

(e)  Plump  bob,  objective  shade. 

(f)  Adjusting  keys. 
Level 

Dumpy  pattern  preferred  but  not  absolutely 
essential,  must  have: 

(a)  Telescope  not  less  than  8  in. 
lb)  Carrying  case  and  tripod. 

(c)  Objective  shade. 

(d)  Adjusting  keys. 

Please  communicate  direct  with:  L.  L.  Price, 
Director,  General  Purchasing  Branch,  Dept.  of 
Munitions  and  Supply,  Ottawa. 


PRELIMINARY  NOTICE  (Continued  from  pige  542) 

CAMPBELL— GERALD  ARTHUR,  of  Port  of  Spain,  Trinidad.  Born  at  Mont- 
real, August  25th,  1915;  Educ:  B.Sc.  (Civil),  Univ.  of  N.B.,  1938;  1937  (summer), 
surveying,  mill  location  &  water  supply,  Fraser  Companies,  Ltd.;  1937-38,  asst. 
instructor  in  surveying,  Univ.  of  N.B.;  1938  (summer),  power  line  location,  N.B. 
Electric  Power  Commn.;  1938-39,  dftsman.,  Dept.  of  Lands  &  Mines,  N.B.;  1939, 
highway  location,  Caribbean  Constrn.  Co.,  Trinidad;  1938  (July-Oct),  inspr., 
asphalt  paving,  Milton  Hersey  Co.;  1939-41,  asst.  civil  engr.,  civil  &  constrn.  section. 
United  British  Oilfields  of  Trinidad,  Ltd.;  At  present,  airport  constrn.,  gen.  field 
engrg.  work,  Walsh  &  Driscoll  Company,  Port  of  Spain,  Trinidad.  (St.  1937). 

References:  J.  Stephens,  E.  O.  Turner,  A.  F.  Baird,  F.  O.  White,  J.  J.  R.  Scanlon. 

CONKLIN— MAURICE,  of  470  Viau  St.,  Montreal,  Que.  Born  at  Gledhowe, 
Sask.,  Feb.  15th,  1914;  Educ:  B.Eng.  (Mech.),  Univ.  of  Sask.,  1938;  1938-39,  meeh. 
dept.,  Algoma  Steel  Corporation;  1939-40,  gen.  engrg.,  John  T.  Hepburn  Co.  Ltd., 
Toronto;  1940-41,  design  of  shell  lathes,  Defence  Industries  Ltd.;  1941-42,  tool 
design,  Canadian  Vickers  Ltd.;  at  present,  tool  designer,  Canadian  Propellors  Ltd., 
Montreal,  Que.  (St.  1938). 

References:  C.  Stenbol,  J.  L.  Lang,  D.  Cameron,  R.  C.  Flitton. 

DOBSON— RICHARD  NESBITT,  of  28^  Rupert  St.,  Amherst,  N.S.  Born  at 
Dunnville,  Ont.,  Nov.  9th,  1912;  Educ:  B.Eng.,  McGill  Univ.,  1935;  1933-1934, 
inspection  dept.,  Consumers  Glass  Co.;  1935-36,  production  dept..  Dominion  Engrg. 
Co.  Ltd.;  1936-41,  dftsman.,  engr.  i/c  tooling  &  engrg.,  Turcot-Anson  divn.,  and  at 
present,  asst.  works  mgr.,  Amherst  plant,  Canadian  Car  and  Foundry  Co.  Ltd. 
(St.  1933). 

References:  E.  F.  Viberg,  N.  B.  MacRostie,  C.  D.  Wight,  T.  M.  Moran,  D.  Boyd. 

FILION— PAUL,  of  Montreal,  Que.  Born  at  Montreal.  Mar.  12th,  1911;  Educ: 
B.Eng.  (Chem.),  McGill  Univ.,  1936;  1933  (summer),  asst.  to  hydrographie  engrs., 
Dept.  of  Marine,  Ottawa;  1935  (summer),  plant  control  lab.,  Canadian  Industries 
Ltd.,  Windsor,  Ont.;  1937-40,  inspr.  &  fire  protection  engr.,  sprinklered  risk  dept., 
Canadian  Underwriters  Assn.  Montreal;  1940  to  date,  engr.,  fire  prevention  dept.. 
Reed,  Shaw  &  McNaught  Ltd.,  Insurance  Engineers  &  Brokers,  Montreal.  (St.  1936). 

References:  J.  B.  Phillips,  A.  A.  Ferguson,  R.  B.  Brosseau,  T.  H.  Bacon,  A.  J. 
Foy,  A.  J.  Wise,  G.  Graham,  L.  Trudel. 

FLAHAULT— JOHN  E.,  of  Arvida,  Que.  Born  at  Montreal,  Aug.  23rd,  1914t 
Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1938.  B.Sc.  (Met.),  Carnegie  Institute 
of  Technology,  1940;  1937-38-39  (summers),  with  Aluminum  Co.  of  Canada;  1941 
to  date,  shift  engr.,  at  present,  supervisor  in  potroms,  Arvida  works,  Aluminum  Co. 
of  Canada,  Arvida,  Que.  (St.  1936). 

References:  A.  W.  Whitaker,  Jr.,  A.  Frigon,  A.  Circe,  McN.  DuBose,  J.  A.  Lalonde, 
A.  C.  Johnston. 

HIBBARD— ASHLEY  GARDNER,  of  Montreal,  Que.  Born  at  Sillery,  Que., 
Dec  2nd,  1914;  Educ:  B.Eng.  (Civil),  McGill  Univ.,  1941;  1929-38  (6  summers), 
with  Quebec  Central  Rly.,  chainman,  dftsman.;  1937  (summer),  instr'man.,  Crepeau 
&  Cote,  Sherbrooke;  1939,  surveying  &  gen.  office  work  on  highway  constrn., 
Newton  Construction  Co.;  1939-40  (summers),  instr'man.,  Quebec  Roads  Dept.; 
1941  to  date,  dftsman.,  C.P.R.,  bridge  engrg.  dept.,  Montreal  (St.  1937). 

References:  A.  R.  Ketterson,  G.  E.  Shaw,  F.  H.  Hibbard,  R.  E.  Jamieson,  F.  M. 
Wood. 

HUGGARD— JOHN  H„  of  Kenogami,  Que.  Born  at  Norton,  N.B.,  Apr.  14th, 
1911;  Educ:  B.Sc.  (E.E.),  Univ.  of  N.B.,  1935;  1935-36,  lineman  &  survey  work, 
N.B.  Hydro  Commission;  1936-37,  instr'man.,  N.B.  Dept.  of  Highwayô;  1937-38, 
instr'man.,  Sutcliffe  Co.  Ltd.,  New  Liskeard,  Ont.;  1938-39,  instr'man.,  Dept. 
Highways  Ontario;  1939-40,  electrician,  on  constrn.,  Aunor  Gold  Mines;  1940-41, 
area  engr.  &  field  engr.,  Fraser  Brace  Ltd.;  1941  to  date,  area  engr.  for  H.  G.  Acres 
Co.  Ltd.,  at  Shipshaw  power  development.  (St.  1935). 

References:  P.  C.  Kirkpatrick,  C.  Miller,  F.  Aetels,  W.  F.  Campbell. 

LEMIEUX— HENRI  JULIEN,  of  6294  de  Normanville  St.,  Montreal,  Que. 
Born  at  Montreal,  June  22nd,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique, 
J939;  R.P.E.  of  Que.;  1939  (May-June),  supervn.  on  tests  of  ore  dressing  &  reclama- 
tion at  Federal  labs.,  Ottawa;  1939  (3  mos.),  designing  engr.  &  dftsman.,  Truscon 


THE  ENGINEERING  JOURNAL    September,  1942 


Steel  Co.  of  Canada;  1939-40,  designing  engr.,  Dept.  Public  Works  of  Quebec; 
1940-41,  sales  &  service  engr.,  Anti-Hydro  of  Canada  Ltd.,  Montreal;  1941-42,  with 
Foundation  Co.  of  Canada  Ltd.,  at  present,  office  engr.,  at  Shipshaw,  Que.  (St.  1938). 

References:  W.  N.  Cann,  R.  Strickland,  H.  V.  Serson,  N.  Dixon,  P.  H.  Morgan. 

MAHOUX— RAYMOND  JEAN,  of  1225  Bernard  Ave.  West,  Outremont,  Que. 
Born  at  Orleans,  France,  Nov.  3rd,  1913;  Educ:  B.  Eng.  (Mech.)  McGill  Univ., 
1937;  1937-39,  asst.  master  mechanic,  Laurentide  Divn.,  Consolidated  Paper  Corpn. ; 
1939-40,  asst.  production  supervisor,  aircraft  divn.,  Canadian  Car  &  Foundry  Co. 
Ltd.,  Montreal;  1940  to  date,  chief  planner,  Delorimier  plant,  Federal  Aircraft  Ltd., 
Montreal.  (St.  1937).  ,    „,      .  , 

References:  R.  DeL.  French,  C.  M.  McKergow,  L.  Trudel. 

McBRlDE— JAMES  WALLACE,  of  Cambridge,  Mass.  Born  at  Winnipeg,  Man., 
Feb.  26th,  1915;  Educ:  B.  Se  (E.E.),  Univ.  of  Man.,  1938.  S.M.  (Aero),  Mass. 
Inst.  Tech.,  1940.  Candidate  for  Sc.D.  at  M.I.T.  expecting  to  complete  requirements 
in  1943;  1939-41,  research  asst.  to  Dr.  H.  Peters,  on  boundary  layer  studies  with, 
impressed  pressure  gradients,  misc.  academic  work,  incl.  airplane  design,  airplane 
structures  and  general  aeronautics,  in  special  defence  courses.  Also  misc.  consltg. 
work;  at  present,  research  associate,  Divn.  of  Industrial  Co-operation,  Massachusetts 
Institute  of  Technology,  Cambridge,  Mass.  (St.  1938).  . 

References:  E.  P.  Fetherstonhaugh,  A.  E.  Macdonald,  G.  H.  Hernot,  N.  M.  Hall, 
J.  T.  Dyment. 

ROLLESTON— PHILIP  REGINALD,  of  220  Fraser  St.,  Quebec,  Que.  Born  at 
Georgetown,  British  Guiana,  May  1st,  1903;  Educ:  1921-23,  two  years  completed  in 
mech.  engrg.,  McGill  Univ.:  1920-21,  ap'tice  in  iron  foundry,  1923-25,  statistical 
clerk  on  engrg.  tests,  1925-29,  instr'man.,  Abitibi  Power  &  Paper  Co.,  Iroquois 
Falls,  Ont.  ;  1929-35,  conducting  steam  boiler  tests,  pump  tests,  heating  &  ventilating 
tests,  also  instr'man.,  1935-39,  asst.  control  supt.,  and  1937  to  date,  control  dept. 
supt.,  Anglo-Canadian  Pulp  &  Paper  Mills  Ltd.,  Quebec,  Que.  (St    1923). 

References:  J.  O'Halloran,  G.  K.  Addie,  E.  L.  Goodall,  E.  W.  McBnde,  R.  H. 
Farnsworth,  E.  D.  Gray-Donald. 

SMITH— ARTHUR  JAMES  EDWIN,  of  Winnipeg,  Man.  Born  at  Walthamstow, 
Essex,  England,  Sept.  10th,  1912;  Educ:  B.A.Sc.  (Civil),  Univ.  of  Toronto,  1935; 
1928-34  (summers),  underground  constrn.  &  mtce.  depts..  Bell  Telephone  Company 
of  Canada,  Toronto;  1935,  surveyor,  Jas.  A.  Wickett  Co.,  Toronto;  1936,  Canadian 
Allis  Chalmers  Ltd.,  constrn.,  gold  milling  plants  at  Red  Lake,  Ont.,  and  inspecting 
engr.  at  Toronto;  1937-39,  i/c  Winnipeg  office,  sales  &  service,  hydraulic  mining  & 
power  equipment,  for  same  company;  1939-40,  Lieut.,  12th  Field  Co.,  R.C.E.,  Jan 
1940  to  date,  Works  Office,  i/c  design,  estimate  &  constrn.  of  internment  camps, 
military  camps  &  barracks,  No.  10  Coy.,  R.C.E.  Hdqrs.,  M.D.  No.  10,  Winnipeg 
(Promoted  to  Capt.,  June,  1941).  At  present  attending  Company  Commanders 
Course  at  Kingston.  (St.  1935).  ,.,„„.,,,,.   ^   ^ 

References:  E.  V.  Caton,  C.  P.  Haltalin,  T.  E.  Storey,  W.  F.  Riddell,  J.  D.  Peart. 

STANLEY— JAMES  PAUL,  of  559  Lansdowne  Ave.,  Westmount,  Que.  Born  at 
Westmount,  Aug.  15th,  1915;  Educ:  B.Eng.  (Mech.),  McGill  Univ.,  1938.  R.P.E. 
of  Que.  ;  1936-37  (summers),  with  Robert  Mitchell  Co.  Ltd.,  and  Algoma  Steel  Corpn.  ; 
1938-41,  with  Stevenson  &  Kellogg  Ltd.,  Newsprint  Association  of  Canada — proration 
programme  and  costs;  1941  to  date,  Flying  Officer,  Aeronautical  Engrg.  Divn., 
R.C.A.F.  Hdqrs.,  Ottawa.  (St.  1938). 

References:  C.  M.  McKergow,  P.  Kellogg,  L.  J.  Scott,  T.  M.  Moran,  C.  W.  Cross- 
land.. 

YATES— JOHN  MUNRO,  of  11  Sherwood  Ave.,  Toronto,  Ont.  Born  at  Toronto, 
June  24th,  1905;  Educ:  Diploma  in  Arch'ture  &  Bldg.  Constrn.,  Ontario  Training 
College  (Technical  Teachers),  Hamilton,  Ont.  Teacher's  Cert,  in  Dfting.,  1937; 
1924-27,  junior  dftsman.,  Browne  &  Cavell,  Toronto;  1927,  dftsman.  for  Willis 
Chipman,  CE.,  Toronto;  1927-29,  dftsman.,  Browne  &  Cavell;  1929-30,  dftsman, 
Bell  Telephone  Co.  of  Canada;  1930-32,  dftsman.  on  highway  design,  grading  & 
surveys,  Ontario  Dept.  of  Highways;  1934-36,  dftsman.  on  mining  mill  layout  and 
mining  machy.,  General  Engineering  Company  (Canada)  Ltd.,  Toronto;  1937-38, 
dftsman.,  Ontario  Dept.  of  Highways;  Feb.  1938  to  date,  instructor  in  mech.  dfting. 
&  blueprint  reading,  Central  Technical  School,  Toronto,  Ont.  (St.  1933). 

References:  A.  Hay,  E.  D.  W.  Courtice,  W.  L.  Saunders,  R.  F.  Ogilvy. 


543 


Industrial  News 


BOILERS,  RADIATORS  AND 
WATER  HEATERS 

Warden  King  Limited,  Montreal,  Que., 
have  issued  a  32-page  catalogue  entitled  "1942 
Heating  Catalogue,"  whieh  is  thoroughly  illus- 
trated throughout  and  data  are  presented  in 
an  attractive  and  convenient  manner.  The 
catalogue  describes  only  those  hot  water  and 
steam  boilers,  radiators  and  radiator  hangers, 
and  domestic  hot  water  heaters  which  are  still 
being  manufactured  by  the  company.  The 
boilers  include  the  "Viking"  series  for  low 
cost  and  small  homes  to  large  buildings  and 
the  "Daisy"  type.  Dimensional  drawings  and 
tables  of  dimensions  and  capacities  are  used 
throughout;  two  pages  of  heating  data  and 
conversion  equivalents  are  also  included. 

CARBIDE  CUTTING  TOOLS 

A  48-page  booklet,  vest  pocket  size,  en- 
titled "Instructions  for  Users  of  Kennametal 
Steel  Cutting  Carbide  Tools",  is  being  dis- 
tributed by  Kennametal  of  Canada  Limited, 
Hamilton,  Ont.  This  contains  information  and 
illustrations  dealing  with  the  selecting,  design- 
ing, using,  brazing  and  grinding  of  Kenna- 
metal tools. 

CARBOLOY  CARTRIDGE  CASE  DIES 

Bulletin  No.  D-113,  12  pages,  being  dis- 
tributed by  Canadian  General  Electric  Com- 
pany, Limited,  Toronto,  Ont.,  covers  stand- 
ardized carboloy  dies  for  small  arms  ammu- 
nition. Specifications  are  given  of  all  standard 
carboloy  die  sizes  for  .30  and  .50  armor  pierc- 
ing jackets,  tracer  and  ball  jackets,  cartridge 
cases,  etc.,  and  a  section  is  devoted  to  operator 
training  covering  the  finishing  and  servicing 
of  carbide  dies.  Details  on  equipment  required, 
etc.,  are  also  included. 

ELECTRIC  SWITCHES 

Canadian  Line  Materials  Limited,  Toronto, 
Ont.,  have  published  a  bulletin,  No.  4246, 
four  pages,  featuring  the  company's  type 
"MK-39"  switches  and  illustrating  the  prin- 
ciple of  design  that  ensures  high  pressure  at 
both  blade  ends.  Dimensional  drawings,  tables 
and  specifications  are  included. 

GRINDING  WHEELS 

A  4-page  folder  is  being  distributed  by 
Canadian  Fairbanks-Morse  Company,  Limit- 
ed, Montreal,  Que.,  which  consists  mainly  of 
a  handy  list  of  "Norton"  grinding  wheels,  with 
their  designating  numbers,  for  use  in  sharpen- 
ing various  types  of  tools  including  cutters, 
reamers,  drills,  taps,  dies,  broaches,  thread 
chasers,  dies,  etc.  Three  types  of  wheels  are 
featured,  namely,  the  "Norton"  metal  bonded 
diamond  wheel  for  offhand  grinding  of  single 
point  tools;  the  "Norton"  resinoid  bonded 
diamond  wheel  for  tool  and  cutter  grinding 
of  multiblade  carbide  tools;  and  the  "Norton" 
Crystolon  for  those  who  prefer  a  vitrified 
wheel. 

HIGH  SPEED  STEEL 

Jessop  Steel  Company,  Limited,  Toronto, 
Ont.,  have  just  issued  a  12-page  bulletin, 
No.  242,  describing  the  new  Jessop  "TCM" 
high  speed  steel.  Information  regarding  its 
advantages  and  performance,  analysis,  typi- 
cal applications  and  heat  treating  procedure 
are  covered  in  detail. 

LIGHTING  FOR  AIRCRAFT  INDUSTRY 

"Lighting  for  the  Aircraft  Industry"  is  the 
title  of  a  bulletin  being  distributed  by  The 
Holophane  Company,  Limited,  Toronto,  Ont. 
This  bulletin  contains  comprehensive  informa- 
tion on  the  subject  and  features  the  economies 
resulting  from  adequate  lighting  in  aircraft 
plants.  Accurate  tables  are  given  for  arriving 
at  costs  and  economic  comparisons  of  various 
lighting  methods.  Also  included  are  easy-to- 
use  illumination  charts  which  give  predeter- 
mined information  of  expected  lighting  re- 
sults. 


544 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special     events  —  trade     literature 


JENKINS  APPOINTMENTS 

Mr.  John  J.  Bancroft  was  recently  elected 
Vice-President  and  Managing  Director  of 
Jenkins  Brothers  Limited,  Montreal,  suc- 
ceeding Mr.  James  H.  Webb,  retired.  Mr. 
Bancroft  joined  this  organization  in  1922  as 
a  junior  clerk  and  in  1930  was  appointed 
Accountant  and  Office  Manager.  In  1940  he 
became  a  Director  of  the  Company,  with  the 
position  of  Comptroller  and  in  December  of 
the  same  year  was  appointed  Treasurer  and 
Assistant  Manager. 

Mr.  Herbert  H.  Gee  has  been  appointed 
Vice-President  in  charge  of  sales  and  re-elected 
Secretary  of  Jenkins  Brothers  Limited,  Mont- 
real. Mr.  Gee  is  one  of  the  "Diamond  Associ- 
ates" of  this  organization,  having  served  in 
many  capacities  during  the  past  thirty-four 
years.  In  1920  he  was  transferred  to  Toronto 
as  Sales  Representative  and  later  was  made 
Manager  of  Sales  for  the  province  of  Ontario. 
He  was  elected  a  Director  of  the  Company 
in  1931  and  two  years  later  returned  to  Mont- 
real as  Secretary  and  Director  of  Sales. 

Mr.  Walter  S.  Beazley  has  been  appointed 
to  the  position  of  Assistant  Manager  of  Jenkins 
Brothers  Limited,  Montreal.  Mr.  Beazley 
joined  the  Company  nineteen  years  ago  and 
has  served  in  several  capacities.  In  1926  he 
was  appointed  Purchasing  Agent  and  re- 
mained in  this  position  until  his  recent 
appointment  as  Assistant  Manager. 

LEATHER  BELTING  FOR  SHORT- 
CENTER  DRIVES 

Canadian  Fairbanks-Morse  Company,  Lim- 
ited, Montreal,  Que.,  have  just  issued  a  leaflet 
describing  the  "Research"  leather  belts  of  the 
Canadian  Graton  &  Knight  Limited,  with 
particular  reference  to  their  use  for  short- 
center  drives.  The  advantages  of  leather  belt- 
ing are  listed  and  opposite  each  item  the  addi- 
tional advantages  of  "Research"  belting  are 
also  listed. 

NEW  COMPANY  FORMED 

Until  recently  Gunite  &  Waterproofing 
Limited  have  been  the  sole  licensees  in  Canada 
for  the  "Preload  System"  of  concrete  con- 
struction, and  it  has  just  been  announced 
that  a  separate  company  has  been  formed 
under  the  name  of  The  Preload  Company 
of  Canada  Limited,  with  offices  at  Montreal, 
Toronto  and  Halifax.  The  company  will 
specialize  in  designing  and  building  "Preload" 
tanks,  silos,  domes,  pressure  vessels  and  all 
containers  and  carriers  of  liquids  and  dry 
materials. 

POLE  LINE  HARDWARE 

Canadian  Engineering  Standards  Associa- 
tion, Ottawa,  Ont.,  have  issued  Specification 
C83-1942-Pole  Line  Hardware,  covering  pur- 
chasing requirements  for  pole  line  hardware 
used  by  utilities  engaged  in  power  supply, 
electric  traction,  or  communication  transmis- 
sion. It  is  divided  into  three  parte:  1 — General, 
II — Material  and  Manufacture,  III — Draw- 
ings. In  order  that  review  of  new  information 
and  drawings  on  new  or  existing  standard 
hardware  items  can  be  added  from  time  to 
time,  this  Specification  is  issued  in  loose-leaf 
form  under  a  special  binder. 

PRECISION  MILLING  MACHINE 

A  4-page  bulletin  being  distributed  by 
Bridge  Machinery  Company,  Montreal,  Que., 
describes,  with  large  illustrations,  the  "Jeffer- 
son" milling  machines.  These  include  the 
screw  and  power  feed,  and  the  hand  lever 
feed  machines  in  both  floor  and  bench  mount- 
ing types.  Complete  details  are  given  with 
full  specifications.  Attachments  for  these 
machines  are  also  illustrated  and  described. 


MANUFACTURING  RIGHTS 

The  Meehanite  Metal  Corporation,  Pitts- 
burgh, Pa.,  has  announced  that  the  Otis 
Fensom  Elevator  Company,  Limited,  Hamil- 
ton, Ont.,  has  been  granted  manufacturing 
rights  for  Meehanite  castings. 

STEEL  STRAPPING 

Acme  Steel  Company  of  Canada,  Limited, 
Montreal,  Que.,  have  issued  an  8-page  folder, 
Form  Ad32,  entitled  "Steel  Strapping  Ship- 
ments," and  is  reprinted  from  the  company's 
1942  Packaging  Catalogue.  Included  are  tables 
of  sizes,  weights  and  footages  for  both  nailed 
and  nailless  types  of  strapping;  tables  of  rec- 
ommended sizes  of  strap  for  given  package 
weights.  A  series  of  sketches  reveal  shipments 
of  various  types  being  reinforced  for  safe 
arrival  and  photographs  illustrate  strap  appli- 
cations to  a  variety  of  items  ranging  from 
salt  pork  to  army  trailers,  chemicals,  crated 
planes,  pulleys,  tile,  metal  tubes  and  textiles. 
Various  "Acme"  accessories,  designed  to  speed 
up  strap  application,  are  illustrated  and 
described. 
TAPS  AND  TAPPING 

Greenfield  Tap  &  Die  Corporation  of 
Canada,  Limited,  Gait,  Ont.,  have  prepared 
in  manual  form  a  128-page  book  entitled 
"Facts  About  Taps  and  Tapping,"  which  is 
divided  into  three  parts.  Part  I,  32  pages,  is 
a  glossary  of  screw  thread  terms  and  descrip- 
tion of  taps  and  their  uses;  each  type  of  tap 
is  illustrated.  Part  II,  30  pages,  presents  fac- 
tors governing  the  proper  selection  and  use 
of  taps.  Part  III,  66  pages,  contains  a  series 
of  tables  with  dimensional  drawings,  showing 
tap  dimensions  and  tolerances,  thread  forms, 
etc. 
TEMPERATURE  REGULATORS 

A  14-page  bulletin,  No.  600,  just  published 
by  Sarco  Canada  Limited,  Toronto,  Ont., 
features  the  company's  self-operated  tempera- 
ture regulators  for  water  heaters  and  indus- 
trial process  applications.  Operating  and  con- 
struction details  are  shown  by  cut-away 
sketches.  Installation  recommendations,  appli- 
cations and  specifications  are  also  included. 

VOLTAGE  REGULATORS 

Ferranti  Electric  Limited,  Toronto,  Ont.,  ! 
are  distributing  a  4-page  reprint  of  an  article  \ 
by  H.  R.  Osborne,  B.Sc,  Designing  Engineer 
of  the  company,  which  appeared  in  the  June 
15th,  1942,  issue  of  Electrical  News  and 
Engineering'.  The  article  is  entitled  "Increas- 
ing Line  Capacity  with  Voltage  Regulators." 
The  company  invites  requests  for  its  Bulletin 
No.  398  on  Voltage  Regulators  which  includes 
regulation  charts  for  distribution  lines,  and 
replaces  former  Bulletin  No.  397. 

APPOINTED  CANADIAN 
DISTRIBUTORS 

Hope  Machinery  Company,  21  King  Street 
East,  Toronto,  Ont.,  have  been  appointed 
Canadian  distributors  for  Drive-All  Manufac- 
turing Company,  Detroit,  Mich.  Drive-All 
specializes  in  the  manufacture  of  individual 
drives  for  machine  tools,  and  is  widely  repre- 
sented throughout  the  United  States. 

WATER  METER  TESTING  AND 
REPAIRING 

A  16- page  booklet  and  cover,  entitled 
"Economies  of  Water  Meter  Testing  and 
Repairing,"  has  been  issued  by  Neptune 
Meters  Limited,  Toronto,  Ont.  This  booklet 
was  planned  and  issued  by  the  company  with 
the  idea  that  the  information  it  contains  would 
be  of  value  to  the  water  works  engineer  in 
his  effort  to  conserve  equipment.  All  details 
covered  by  the  title  of  the  book  are  clearly 
and  concisely  dealt  with  and  are  supported 
by  a  number  of  photographs. 


September,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL,  OCTOBER  1942 


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  -  MONTREA  L 


CONTENTS 


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


LOUIS  TRUDEL,  m.e.i.c 
Assistant  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.k.i.c. 

T.  J.  LAFRENIÊRE,  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. 


HARVARD  TRAINER Cover 

(Photo  Public  Information) 

AN  ENGINEER  LOOKS  AT  MUSIC 548 

S.   T.  Fisher,  M.E.I.C. 

CAN  PROFESSIONAL  EDUCATION  BE  LIBERALIZED?         ...  554 
Dean  C.  R.   Young,  M.E.I.C. 

THE  SIGNIFICANCE  OF  INDUSTRIAL  RELATIONS       .         .         .         .557 
E.  A.  Allcut,  M.E.I.C.  and  J.  A.   Coote 

PRONENESS  TO  DAMAGE  OF  PLANT  THROUGH  ENEMY  ACTION    .  559 

Hal  Gutteridge 

THE  USE  OF  AIR-LOCKS 563 

G.  O.  Boulton 

REGULATIONS  AFFECTING  THE  CONSTRUCTION  INDUSTRY           .  571 

ABSTRACTS  OF  CURRENT  LITERATURE 574 

FROM  MONTH  TO  MONTH 578 

PERSONALS 589 

Visitors  to  Headquarters         .........  591 

Obituaries          ............  591 

NEWS  OF  THE  BRANCHES 592 

LIBRARY  NOTES 594 

PRELIMINARY  NOTICE 596 

EMPLOYMENT  SERVICE 599 

INDUSTRIAL  NEWS .600 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 


•deGASPE  BEAUBIEN,  Montreal,  Que. 
•K.  M.  CAMERON,  Ottawa,  Ont. 


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


ÎJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
tS.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
•D.  S.  ELLIS,  Kingeton,  Ont. 
*J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
•J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
•S.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


FINANCE 

dbG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


VICE-PRESIDENTS 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

♦J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

•E.  M.  KREBSER,  Walkerville,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

•H.  N.  MACPHERSON.  Vancouver,  B.C. 

*W.  H.  MUNRO,  Ottawa,  Ont. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


STANDING  COMMITTEES 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


ÎC.  J.  MACKENZIE,  Ottawa,  Ont. 


tT.  A.  McELHANNEY,  Ottawa,  Out. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls.  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont. 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

*J.  A.  VANCE,  Woodstock,  Ont. 

♦A.  O.  WOLFF,  Saint  John,  N.B. 

•For  1942  tFor  1942-43  tFor  1942-43-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


PAPERS 

J.  A.  VANCE.  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


LIBRARY  AND  HOUSE 

W    G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PUBLICATION 


C.  K.  McLEOD,  Chairman 

R.  DbL.  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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 
A.  C.  D.  BLANCHARD 
T.  H.JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE,  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 
T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
R.  F.  LEGGET 
A.  E.  MACDONALD 
H.  W.  McKIEL 


SPECIAL  COMMITTEES 

MEMBERSHIP 

J.  G.  HALL,  Chairman 
S.  R.  FROST 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A   (Western    Provinces) 

H.  N.   Ruttan   Prize 
A.  L.  CARRUTHERS,  Chairman 
E.  W.  IZARD 
H.  N.  MACPHERSON 
Zone  B   (Province  of  Ontario) 

John   Galbrailh    Prize 

J.   L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prize  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest  Marceau    Prize  (French) 

H.  CIMON.  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D   (Maritime  Provinces) 
Martin  Murphy   Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES.   Vict-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 

h.  j.  Mclean 

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

ENGINEERING  FEATURES  OF 
CIVIL  DEFENCE 


J.  E.  ARMSTRONG, 

P.  E.  ADAMS 

J.  N.  ANDERSON 

S.  R.  BANKS 

H.  F.  BENNETT 

W.   D.   BRACKEN 

vv.  P.  bi:i  i;i :th\ 
R.  S.  EADIE 
E.  V.  GAGE 
G.  A.  GAHERTY 
R.  J.  GIBB 
A.  GRAY 
J.  GRIEVE 
J.  L.  LANG 


Chairman 

R.  F.  LEGGET 
I.  P.  MACNAB 
J.  A.  McCRORY 
H.  J.  McEWEN 
W.  L.  McFAUL 
C.  B.  MUIR 
W.  H.  MUNRO 
G.  McL.  PITTS 
M.  G.  SAUNDERS 
W.  O.  SCOTT 
T.  G.  TYRER 
H.  K.  \YY.\I  W 


INDUSTRIAL  RELATIONS 

WILLS  MACLACHLAN,  Chairman 

E.  A.  ALLCUT 

J.  C.  CAMERON 

E.  R.  COMPLIN 

J.  A.  COOTE 

W.  O.  CUDWORTH 

F    W.  GRAY 

E.  G.  HEWSON 


A.  M.  REID 

W.  J.  W.  REID 

A.  ROSS   ROBERTSON 


POST-WAR  PROBLEMS 

W.  C.  MILLER,  Chairman  G.  R.  LANGLEY 


F.  ALPORT 
J.  S.  BATES 
deGASPE  BEAUBIEN 
A.  L.  CARRUTHERS 
J.  M.  FLEMING 
E.  R.  JACOBSEN 


H.  MASSUE 

G.  L.  Mackenzie 

D.  A.  R.  McCANNEL 
A.  W.  F.  McQUEEN 
G.  McL.  PITTS 
D.  C.  TENNANT 


546 


October,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 


CALGARY 

Chairman, 
Vice-Chair. , 
Executive, 


H.  J.  McEWEN 
J.  G.  MacGREGOR 
J.  N.  FORD 

A.  GRIFFIN 

H.  B.  SHERMAN 
■  (Ex-Officio),  G .  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
Sec.-Treas.,  K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.A.  MacLEOD 

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

(Ex-Officio),  F.  W.  GRAY 

Sec.-Treaa.,    S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

EDMONTON 

Chairman,     D.  A.  HANSEN 
Vice-Chair.,  D.  HUTCHISON 
Executive,      C.  W.  CARRY 

B.  W.  PITFIELD 
E.  R.  T.  SKARIN 
J.  A.  ALLAN 

E.  ROBERTSON 
J.  W.  JUDGE 
(Ex-Officio),  J.  GARRETT 

R.  M.  HARDY 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


HALIFAX 

Chairman, 
Executive, 


(Bx-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


P.  A.  LOVETT 

A.  E.  CAMERON 

G.  T.  CLARKE  G.  J.  CURRIE 

A.  E.  FLYNN  J.  D.  FRASER 

D.  G.  DUNBAR  J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 

G.  T.  MEDFORTH 

S.  L.  FULTZ  J.  R.  KAYE 

S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 

STANLEY  SHUPE 
T.  S.  GLOVER 
H.  A.  COOCH 
NORMAN  EAGER 
A.  C.  MACNAB 
A.  H.  WINGFIELD 
W.  J.  W.  REID 
W.  A.  T.  GILMOUR 
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 

R.  A.  LOW, 

Queen's  University, 

Kingston,  Ont. 


(Ex-Officio) 
Sec.-Treas., 

LAKEHEAD 

Chairman,     MISS  E.  M.  G.  MacGILL 
Vice-Chair.,  E.  J.  DAVIES 
Executive,      J.  I.  CARMICHAEL 
R.  B.  CHANDLER 
S.  E.  FLOOK 
O.  J.  KOREEN 
S.  T.  McCAVOUR 
W.  H.  SMALL 
E.  A.  KELLY 
J.  S.  WILSON 
(Ex-Officio),  B.  A.  CULPEPER 

J.  M.  FLEMING 
Sec.  Treas.,   W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
LETHBRIDGE 
Chairman,     J.  M.  DAVIDSON 
Vice-Chair. ,C.  8.  DONALDSON 
Executive,     A.  G.  DONALDSON     G.  S.  BROWN 

N.  H.  BRADLEY 
(Ex-Officio),  J.  HAÏMES 
Sec.-Treas.,  R.  B.  McKENZIE. 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     F.  T.  JULIAN 

Vice-Chair.,  T.  L.  McMANAMNA 

Executive,      F.  C.  BALL 

V.  A.  McKILLOP 
H.  F.  BENNETT 
A.  L.  FURANNA 
R.  S.  CHARLES 

(Ex-Officio),  R.  W.  GARRETT 
J.  A.  VANCE 

Sec.-Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 


MONCTON 

Chairman, 
Vice-Chair 
Executive, 


H.  J.  CRUDGE 
J.  A.  GODFREY 
A.  S.  DONALD 
E.  R.  EVANS 
H.  W.  HOLE 

(Ex-Officio),  F.  O.  CONDON 
G.  L.  DICKSON 

Sec.  Treas.,   V.  C.  BLACKETT 
Engrg.  Dept. 


MONTREAL 

Chairman, 
Vice-Chair. , 
Executive, 


E.  B.  MARTIN 
G.  C.  TORRENS 

H.  W.  McKIEL 

C.N.R., 
Moncton,  N.B. 


J.  A.  LALONDE 
R.  S.  EADIE 
R.  E.  HEARTZ 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
H.  F.  FINNEMORE 
R.  C.  FLITTON 
G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 
J.  G.  HALL 
W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 
NIAGARA  PENINSULA 
Chairman,      C.  G.  CLINE 

G.  E.  GRIFFITHS 
A.  G.  HERR 
R.  T.  SAWLE 
G.  F.  VOLLMER 
W.  D.  BRACKEN 
J.  W.  BROOKS 
J.  H.  TUCK 

D.  S.  SCRYMGEOUR 
(Ex-Officio),  A.  L.  McPHAIL 

A.  W.  F.  McQUEEN 
J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 


Vice-Chair. , 
Executive, 


Sec.-Treas., 


OTTAWA 

Chairman, 
Executive, 


N.  B.  MacROSTIE 
W.  G.  C.  GLIDDON 
R.  M.  PRENDERGAST 
W.  H.  G    FLAY 
G.  A.  LINDSAY       R.  YUILL 
(Ex  Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     D.  J.  EMERY 

Executive,      C.  R.  WHITTEMORE     F.  R.  POPE 
I.  F.  McRAE  R.  L.  DOBBIN 

A.  J.  GIRDWOOD 
CAMERON 
R.  SILLS 
R.  JONES, 
5,  Anne  Street, 

Peterborough,  Out. 


Sec.-Treas., 


(Ex-Officio),  J. 

H. 

Sec.-Treas., 


QUEBEC 

Life  Hon.- 

Chair 

Chairman 


G.  ST-JACQUES 
L.  GAGNON 


A.  R.  DECARY 
L.  C.  DUPUIS 
Vice-Chair.,  REN1Î  DUPUIS 
Executive       O.  DESJARDINS 
R.  SAUVAGE 
S.  PICARD 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRAY-DONALD 

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

Colonization  Department, 
Room  333-A,  Parliament  Bldgs., 

Quebec,  Que. 


SAGUENAY 

Chairman,  R. 
Vice-Chair.,  C. 
Executive,      W 

J. 

B. 

G 


H.  RIMMER 
MILLER 
E.  COOPER 
FRISCH 
BAUMAN 
B.  MOXON 


(Ex-Officio),  M.  G.  SAUNDERS 
N.  F.  McCAGHEY 
J.  W.  WARD 
Sec.-Treas.,  ALEX.  T.  CAIRNCROSS, 
P.O.  Box  33, 

Arvida,  Que. 


SAINT  JOHN 

Chairman,  D.  R.  SMITH 
Vice-Chair.,  A.  O.  WOLFF 
Executive,       H.  P.  LINGLEY 

c.  d.  McAllister 
c.  c.  KIRBY 

(Ex-Officio),  F.  A.  PATRIQUEN 
V.  S.  CHESNUT 
G.  G.  MURDOCH 
Sec.-Treas.,    G.  W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  E.  E.  WHEATLEY 

Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 
SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101. 

Regina,  Sask. 

SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 

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

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 


TORONTO 

Chairman, 

Vice-Chair., 

Executive, 


W.  S.  WILSON 

W.  H.  M.  LAUGHL1N 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 
F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 

(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 

H.  E.  BRANDON         J.  J.  SPENCE 
Sec.-Treas.,  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     W.  O.  SCOTT 
Vice-Chair.,  W.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio),  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 


VICTORIA 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


WINNIPEG 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


A.  S.  G.  MUSGRAVE 
KENNETH  REID 

A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

A.  L.  CARRUTHERS 
G.  M.  IRWIN 
E.  W.  IZARD 
J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 

D.  M.  STEPHENS 
J.  T.  DYMENT 

C.  V.  ANTENBRING 
N.  M.  HALL 

T.  H.  KIRBY 

E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
J.  W.  SANGER 

V.  MICHIE 
C.  P.  HALTALIN 
THOMAS.  E.  STOREY, 
55  Princess  Street, 

Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL    October,  1942 


547 


AN  ENGINEER  LOOKS  AT  MUSIC 

S.  T.  FISHER,  m.e.i.c. 

Development  Engineer,  Special  Products  Division,  Northern  Electric  Company,  Limited,  Montreal,  Que. 

Paper  presented   before  the  Montreal   Branch  of  The   Engineering   Institute   of  Canada   on   March   12th,   1942 


Music  is  an  art,  not  a  science;  our  appreciation  of  it  is 
emotional  and  not  intellectual.  We  must  resist  any  sug- 
gestion that  music  should  or  could  be  trained  into  a  mechan- 
ical mode,  but  music  is  the  art  of  producing  agreeable 
sounds,  and  sound  is  the  subject  with  which  acoustics,  a 
science,  is  concerned.  The  production  and  transmission  of 
sound,  and  the  physiology  of  the  sense  of  hearing  are 
topics  in  which  engineers  may  be  interested,  without 
presumption  and  it  is  these  which  will  be  considered. 

This  paper  is  intended  to  demonstrate  that: 

Musical  theory  where  it  touches  on  the  intervals  em- 
ployed in  harmony  is  in  a  state  of  great  confusion; 

The  scale  universally  used  for  keyboard  instruments,  the 
tempered  (diatonic)  scale,  inadequately  translates  musical 
conceptions,  and  its  weaknesses  should  be  recognized; 

The  just  (diatonic)  scale  is  in  full  accord  with  the  spirit 
of  music  and  the  letter  of  physical  laws,  and  in  the  light  of 
modern  instrumentalities,  could  now  be  adopted;  and  that 

Electrical  musical  keyboard  instruments  can  be  designed 
in  a  practical  form  to  play  the  just  scale  in  all  keys. 

Tones  separated  by  discrete  pitch  intervals  are  a  universal 
tradition  in  modern  Western  music.  An  octave  of  seven 
notes  is  usually  employed  and  this  is  the  diatonic  scale.© 
In  addition,  in  accordance  with  an  almost  universal  tradi- 
tion, five  additional  intervals  are  inserted,  which  break  up 
the  five  larger  intervals  of  the  seven-note  scale.  Most  music 
— particularly  music  by  the  classic  masters — is  written  in 
the  seven-note  scale.  In  modern  music  there  is  an  occasional 
tendency  to  write  in  the  twelve-note  scale.  This  scale  has 
its  most  familiar  embodiment  in  the  piano  and  it  is  not  an 
exaggeration  to  say  that  the  keyboard  mechanism  of  the 
piano  has  been  made  the  basis  of  the  modern  system  of 
music.  The  scale  can  be  conveniently  thought  of  as  it 
appears  on  the  piano  keyboard.  If  we  take  the  note  C  as 
the  starting  note  for  an  octave,  then  the  seven  notes  of  the 
diatonic  scale  are  played  by  the  white  digitals  of  the  piano 
and  the  five  additional  tones  which  divide  the  larger  inter- 
vals of  the  diatonic  scale  are  played  by  the  black  digitals. 

It  is  advisable  to  guard  at  the  outset  against  a  common 
misconception;  this  is  the  idea  that  scales  are  made  first, 
and  music  afterwards.  Scales  are  made  in  the  process  of 
creating  music.  If  music  consisted  only  of  single-note 
melodies,  the  requirements  to  be  met  by  a  scale  would 
allow  the  widest  latitude  in  choosing  the  intervals.  Modern 
Western  music,  however,  employs  harmony  as  its  most 
important  feature,  and  it  is  necessary  therefore  that  certain 
groups  of  notes  of  our  scale,  sounded  simultaneously,  should 
form  harmonious  chords.  The  physical  criterion  for  har- 
moniousness  in  a  chord  is  that  the  ratio  of  the  frequencies 
of  its  component  tones  may  be  expressed  as  the  ratio  of 
small  integers.  The  smaller  the  integers  the  more  marked 
is  the  consonance.  The  application  of  this  law  to  the  diatonic 
scale  fixes  the  intervals  between  the  notes  as  seen  in  Table  I  : 

TABLE  I 

Note C  D  E  F 

Ratio 1  9/8  5/4  4/3 

Name Unison  Second  Third  Fourth 

Interval   .  9:8  10:9  16:15  9:8 

Note G  A  B     .  C 

Ratio 3/2  5/3  15/8  2 

Name Fifth  Sixth  Seventh  Octave 

Interval    .  10:9  9:8  16:15 

In  the  first  line  are  the  letter  names  of  the  notes  of  the 
scale,  in  the  key  of  C,  in  the  second  line  are  the  ratios  of 
their  frequencies  to  the  leading  note,  and  in  the  third  are 
the  musical  names  of  the  intervals  obtained  by  sounding 


548 


together  each  of  the  notes  of  the  scale  with  the  leading  note. 
These  intervals  form  a  version  of  the  diatonic  scale  called 
the  just  scale.  The  fourth  line  shows  the  pitch  or  frequency 
ratios  between  adjacent  notes.  It  will  be  noted  that  three 
sizes  of  intervals  exist,  those  represented  by  pitch  ratios  of 
9:8,  10:9  and  16:15. 

In  Western  music  three  triads  or  groups  of  three  notes 
are  considered  the  foundation  of  the  system  of  harmony. 
These  chords  are  the  triads  having  frequency  ratios  4:5:6 
formed  with  their  lowest  note  a  fifth  below  the  key  note, 
the  sub-dominant;  on  the  keynote,  the  major  triad;  and  a 
fifth  above  the  key  note,  the  dominant.  In  the  octave 
shown  above,  these  triads  are  CEG,  FAC,  and  GBD,  giving 
this  arrangement: 

CDEFGABCD 

4 5 6  Major 

4 5 6  Subdominant  (raised  an  octave) 

4 5 6  Dominant 

It  will  be  seen  that  these  three  triads  define  every  note 
in  the  diatonic  scale  and  fix  the  ratios  at  the  values  listed 
above.  Each  triad  has  a  total  compass  of  a  fifth. 

The  major  diatonic  scale  includes  no  other  notes  than 
these,  but  we  have  a  tradition  of  centuries  standing  which 
divides  the  five  larger  intervals  10:9  or  9:8  approximately 
in  half,  so  that  a  scale  is  formed  of  twelve  approximately 
equal  intervals.  It  is  therefore  necessary  for  the  playing  of 
modern  music  to  insert  a  note  between  C  and  D,  a  note 
between  D  and  E,  a  note  between  F  and  G,  a  note  between 
G  and  A,  and  a  note  between  A  and  B.  The  note  between 
C  and  D  for  instance  is  called  either  C#  (C  sharp)  or  D* 
(D  flat)  ;  which  of  these  two  names  is  used  need  not  concern 
us  at  this  point. 

The  major  diatonic  scale  is  that  given  above  and  can  be 
thought  of  as  being  formed  on  the  three  major  triads. 
Another  scale  also  is  in  general  use,  the  minor  scale.  This 
is  supposed  to  be  derived  from  the  Greek  Aeolian  mode, 
just  as  the  major  diatonic  scale  is  said  to  be  derived  from 
the  Greek  Lydian  mode. 

Table  II  shows  what  seems  a  less  academic  but  more 
realistic  suggestion  as  to  the  origin  of  the  minor  scale.  If 
the  intervals  of  the  major  scale  are  reversed,  that  is,  if  a 
descending  scale  is  set  up  with  the  intervals  in  the  same 
order  as  they  occur  when  ascending  the  major  scale,  then 
we  have  a  new  scale,  and  it  is  found  that  this  rigorously 
meets  the  requirements  of  harmony. 

TABLE  II 
MINOR 
Note..     C  D*  E*  F  G  A*  B* 


Ratio  •! 


1/2        8/15  3/5        2/3  3/4  4/5  8/9 

[1         16/15  6/5        4/3  3/2  8/5  16/9 

Interval     16/15  9  8  10/9         9/8         16/15        10  9  9/8 


Note. 


MAJOR 
1)  E  F  G 


B 


Ratio.         1         9/8      5/4  4/3        3/2        5/3       15/8  2 

Interval  9/8      10  9     16/15        9/8       10/9      9/8         16/15 

By  definition,  a  minor  triad  is  an  inversion  of  a  major 
triad;  that  is  to  say,  the  major  triad  4:5:6  which  has  a 
ratio  of  5:4  (major  third)  between  the  two  lower  notes, 
and  a  ratio  of  6:5  (minor  third)  between  the  two  upper 
notes,  becomes  in  the  minor  10:12:15.  The  ratio  of  6:5 
(minor  third)  now  exists  between  the  lower  notes  and  the 

October,  1942    THE  ENGINEERING  JOURNAL 


ratio  5:4  (major  third)  between  the  two  upper  notes.  This 
is  shown  in  Table  III. 


Note. 


B*      C 


TABLE  III 
D*         E         F 


G       A* 


B*       C 


Ratio 8/9 

10— 


16/15     6/5 
— 12 


10- 


-12- 


4/3      3/2 
—15 
15 


8/5      16/9       2 


10- 


-12- 


-15 


This  table  defines  four  more  notes  of  the  scale  and  the 
only  one  now  missing  is  that  lying  between  F  and  G  which 
we  could  call  F#.  F#  does  not  belong  in  either  the  scale 
of  C  major  or  the  scale  of  C  minor,  and  therefore  probably 
need  not  be  defined  in  these  keys;  since,  however,  it  may 
be  necessary  occasionally  as  a  decorative  note  it  is  well  to 
add  it, 

The  only  two  possible  ratios  which  meet  the  requirement 
that  the  notes  must  bear  the  ratio  of  small  integers  to  the 
key  note  are  11/8  and  17/12;  of  these  two  11/8  is  prefer- 
able. Another  reason  for  choosing  this  interval  would  be 
that  the  scale  should  provide  as  many  as  possible  harmonics 
to  the  key  note,  and  it  will  be  seen  that  the  11/8  value 
provides  the  11th  harmonic.  This  then  is  the  value  that 
should  be  used. 


KEV   OF    C     MAJ 

KEY    OF    D    MAJ 

i 
KEV  OF   B>  MAJ    ' 


Fig.  1 —  The  effect  of  changing  key  in  the  just  scale  is  to  shift 
the  frequencies  of  some  of  the  notes;  this  is  necessary  because 
of  the  unequal  intervals.  Logarithms  of  the  ratios  are  plotted. 

It  is  apparent  that  none  of  the  possible  ways  of  setting 
up  a  scale — progressions  by  fifths,  by  fourths,  or  by  thirds 
— will  give  the  octave  note,  since  all  these  ratios  are  prime 
to  one  another.  The  extremely  complicated  treatment  of 
diatonic  scale  structures  that  exists  in  musical  literature  is 
brought  about  solely  by  the  fact  that  the  tone  sources  of 
traditional  instruments  can  not  be  adjusted  in  frequency 
to  form  a  new  scale  for  each  key  change.  Figure  1  shows  the 
difficulty  graphically. 

Throughout  the  ages  musicians  have  ascribed  definite 
characteristics  to  different  keys.  It  will  be  realized  that  in 
theory  this  is  quite  a  mistaken  idea,  but  that  in  practice, 
due  to  the  inability  to  shift  keys  in  any  of  our  scales  without 
also  revising  the  scale  intervals,  there  is  some  justification 
for  the  idea  that  different  keys  have  different  character- 
istics. Something  which  is  equally  wide  spread  is  to  ascribe 
definite  characteristics  to  each  note  in  the  octave;  this  is 
nothing  but  superstition,  and  has  no  physical  basis  what- 
ever. The  Chinese  apparently  initiated  this  custom  and  the 
character  they  ascribed  to  each  note  of  the  scale  is  as 
follows  : 

do  — Heavy  but  easy,  like  a  cow  lowing  at  drinking  water. 

re   — Clear  and  quick,  like  a  sheep  having  lost  its  companion. 

mi  — Defensive  and  careful,  like  a  pheasant  lighting  on  a  branch. 

so   — Overflowing  and  quick,  like  a  pig  screaming. 

la    — Scattered  and  hollow,  like  a  horse  neighing  in  the  desert. 

If  this  appears  to  be  funny  it  is  no  more  so,  and  much 
more  poetic,  than  the  description  current  in  the  teaching  of 
music  to  school  children  in  English  to-day  : 

do  — Strong  and  firm. 

re   — Rousing  or  hopeful. 

mi  — Steady  or  calm. 

fa    — Desolate  or  awe-inspiring. 

so  — Grand  or  bright. 

la   — Sad  or  weeping. 

si    — Piercing  or  sensitive. 

Three  other  scales  beside  the  Just  Scale  are  of  importance 
— one  of  them,  the  Tempered  Scale,  of  outstanding  import- 
ance. They  are: 


1 .  Pythagorean  Scale.  This  scale  is  obtained  as  a  succes- 
sion of  perfect  fifths;  by  going  up  in  pitch  intervals  of  a 
fifth,  the  following  notes  are  obtained: 

C       G       D       A       E       B       F8       C#       G#       D#       A#       F 

This  gives  a  twelve-note  scale  and  was  quite  satisfactory 
for  the  limited  range  of  Greek  music;  the  more  so  because 
harmony  as  we  know  it  was  not  employed.  For  modern 
music,  this  scale  is  defective  because  the  next  fifth  above 
F  is  not,  as  it  should  be,  C.  Despite  the  deficiencies  of  this 
scale,  it  is  today  in  use  in  a  modified  form,  since  the 
stringed  instruments  of  the  orchestra  tune  their  strings  in 
fifths. 

2.  The  Pythagorean  Scale  was  followed  by  the  Mean- 
Tone  Scale  in  which  the  octave  is  tuned  in  a  series  of 
perfect  major  thirds  and  the  note  which  comes  between 
the  notes  of  each  major  third  is  half-way  between  them. 
The  Mean-Tone  Scale  was  largely  used  during  the  Middle 
Ages  and  in  fact  was  in  general  use  for  keyboard  instru- 
ments up  to  the  time  the  Tempered  Scale  was  introduced, 
which  in  England  was  about  1850,  and  on  the  continent 
about  70  years  earlier.  The  Mean-Tone  Scale  had  several 
advantages,  but  permitted  modulation  into  only  a  limited 
number  of  keys  and  this  led  to  its  eventual  abandonment. 

3.  Tempered  Scale.  This  is  the  scale  universally  used 
today  for  keyboard  instruments  and  therefore  nominally 
by  all  musicians.  It  is  based  on  the  simple  arrangement 
that  an  octave  is  divided  into  twelve  equal  intervals  of  a 
semi-tone,  each  of  which,  therefore,  has  a  frequency  ratio 
of  the  12th  root  of  two.  This  scale  has  the  great  virtue  that 
it  permits  modulation  without  limitation.  This  is  shown 
graphically  by  Fig.  2.  It  has  the  disadvantage  that  many 
of  the  harmonic  intervals  are  quite  inaccurate.  Fortunately, 
the  interval  of  a  fifth  (nominal  frequency  ratio  3:2)  is  very 
close  and  this  is  the  most  important  interval  in  harmony. 
However,  the  intervals  of  a  third  and  a  sixth,  which  are 
also  of  frequent  occurrence,  are  very  poor,  being  about  a 
third  of  a  semi-tone  too  large.  The  Tempered  Scale,  there- 
fore, presents  the  disadvantages  that  many  subtle  effects 
in  music  which  depend  on  variations  in  consonance  of 
different  intervals,  are  largely  obscured  by  the  fact  that 
intervals  which  should  sound  quite  consonant,  such  as 
thirds,  are  somewhat  dissonant.  By  virtue  of  its  make-up, 
the  Tempered  Scale  has  the  same  harmonic  intervals  in 
any  key.  In  the  Mean-Toi\e  Scale  or  the  Just  Scale,  when 
an  instrument  is  tuned  in  one  key,  the  harmonic  structure 
is  changed  perceptibly  for  the  other  keys,  if  the  scale  is 
not  retuned.  In  the  Tempered  Scale  a  change  of  key  means 
only  a  change  of  pitch.  The  graphical  comparison  of  the 
Tempered  and  Just  Scale  intervals  is  shown  in  Fig.  3. 
Table  IV  gives  the  frequencies  (cycles  per  second)  of 
twelve  notes  in  the  two  scales,  and  in  the  triads,  and  indi- 
cates the  amount  of  dissonance  which  may  occur. 

C  D  EF  c  A  BC 

KEY    OF    C  MAJ 

KEY  OF    C*  MAJ 

KEY   OF    D  MAJ 

KEY  OF    B  MAJ 

Fig.   2 — The  effect  of  changing  key  in  the  tempered  scale  is 

simply  to  shift  the  pitch  of  the  music.  No  readjustment  of  scale 

intervals  is  involved.  Logarithms  of  the  ratios  are  plotted. 

The  shortcomings  of  the  Tempered  Scale  have  been 
familiar  to  musicians  and  physicists  alike  since  it  was  first 
adopted.  Helmholtz  in  1860  pointed  out  its  serious  defects 
and  suggested  that  in  a  generation  or  two  the  Tempered 
Scale  might  have  a  very  marked  effect  on  the  acuteness  of 
appreciation  for  harmony.  It  appears  that  his  predictions 
have  been  fulfilled  to  a  large  extent  and  that  the  return  of 
a  strict  perception  of  harmony  is  only  possible  by  replacing 
the  Tempered  Scale  with  the  Just  Scale.  Helmholtz'  com- 
ments on  the  differences  between  the  Tempered  and  the 
Just  Scale  are  worth  quoting  at  some  length  because  they 
outline  clearly  the  reasons  leading  up  to  the  work  described 
in  this  paper.  These  paragraphs  show  that  the  deficiencies 


c' 

1 

O» 

E' 

F' 

c' 

a' 

B* 

c' 

D 

E 
i 

F* 

I 

c 

A 

B 

C'        D 

B                   C» 

D» 

E 

— 1 — 

F' 

1 

c' 

a' 

1 

B 

1 

THE  ENGINEERING  JOURNAL     October,  1942 


549 


of  the  Tempered  Scale  have  been  fully  recognized,  as  has 
been  the  excellence  of  the  (7-note)  Just  Scale.  And  yet  until 
the  present,  no  practical  solution  has  been  obtained  for  the 
application  of  the  Just  Scale  to  keyboard  instruments. 


TABLE  IV 

Note 

.      C 

D* 

D 

E* 

E 

F 

n 

G 

Interval.  .  .  . 

.     1st 

Min. 

Maj. 

Min. 

Maj 

.     Maj. 

Min. 

Maj 

2nd 

2nd 

3rd 

3rd 

4th 

5th 

5th 

Tempered.  . 

.    500 

530 

561 

595 

630 

668 

707 

748 

Just 

.    500 

533 

563 

600 

625 

667 

688 

750 

Note 

.     A* 

A 

BA 

B 

C 

D* 

D 

Interval .... 

Min. 
6th 

Maj. 
6th 

Min 

7th 

Maj 

7th 

8ve 

Tempered .  . 

.    794 

841 

892 

944 

1000 

1060 

1122 

Just 

.    800 

833 

889 

938 

1000 

1067 

1125 

TRIAD 

Scale 

Major 

Minor 

Major 

Tempered 
Just 

500 
500 

.    630   : 
:   625  : 

748 
750 

500 
500 

595   : 
.   600  : 

748 
750 

Sub- 
Dominant 

Tempered 

Just 

668 
667 

.    841    : 
.   833  : 

1000 
1000 

668 
667 

794   : 
800   : 

1000 
1000 

Dominant 

Tempered 

Just 

748 
750 

:   944  : 
:   938  : 

1122 
1125 

748 
750 

.   892  : 
:    889   : 

1122 
1125 

The  following  excerpts  are  from  the  4th  English  edition 
of  Helmholtz's  "Sensations  of  Tone": 

"As  regards  musical  effect,  the  difference  between  the 
just  and  the  equally  tempered,  or  the  just  and  the 
Pythagorean  intonations,  is  very  remarkable.  The  justly 
intoned  chords,  in  favourable  positions  .  .  .  possess  a  full 
and,  as  it  were,  saturated  harmoniousness;  they  flow  on, 
with  a  full  stress,  calm  and  smooth,  without  tremor  or 
beat.  Equally  tempered  or  Pythagorean  chords  sound 
beside  them  rough,  dull,  trembling,  restless.  The  differ- 
ence is  so  marked  that  everyone,  whether  he  is  musically 
cultivated  or  not,  observes  it  at  once .  .  . 

"Modern  musicians  who,  with  rare  exceptions,  have 
never  heard  any  music  executed  except  in  equal  tempera- 
ment, mostly  make  light  of  the  inexactness  of  tempered 
intonation. .  .  . 

"There  can  be  no  question  that  the  simplicity  of 
tempered  intonation  is  extremely  advantageous  for 
instrumental  music,  that  any  other  intonation  requires 
an  extraordinarily  greater  complication  in  the  mechanism 
of  the  instrument,  and  would  materially  increase  the 
difficulties  of  manipulation,  and  that  consequently  the 
high  development  of  modern  instrumental  music  would 
not  have  been  possible  without  tempered  intonation. 
But  it  must  not  be  imagined  that  the  difference  between 
tempered  and  just  intonation  is  a  mere  mathematical 
subtlety  without  any  practical  value.  That  this  difference 
is  really  very  striking  even  to  unmusical  ears  is  shown 
immediately  by  actual  experiments  with  properly  tuned 
instruments. .  .  . 

"Finally,  we  cannot,  I  think,  fail  to  recognize  the 
influence  of  tempered  intonation  upon  the  style  of  com- 
position. The  first  effect  of  this  influence  was  favourable. 
It  allowed  composers  as  well  as  players  to  move  freely 
and  easily  into  all  keys,  and  thus  opened  up  a  new  wealth 
of  modulation.  On  the  other  hand,  yvv  likewise  cannot 
fail  to  recognize  that  the  alteration  of  intonation  also 
compelled  composers  to  have  recourse  to  some  such 
wealth  of  modulation.  For  when  the  intonation  of  con- 
sonant chords  ceased  to  be  perfect,  and  the  differences 


between  their  various  inversions  and  positions  were,  as  a 
consequence,  nearly  obliterated,  it  was  necessary  to  use 
more  powerful  means,  to  have  recourse  to  a  frequent 
employment  of  harsh  dissonances,  and  to  endeavour  by 
less  usual  modulations  to  replace  the  characteristic 
expression,  which  the  harmonies  proper  to  the  key  itself 
had  ceased  to  possess." 

It  must  be  realized  that  the  Tempered  Scale  has  been 
adopted  solely  because  it  will  permit  changing  into  different 
keys  without  any  change  in  the  melodic  or  harmonic 
structure.  Since  the  intervals  in  the  Just  Scale  or  the  Mean- 
Tone  Scale  are  unequal,  if  a  modulation  from  one  key  to 
another  is  to  be  made,  then  of  necessity  the  scale  must  be 
readjusted  so  that  it  can  maintain  the  exact  sequence  of 
intervals  in  the  new  key.  With  conventional  keyboard 
instruments,  this  is  not  possible  and  the  Tempered  Scale 
is  the  only  practical  solution.  At  A^arious  times  proposals 
for  new  keyboards  have  been  made.  A  complication  of  the 
keyboard  is  not,  however,  a  practical  approach  to  the 
problem  because  of  the  considerable  difficulty  it  adds  to 
the  work  of  the  performer.  It  is,  however,  the  only  possible 
approach  to  a  solution,  in  the  case  of  traditional  instru- 
ments. 

With  the  introduction  of  electrical  methods  of  producing 
musical  tones  we  have,  for  the  first  time,  the  facility  offered 
to  us  of  key  changes  which  will  be  strictly  harmonious  on 
an  instrument  tuned  in  the  Just  Scale.  This  is  true  only 
because  the  frequencies  of  the  tone  generators  of  electrical 
instruments  can  be  instantaneously  and  accurately  re- 
adjusted. 

Modulation  from  one  key  to  another  in  music  always 
takes  place  in  some  integral  number  of  fifths.  The  usual 
plan  on  which  modulation  progresses  in  a  piece  of  music  is 
to  move  upwards  in  pitch — or  in  the  musical  phrase,  in  the 
dominant  direction — by  some  number  of  fifths,  say  four  or 
five,  less  an  exact  number  of  octaves,  and  then  to  progress 
downwards  in  pitch  one  fifth  at  a  time  until  the  starting 
point  is  reached.  It  is  apparent  that  no  number  of  modu- 
lations by  fifths,  by  thirds,  by  fourths,  or  any  other  interval 
within  the  octave  can  exactly  equal  any  number  of  octaves 
since  the  ratios  involved  are  all  prime  to  one  another.  It  is, 
therefore,  an  artificial  arrangement  in  the  piano  keyboard 
which  makes  twelve  fifths  equal  to  seven  octaves  and 
involves  the  approximation  128  =  129.75.  This  approxima- 
tion results  in  the  limitation  of  Tempered  Scale  music  to 
twelve  keys,  using  as  the  key  QOtçs  the  twelve  notes  of  the 
octave.  This  again  is  an  artificial  limitation,  and  any 
number  of  keys  are  theoretically  possible  in  the  Just  Scale. 

The  musical  theories  of  harmony  are  largely  obscured 
and  confused  by  the  fact  that  they  are  predicated  on  a 
series  of  ideas  based  sometimes  on  the  Just  Scale,  sometimes 
on  the  Mean-Tone  Scale,  and  sometimes  on  the  Tempered 
Scale.  For  instance,  in  piano  music  the  key  of  six  sharps, 
F#,  and  the  key  of  six  flats,  G6,  use  the  same  notes  in  the 
Tempered  Scale  and  yet  the  chords  of  these  two  keys  are 
given  different  names  and  different  characteristics  are 
ascribed  to  them.  A  violin  is  tuned  with  its  strings  in  the 
Pythagorean  scale,  that  is  perfect  fifths  apart,  and  yet 
violinists  ordinarily  play  in  the  Tempered  Scale.  The  horns 
and  some  other  wind  instruments  in  the  orchestra  obtain 
their  tones  as  a  series  of  harmonics  and  to  this  extent  their 
instruments  are  tuned  in  the  Just  Scale;  but  the  inter- 
mediate notes  that  are  inserted  by  means  of  valves  are 
tuned  to  agree  with  the  Tempered  Scale.  It  is  well  estab- 
lished that  singers  with  accurate  ears  singing  without 
accompaniment  strike  just  intervals  quite  accurately,  but 
when  they  sing  with  a  keyboard  instrument  accompanying 
them,  change  their  intonation  to  suit  the  Tempered  Scale 
intervals. 

These  anomalies  and  inaccuracies  are  not  generally 
recognized  by  musicians;  as  a  result,  the  existing  theory  of 
harmony  merely  classifies  existing  habits  without  any 
factual  or  scientific  basis.  Existing. harmonic  usage  has  three 
defects: 


550 


October,  1912    THE  ENGINEERING  JOURNAL 


1st — It  has  not  explored  all  harmonic  possibilities; 

2nd— Due  to  the  inaccuracy  of  many  of  the  intervals 
as  sounded  on  conventional  instruments,  the  exact  con- 
sonance of  many  combinations  is  missed  and  the  differ- 
ence between  good  consonance  and  poor  consonance  is 
very  much  less  marked  than  it  should  be. 


I'vT-y       (trf  {ih-Js       itr-J' 


'.JJJ 


/.  soo  ■ 


TEMPERED 


/.eae  J  see 

/  66/  A  S/S 


Fig.  3 — Comparison   of  tempered  and  just  scales.  Logarithms 
of  the  ratios  are  plotted. 

3rd — The  substitution  of  one  triad  for  another  to 
which  it  is  approximately  equal  has  led  to  a  meagreness 
in  the  harmonic  structure  of  modern  music  which  has 
resulted  in  non-harmonic  writing,  such  as  modern  chro- 
matic music. 

That  complications  will  be  introduced  into  an  electrical 
musical  instrument  by  the  use  of  the  Just  Scale  is  demon- 
strated by  Fig.  1.  It  is  seen  that  a  digital  on  the  keyboard 
must  have  access  to  a  -  considerable  number  of  slightly 
differing  frequencies  if  exact  harmonic  ratios  are  to  be 
preserved  in  all  keys.  In  conventional  instruments,  this  is 
an  insurmountable  obstacle.  It  has  been  judged  so  by 
Helmholtz,  and  all  other  writers  in  the  field. 

For  example,  Sir  Hubert  Parry  in  his  monumental  "Art 
of  Music"  says,  "An  ideally  tuned  scale  is  as  much  of  a 
dream  as  the  philosopher's  stone.  A  scale  system  may  be 
fairly  tested  by  what  may  be  done  with  it  and  that  scale 
which  afforded  Bach,  Beethoven,  Schubert,  Wagner  and 
Brahms  ample  opportunities  to  produce  the  works  they  did 
is  as  perfect  as  their  musical  art  required.  It  will  probably 
be  a  good  many  centuries  before  any  new  system  is  justified 
by  such  a  mass  of  great  artistic  works  as  the  one  which  the 
instincts  and  efforts  of  our  ancestors  have  evolved  for  our 
advantage." 

Sir  William  Bragg  has  this  to  say  on  the  subject:  "The 
composer  who  tries  to  write  in  a  perfect  scale  fights  with 
the  laws  of  arithmetic  in  a  battle  which  he  could  never  win." 

Electrical  instruments  are  not  new  in  themselves  but  the 
idea  of  tuning  them  in  the  (twelve-note)  Just  Scale  and 
providing  means  by  which  this  scale  can  be  adjusted  cor- 
rectly for  each  key  signature  appears  to  be  original.  On 
reading  Helmholtz's  comments  it  is  entirely  credible  that 
such  an  invention  will  make  a  profound  impression  on 
musicians.  Development  of  practical  forms  of  instruments 
appears  to  be  of  importance.  One  of  the  most  obvious  ways 
to  approach  the  problem  is  to  take  a  highly-developed 
instrument  such  as  the  Hammond  (Electric)  Organ  and 
redesign  it  in  such  a  way  as  to  make  this  proposal  workable. 

The  Hammond  Organ©  consists  of  a  number  of  rotary 
generators  driven  from  a  single  synchronous  motor.  There 
is  one  generator  for  each  note  of  the  keyboard  plus  some 
extra  generators  for  harmonics  that  lie  beyond  the  key- 
board range.  All  these  generators  produce  tones  which  lie 
almost  exactly  on  the  Tempered  Scale.  It  should  be  noted 
that  the  Hammond  instrument  in  its  harmonic  make-up 
differs  from  conventional  pipe  organs  because  all  the  fre- 
quencies used  in  the  synthesis  of  any  musical  quality  lie 
on  the  Tempered  Scale;  in  other  words,  natural  harmonics 
are  entirely  suppressed  and  tempered  harmonics  are  sub- 
stituted. This  avoids  the  serious  clash  that  occurs  in  con- 
ventional pipe  organs  between  natural  harmonics  and 
tempered  fundamentals  which  lie  very  close  together.  In 
no  instrument  other  than  the  Hammond  Organ,  to  the 
author's  knowledge,  are  tempered  harmonics  used,  and 
while  the  results  may  not  be  immediately  perceptible  to 


the  lay  ear,  the  characteristic  harmoniousness  of  the  Ham- 
mond Organ,  which  becomes  apparent  after  some  familiarity 
with  it,  must  be  ascribed  to  this  basic  improvement. 

The  application  of  the  Just  Scale  to  the  Hammond  Organ© 
or  to  other  instruments  of  this  general  character  is  carried 
out  as  follows:  The  tone  wheels  and  gears  are  changed  so 
that  the  frequencies  of  the  generators  lie  on  the  Just  Scale. 
The  usual  synchronous  driving  motor  is  replaced  by  a 
much  larger  synchronous  motor,  in  the  case  of  the  standard 
Hammond  Organ  by,  say,  a  one-quarter  horse-power  motor, 
with  a  heavy  flywheel.  This  motor  is  coupled  to  the  main 
drive  shaft  through  a  15-position  gear  set,  including  15 
magnetic  clutches.  Thus  the  drive  can  be  at  any  one  of 
15  speeds,  depending  on  which  clutch  is  operated,  and  the 
speed  may  be  instantaneously  changed  by  operating  any 
other  clutch.  The  clutches  are  operated  from  a  row  of  15 
pushbuttons  arranged  along  the  base  of  the  instrument  and 
intended  to  be  actuated  by  the  left  foot.  These  pushbuttons 
are  marked  with  key  signatures  from  C#  to  C*  and  (includ- 
ing the  natural  key)  permit  the  playing  in  15  major  and 
15  minor  keys.  This  appears  to  be  adequate  for  practically 
all  music  now  existent.  When  the  pushbutton  for  the  key 
of  C  is  operated — that  is,  the  natural  major  key — the 
motor  speed  is  such  that  middle  A  is  440  cycles  per  second 
and  all  other  tones  on  the  keyboard  are  exactly  in  the 
Just  Scale.  The  instrument  then  can  be  played  in  the  key 
of  C  in  the  Just  Scale.  There  is  no  question  of  the  use  of 
tempered  or  natural  harmonics.  A  number  of  additional 
generators  must  be  added  in  each  octave  to  take  care  of 
some  harmonics  of  notes  other  than  the  key  notes.  If  it  is 
wished  to  change  the  instrument  so  that  it  can  be  played 
in  the  key  of  E,  then  the  pushbutton  marked  "E"  is  de- 
pressed. This  will  release  the  "C"  clutch  and  operate  the 
"E"  clutch  and  the  speed  of  the  main  drive  shaft  will  be 
changed  to  5/4  of  its  former  speed.  The  instrument  will 
therefore,  be  raised  in  pitch  in  the  ratio  5/4  and  upon  play- 
ing on  the  white  notes  as  before,  i.e.,  in  the  key  of  C  major, 
the  instrument  will  sound  in  the  key  of  E.  Since  all  the 
harmonics  and  added  generators  are  changed  in  the  same 
ratio,  the  organ  is  still  in  the  Just  Scale  and  this  scale  is 
correctly  tuned  for  the  pitch  in  which  it  is  being  played. 
It  will  be  noted  that  except  for  accidentals,  in  major  keys 
the  performer  need  only  learn  to  play  on  the  white  notes. 
The  instrument  then  always  plays  as  though  the  music 
were  in  the  natural  key  and  it  sounds  in  the  key  correspond- 
ing to  the  pushbutton  which  is  operated. 

It  will  be  noted  from  Table  II  that  there  is  always  a 
minor  key  which  uses  the  same  frequencies  as  each  of  the 
major  keys.  Each  pushbutton  therefore  would  be  labelled 
with  two  names  and  a  single  key  signature.  For  instance 
one  of  the  pushbuttons — that  for  the  key  of  D,  say — would 
be  labelled  "D — 2#  major — 1*  minor."  To  each  of  these 
pushbuttons  would  be  wired  a  small  illuminated  indicator 
with  the  same  label  as  the  pushbutton.  These  indicators 
would  be  mounted  in  a  row  between  the  two  manuals  so 
that  the  organist  is  always  aware  what  key  his  instrument 
is  tuned  for. 

It  will  be  seen  that  this  organ  is  a  transposing  instrument 
and  that  existing  music  could  not  be  readily  played  on  it 
unless  it  were  written  in  the  key  of  C.  All  organ  music 
would  have  to  be  transcribed  to  this  key,  with  the  key 
signature  in  which  it  is  to  sound  marked  separately.  Minor 
keys  would  have  to  be  transcribed  to  the  naturally  cor- 
responding minor.  The  key-signature  indication  could  very 
well  take  the  form  of  an  added  note  below  the  bass  staff 
and  as  far  as  the  performer  is  concerned  would  be  simply 
one  more  note  to  be  played,  which  he  could  play  with  his 
left  foot.  To  avoid  confusion  with  the  bass  notes,  the  key- 
note names  could  be  used.  Such  an  instrument  as  this 
would  be  learned  much  more  readily  than  present  day 
conventional  keyboard  instruments.  The  student  would  no 
longer  be  obliged  to  master  the  complicated  and  cumber- 
some scheme  of  key  signatures  which  music  has  evolved. 
The  playing  position  of  his  hands  on  the  keyboard  would 


THE  ENGINEERING  JOURNAL     October,  1942 


551 


never  be  changed  and  the  black  notes  would  only  be  neces- 
sary for  accidentals  or  for  minor  keys.  The  student,  there- 
fore, would  devote  the  major  part  of  his  energy  to  the 
artistic  development  of  his  music  rather  than  to  the  master- 
ing of  the  mere  mechanics  of  notation.  That  this  instrument 
could  not  be  put  into  use  immediately  is  fully  appreciated; 
that  an  instrument  of  this  general  character  should  eventu- 
ally become  widely  used  is,  however,  maintained.  A 
sufficient  interval  of  time  must  elapse  to  permit  the  tran- 
scription of  a  large  amount  of  existing  music  into  the 
natural  key  before  such  a  scheme  could  be  of  much  use. 
The  ultimate  advantages  are  beyond  argument.  Such  a 
transposing  instrument  is  readily  evolved  from  a  Hammond 
Organ  or  similar  device  because  of  the  simple  nature  of  the 
mechanism  for  speed  changing.  It  will  be  apparent  that  the 
transposing  feature  can  be  readily  applied  also  to  the 
instrument  to  be  described  next. 

Another  instrument  which  is  adaptable  practically  is  the 
Hammond  Novachord®;  this  is  typical  of  all  instruments 
which  obtain  their  tones  from  vacuum-tube  oscillators.  In 
the  Novachord  twelve  oscillators  forming  the  top  twelve 
notes  of  the  keyboard  are  employed,  and  all  other  tones 
are  obtained  through  a  frequency-dividing  and  harmonic- 
generating  system.  The  addition  of  an  elaborate  control 
system  allows  tones  of  any  general  form  to  be  obtained. 
The  instrument  not  being  restricted  to  steady-state  tones 
as  is  the  Hammond  Organ,  it  will,  with  reasonable  accuracy, 
imitate  most  of  the  conventional  instruments.  Using  this 
sort  of  an  instrument  as  a  basis,  the  author  would  suggest 
a  new  instrument©  tuned  in  the  Just  Scale  as  follows: 

A  row  of  pushbuttons  will  be  provided  along  the  base  of 
the  instrument  intended  to  be  operated  by  the  left  foot. 
These  buttons,  of  which  there  will  probably  be  15,  will  be 
labelled  with  15  key  signatures  from  C#  to  C*  which,  in 
the  major  keys  is  from  seven  sharps  to  seven  flats  and  in 
the  minor  keys  from  four  sharps  to  ten  flats.  Each  of  these 
pushbuttons  will  operate  a  12-contact  relay  and  the  circuit 
is  so  arranged  that  only  one  relay  can  be  operated  at  a 
time.  Above  the  manual  appear  15  illuminated  signals 
which  indicate  which  relay  is  operated.  To  each  of  the  12 
contacts  of  each  relay  is  wired  a  small  condenser  and  these 
condensers  are  the  tuning  condensers  of  the  12  oscillators. 
When  any  relay  is  actuated,  therefore,  the  12  oscillators 
are  adjusted  to  frequencies  corresponding  to  the  12  con- 
densers that  are  cut  into  the  circuit.  Since  all  other  tones 
on  the  instrument  are  derived  from  the  12  tones  of  the  top 
octave,  it  follows  that  all  the  frequencies  on  the  keyboard 
are  governed  by  each  pushbutton. 

It  is  readily  seen  what  possibilities  are  provided.  This 
instrument  can  be  made  a  transposing  instrument  such  as 
the  organ  already  described,  if  the  tuning  condenser  is 
chosen  of  such  a  value  as  to  step  the  whole  octave  upwards 
or  downwards  by  a  uniform  amount  as  different  relays  are 
operated.  It  can  also  be  arranged  to  be  played  exactly  as 
conventional  instruments  are  played  by  merely  adjusting 
the  frequencies  of  the  notes  of  the  octave  so  that  for  any 
desired  key  the  frequencies  will  occur  in  the  correct 
sequence.  We  should  find  ourselves  with  an  instrument 
which  is  played  exactly  as  a  piano  or  an  organ  is  played 
today,  but  which  will  sound  in  the  Just  Scale.  It  will  be 
possible  on  this  instrument  to  have  an  additional  push- 
button which  would  tune  the  instrument  in  the  Tempered 
Scale  if  for  any  reason  this  were  desired,  as  for  example,  in 
order  to  play  chromatic  music. 

A  third  type  of  instrument  which  would  provide  a  typical 
application  of  the  Just  Scale  is  as  follows.  This  is  a  new 
instrument,  which  would  use  a  keyboard  exactly  as  does 
the  Novachord  for  example,  and  could  only  be  constructed 
to  operate  on  the  Just  Scale.  It  would  not  be  feasible  for 
the  Tempered  Scale  and  apparently  for  that  reason  nothing 
similar  has  been  devised  before.  The  basic  idea  in  this 
instrument  is  that  all  tones  are  obtained  from  a  single 
generator.  This  may  be  a  vacuum  tube  oscillator,  a  com- 
mutator device,  a  magnetic  generator  or  simply  a  60-cycle 


552 


wave  obtained  from  the  power  mains.  All  other  tones  are 
derived  from  this  single  frequency  by  means  of  harmonic 
generators  or  multivibrators — that  is,  frequency  multipliers 
or  dividers.  For  example,  if  the  60  cycle  power  supply  is 
used  as  a  source  then  A  440  in  the  key  of  C  is  obtained  as 
the  third  sub-harmonic  of  the  22nd  harmonic,  and  all  other 
notes  on  the  keyboard  can  be  obtained  by  similar  multi- 
plications and  divisions  which  are  possible  by  well-known 
circuit  arrangements. 

In  order  to  change  key,  two  possibilities  are  open: 

1.  If  it  is  desired  to  make  a  transposing  instrument,  then 
the  frequency  of  the  single  source  can  be  increased  or 
decreased  by  the  factor  required  for  the  kejr  change,  and 
all  tones  in  the  keyboard  can  be  shifted  accordingly. 

2.  If  it  is  desired  to  make  a  non-transposing  instrument, 
another  scheme  can  be  used.  In  this  scheme  the  frequency 
of  the  key  note  in  some  octave  on  the  keyboard  is  obtained 
from  the  single-frequency  source  by  a  process  of  multipli- 
cation and  division,  and  all  other  notes  on  the  keyboard 
are  obtained  from  this  key-note  frequency.  In  order  to 
change  key  it  is  necessary  to  set  again  the  new  key  note 
from  the  single-frequency  source  and  to  switch  control  of 
the  other  keyboard  notes  to  the  new  key  note.  It  will  be 
realized  that  the  switching  problem  is  not  severe  since  it  is 
only  necessary  to  reset  frequencies  of  a  single  octave  and 
all  the  other  octaves  will  fall  into  step. 

One  of  the  serious  design  difficulties  in  electrical  musical 
instruments  is  that  the  nominal  power  rating  of  the 
amplifier-loudspeaker  system,  which  is  based  on  negligible 
distortion  for  a  sine  wave,  cannot  be  approached  when 
complex  waves  formed  from  many  harmonic  components 
in  random  phase  relation  are  transmitted.  This  reduction 
in  power  output  is  due  to  the  possibility  at  any  instant  of 
the  amplitudes  of  all  the  components  adding  arithmetically, 
so  that  the  voltage  or  current  peak  is  the  arithmetical  sum 
of  all  the  components,  while  the  loudness  of  the  power 
output  is  only  the  root-mean-square  sum.  In  an  instrument 
tuned  to  the  Just  Scale,  such  as  any  one  of  the  three 
described,  it  is  possible  to  fix  the  phase  of  all  the  com- 
ponents of  a  tone  so  that  the  peak  amplitudes  of  all  the 
waves  could  never  add  up  at  any  instant.  Even  in  an 
instrument  tuned  in  the  Tempered  Scale  this  is  worth 
doing,  since  the  octave  components,  that  is  the  sub- 
harmonics,  and  the  second,  fourth  and  eighth  harmonics, 
are  exactly  correct  and  a  precise  phase  relation  can  be 
maintained. 

Let  us  look  at  some  of  the  considerations  involved  in 
any  scale  arrangement  other  than  those  already  discussed. 

1st — The  theory  of  harmony  as  taught  in  the  schools 
says  that  in  any  key,  a  triad  can  be  set  up  on  each  of  the 
seven  notes  of  the  scale.  This  is  supposed  to  hold  for  either 
the  major  or  the  minor  scale.  Tables  V  and  VI  list  these 
triads  in  one  major  key,  and  one  minor  key. 

It  is  seen  that,  in  the  major,  two  triads  are  incorrect, 
and  that  one  (D  Min.)  must  be  set  two  fifths  higher  in  D 
major  and  the  other  (G  seventh)  must  be  set  one  fifth 
higher,  in  G  Major.  Of  the  triads  of  the  minor  scale,  four 
can  be  left  in  this  key,  and  three  must  be  shifted:  (  1  seventh 
to  E  minor,  D  minor  to  B  minor,  and  E  seventh  to  C# 
minor.  It  is  thus  apparent  that  the  classical  theory  is  not 
correct  for  any  scale  arrangement  whatever. 

2nd — In  modulating,  apparently  the  usual  pattern  is  to 
move  several  steps  in  the  dominant  direction,  and  then  to 
return  to  the  starting  point,  or  a  fifth  below  it,  one  step  at 
a  time.  This  means  that  as  much  as  possible,  chords  should 
be  unchanged  in  moving  into  adjacent  keys.  For  example, 
it  would  be  desirable  to  have  the  chords  of  the  following 
keys  use  notes  of  the  same  frequencies. 


F  Major 
D  Minor 


C  Major 

A  Minor 


(i  Major 
E  Minor 


This  is  particularly  true  of  the  7th  chords,  which  seem  to 
he  largely  used  in  modulation. 


October,  1942    THE  ENGINEERING  JOURNAL 


3rd — These  choices  should  be  checked  against  one  of  the 
previous  criteria:  that  in  order  to  permit  expansion  of 
musical  ideas  and  to  enrich  the  composers'  harmonic 
resources,  there  should  be  as  many  as  possible  harmonics  of 
the  tonic  present  in  the  scale. 

TABLE  V 
Triads  of  C  Major 


TABLE  VI 

Triads  of  A  Minor 


Actual 

Key 

Desired 

Ratios  in 

necessary  for 

Name 

Notes 

Ratios 

C  Major 
A  Minor 

Desired 
Ratios 

C 

C    E    G 

4:     5:     6 

4:     5:     6 

C  Maj.  A  Min. 

D  Min. 

D   F    A 

10:  12:  15 

10-1/8:  12:  15 

D  Maj.  B  Min. 

E  Min. 

E    G    B 

10:  12:  15 

10:  12:  15 

C  Maj.  A  Min. 

F 

F    A    C 

4:     5:     6 

4:     5:     6 

C  Maj.  A  Min. 

G 

G    B    D 

4:     5:     6 

4:     5:     6 

C  Maj.  A  Min. 

A  Min. 

ACE 

10:  12:  15 

10:  12:  15 

C  Maj.  A  Min. 

G7 

(G)  B  D  F 

(4):  5:  6:  7 

(4):  5:  6:  7-1/9 

G  Maj.  E  Min. 

4th — From  the  foregoing  it  can  be  deduced  that  a  minor 
key  must  use  the  frequencies  of  the  major  with  the  same 
name.  It  is  apparent  that  so  far  as  the  listener  is  concerned, 
the  harmonic  structure  of  the  music  must  be  the  same, 
whether  produced  by  a  transposing  or  by  a  non-transposing 
instrument. 

It  would  seem  appropriate  at  this  point  to  emphasize 
that  the  Just  Scale  must  not  be  considered  an  ideal  scale; 
it  is  simply  the  best  scale  to  fit  our  existing  tradition  of 
music  played  in  the  seven-note  diatonic  scale,  with  the 
conventions  we  have  evolved  regarding  modulation  and 
harmony.  The  Just  Scale  does  not,  and  no  scale  ever  did, 
fit  the  classical  theory  of  music.  Everything  here  proposed 
is  in  some  degree  a  compromise  and  the  only  way  in  which 
conclusive  decisions  can  be  obtained  as  to  whether  these 
compromises  are  the  correct  ones  is  by  a  statistical  analysis 
of  a  representative  amount  of  existing  musical  composi- 
tions. That  this  work  should  be  undertaken  there  is  no 
question;  by  whom  and  when  are  very  different  queries. 
Whoever  does  it  must  possess  a  sound  knowledge  of  music 
as  it  is  written  and  played.  It  is  not  arithmeticians  who 
make  musical  scales;  scales  are  made  by  those  who  write 
and  play  music.  Our  new  scale  must  make  musical  litera- 
ture, as  it  now  exists,  possible  and  pleasing;  and  if  our 
changes  are  to  be  justified,  must  add  new  meaning  now 
obscured  by  the  Tempered  Scale.  This  latter  motive  might 
be  better  phrased  by  saying  that  it  must  allow  instrumental 
music  to  reproduce  physically  the  plain  intention  of  the 
written  work,  written  by  composers  whose  conception  of 
musical  intervals  was  subjective,  and  who  were  not  in- 
fluenced by  the  inexactnesses  of  the  instruments  on  which, 


Actual 

Key 

Desired 

Ratios  in 

necessary  for 

Name 

Notes 

Ratios 

C  Major 
A  Minor 

Desired 
Ratios 

A  Min. 

ACE 

10:  12:  15 

10:  12:  15 

C  Maj.  A  Min. 

G7 

(G)  B  D  F 

(4):  5:  6:  7 

(4):  5:  6:  7-1/9 

G  Maj.  E  Min. 

C  Aug. 

C    E    G# 

16:  20:  25 

16:  20:  25 

C  Maj.  A  Min. 

D  Min. 

D   F    A 

10:  12:  15 

10-1/8:  12:  15 

D  Maj.  B  Min. 

E 

E    G#B 

4:     5:    6 

4:     5:     6 

C  Maj.  A  Min. 

F 

F    A    C 

4:     5:    6 

4:     5:     6 

C  Maj.  A  Min. 

E  7 

(E)  GPD 

(4):  5:  6:  7 

(4):  5:  6:  7-1/5 

E  Maj.  C#Min. 

in  fact,  the  music  was  performed.  That  the  great  masters 
were  not  much  influenced  by  the  theory  of  music  as  taught 
in  the  schools,  there  seems  no  doubt.  It  appears  to  the 
author,  from  a  limited  knowledge  of  present-day  teaching 
of  the  theory  of  music,  that  such  teaching  is  largely  classi- 
fications of  prejudice  and  habit,  having  no  scientific  basis, 
and  what  in  fact  is  much  the  same  thing,  no  basis  in  music 
as  it  is  played  and  written. 

From  such  an  analysis  we  want  to  know  what  modulation 
sequences  are  used,  and  how  commonly;  what  are  the  chords 
used,  and  in  what  keys  should  they  sound,  so  that  the 
texture,  the  continuity  and  the  feeling  for  tonality,  are  best 
preserved.  From  these  data,  collected  from  the  great  mass 
of  important  and  commonly-played  compositions,  properly 
evaluated,  the  best  possible  arrangement  of  the  Just  Scale, 
thoroughly  in  accord  with  our  tradition  of  music,  could  be 
evolved.  Without  such  information  we  can  only  examine 
some  possible  scales  and  form  conjectures  as  to  the  correct 
solution  of  the  problem. 


The  paper  as  delivered  was  followed  by  a  demonstration  of  oscil- 
lograms showing  major  and  minor  chords  in  the  just  and  tempered 
scales.  The  tones  were  generated  by  oscillators,  and  were  made  audible 
through  an  amplifer  and  loudspeaker. 

Grateful  acknowledgement  is  made  to  Prof.  B.  deF.  Bayly  of  the 
University  of  Toronto  for  his  untiring  assistance  backed  by  an  exten- 
sive knowledge  and  deep  understanding  of  both  music  and  acoustics; 
to  Dr.  and  Mrs.  L.  C.  Marsh  of  Ottawa  and  Mr.  W.  C.  E.  Wiseman 
of  Toronto;  to  Mrs.  E.  A.  Laporte  of  Montreal;  to  Mr.  E.  M.  Hill  of 
Bell  Telephone  Laboratories,  New  York;  to  Mr.  C.  B.  Fisher  of 
Washington  and  Mr.  H.  M.  Smith  of  Sackville;  and  to  Mr.  André 
Durrieux  of  Montreal. 

References 

®S.  T.  Fisher,  "Electrical  Production  of  Musical  Tones"  Engineer- 
ing Journal,  June  1939. 

©L.  Hammond,  U.S.  Patent  No.  1,956,350. 
®S.  T.  Fisher,  U.S.  Patent  No.  2,273,768. 
®L.  Hammond,  U.S.  Patent  No.  2,126,682. 
©S.  T.  Fisher,  U.S.  Patent  No.  2,293,499. 


THE  ENGINEERING  JOURNAL     October,  1942 


553 


CAN  PROFESSIONAL  EDUCATION  BE  LIBERALIZED? 

C.  R.  YOUNG,  m.e.i.c. 

Dean  of  the  Faculty  of  Applied  Science  and  Engineering,  University  of  Toronto  and 

President  of  The  Engineering  Institute  of  Canada 

An  Address  delivered  at  the  Second  Canadian  Hazen  Conference,  Chaffey's  Locks,  Ont.,  on  June  25th,  1942 


There  is  in  the  subject  that  has  been  assigned  to  me  an 
implication  of  existing  narrowness  of  professional  education. 
No  one  having  at  least  a  passing  acquaintance  with  profes- 
sional or  educational  literature  can  deny  either  the  impli- 
cation, or  the  frequency  of  the  question  in  which  it  is 
embedded. 

As  a  representative  of  one  of  the  professions  at  which 
the  questioner's  shaft  is  aimed,  may  I  at  once  admit  some 
justification  in  his  selection  of  a  target.  In  Marcus  Aurelius 
there  is  much  to  promote  humility,  but  for  an  engineer 
never  more  than  in  his  query: 

"Dost   thou   not   see,   how   even   those   that   profess 

mechanic  arts,  though  in  some  respects  they  be  no  better 

than  mere  idiots,  yet  they  stick  close  to  the  course  of 

their  trade,  neither  can  they  find  in  their  heart  to  decline 

from  it." 

Some  little  comfort  is  left  to  the  engineer,  however,  in 
the  realization  that  he  is  not  the  sole  object  of  the  current 
castigation.  The  charge  of  serving  narrow  and  ruinous  ends 
has  been  met  fairly  by  President  Willard  E.  Hotchkiss,  of 
the  Armour  Institute  of  Technology,  in  his  observation  that 

"Whether  the  machine  is  an  instrument  of  advance  or 
of  retrogression  depends  not  upon  the  machine  but  upon 
those  who  determine  the  ends  for  which  the  machine  is 
employed." 

I  am  afraid  that  many  of  those  who  speak  of  liberalization 
of  professional  education  believe  that  everything  would  be 
very  satisfactorily  and  quickly  adjusted  if  the  recipients 
of  it  would  merely  acquire  some  of  the  techniques  of  the 
critics.  That  would  be  very  simple — no  more  than  a  shift 
from  one  narrowness  to  another. 

One  has  only  to  read  the  summaries  of  theses  presented 
to  our  universities  for  the  degree  of  Doctor  of  Philosophy 
to  perceive  the  extraordinary  specialization  in  many  of  the 
investigations.  It  would  be  strange  indeed  if  some  of  those 
here  present  had  not  been  bored  beyond  measure  by'  persons 
expounding  intricate  specialties  under  the  guise  of  high  cul- 
ture. There  are  philosophical,  literary,  and  artistic  bores  as 
well  as  scientific  ones. 

Students  engrossed  in  the  detail  of  professional  courses 
may  find  comfort  in  an  observation  of  John  C.  Parker,  at 
one  time  President  of  the  American  Institute  of  Electrical 
Engineers: 

"Courses  in  the  liberal  arts  are  neither  liberal  nor  art 
if  they  fail  to  get  beyond  the  mechanics  of  preparation 
or  the  minutiae  of  research.  Too  often  this  is  precisely 
what  does  happen.  The  invasion  of  the  scientific  method 
into  the  humanities  has  done  wonders  for  research  but 
often  at  the  expense  of  the  liberalizing  and  human  values 
in  the  subject  matter.  Too  often  the  attractions  of  scholar- 
ship have  resulted  in  slovenly  and  frightfully  mechanical 
processes  in  the  elemental  preparatory  courses,  perhaps 
with  the  thought  that  scholarship  is  great  and  elemental 
teaching  only  a  painful  incident  thereto." 

Lest  it  be  charged  that  this  is  but  the  view  of  an  apologist 
for  an  upstart  amongst  the  professions,  consider  the  testi- 
mony of  Nicholas  Murray  Butler.  In  his  opinion,  the  decline 
and  fall  of  classical  scholarship  in  American  education  has 
been  brought  about  largely  by  the  teachers  of  the  classics 
supplanting  an  understanding  of  the  ancient  world  with 
unimportant  specialization  thereby  pushing  "far  into  the 
background  the  vitally  important  art  of  interpretation  which 
is  the  essential  element  of  real  teaching." 

In  the  search  for  an  adequate  answer  to  the  question  that 
has  been  posed,  it  will  be  necessary  to  discover,  if  such  be 


possible,  not  only  the  objectives  of  professional  education, 
but,  as  well,  the  characteristics  of  present-day  professional 
education,  and,  if  the  scope  and  methods  be  inadequate, 
means  by  which  the  situation  may  be  bettered. 

Objectives  of  Liberalization 

It  is,  of  course,  very  generally  assumed  that  liberalization 
in  itself  is  desirable.  For  what  reasons  is  this  true  ?  Of  those 
who  might  be  called  upon  for  an  answer,  most  would  doubt- 
less reply  that  the  justification  of  liberalization  is  the  devel- 
opment amongst  persons  in  the  professions  of  a  greater 
awareness  of  the  universe  and  of  the  problems  that  will 
confront  them  in  dealing  with  it  ;  a  more  sympathetic  under- 
standing and  juster  appreciation  of  life;  an  increased  mental 
and  emotional  flexibility  and  capacity  for  performing  one's 
full  duty  to  society. 

There  is,  too,  the  seldom  admitted  but  important  factor 
of  pure  enjoyment.  Without  a  wholesome  satisfaction  in 
life  and  what  it  has  to  offer,  the  professional  worker,  in 
common  with  others,  will  be  unable  to  discharge  his  full 
duty  to  the  society  of  which  he  forms  a  part.  One  cannot 
suppress  a  feeling  of  pity  for  Darwin,  who  confessed  that 
although  in  early  life  he  found  delight  in  literature  and  art 
he  came,  through  too  intense  scientific  preoccupation,  to 
the  point  where  he  could  not  endure  a  single  line  of  poetry 
and  found  Shakespeare  so  intolerably  dull  that  it  nauseated 
him.  His  taste  for  pictures  and  music  almost  vanished.  With 
supreme  regret  he  acknowledged  that  the  loss  of  these  tastes 
means  a  loss  of  happiness,  which  may  be  injurious  to  the 
moral  character  by  enfeebling  the  emotional  part  of  one's 
nature. 

What  is  a  Profession 

Notwithstanding  the  never-ending  debate  as  to  what  con- 
stitutes a  profession,  no  one  has  been  able  to  formulate  a 
compact  definition  of  it.  There  are,  however,  certain  char- 
acteristics that  by  common  consent  attach  to  this  type  of 
vocation. 

Manifestly,  one  who  undertakes  to  serve  his  fellows  as  a 
practitioner  in  a  specialized  field  must  be  technically  com- 
petent. However  broad  his  education,  his  advice  will  be 
useless,  if  not  dangerous,  unless  his  knowledge  and  experi- 
ence of  the  art  that  he  practices  is  sound  and  thorough. 

Society  expects  to  find  unimpeachable  moral  character 
in  its  professional  personnel.  The  conduct  of  the  practitioner 
should  not  be  merely  good  enough  to  satisfy  the  law. 

He  must  be  a  man  of  sound  education,  with  evidences  of 
learning  in  at  least  one  direction.  Despite  the  pretensions 
of  certain  callings,  there  are  no  unlearned  professions. 
Abraham  Flexner  has  pointed  out  that  a  profession  must 
of  necessity  have  its  roots  deep  in  cultural  and  idealistic 
soil.  Its  essence  is  free,  unhampered,  resourceful  intelligence 
applied  to  the  comprehension  and  solution  of  problems. 
Its  primary  objectives  are  intellectual  and  altruistic. 

Perhaps  the  most  vital  element  of  a  profession  is  the 
principle  of  trusteeship.  One  who  seeks  the  services  of  a 
physician,  a  lawyer,  or  an  engineer  puts  his  whole  case, 
possibly  involving  his  financial  security,  or  even  his  life, 
into  the  hands  of  his  adviser.  He  is  not  qualified  to  judge 
of  the  sufficiency  of  the  measures  that  will  be  taken  in  his 
behalf.  He  must  repose  complete  trust  and  confidence  in 
his  adviser.  Upon  the  latter  rests  the  burden  of  discharging 
the  trust  with  strict  regard  to  the  long-range  welfare  of  the 
client  or  patient.  No  substitutions,  shortcuts,  or  savings  of 
time  or  effort  are  admissible.  Upon  the  faithfulness  of  ob- 
servance of  this  principle  of  trusteeship  the  status  of  a 
profession  largely  rests. 


554 


<h  tober,  1912    THE  ENGINEERING  JOURNAL 


One  expects  of  a  professional  man  a  wholesome  and  con- 
scientious regard  for  the  welfare  of  the  community  and  the 
country  in  which  he  resides.  The  objectives  of  liberalization 
do  not,  of  course,  necessarily  require  that  a  member  of  a 
learned  profession  should  participate  extensively  in  public 
activities  that  have  no  association  with  his  profession.  The 
great  British  journal  Engineering  some  years  ago  put  the 
matter  thus: 

"The  status  that  attaches  to  the  professions  of  arms, 
of  law  and  of  medicine  .  .  .  can  owe  but  little  to  the 
excursions  of  individuals  from  these  professions  into  direc- 
tive commercial  or  legislative  offices,  such  as  have  long 
been  whole-time  occupations  to  those  who  have  achieved 
any  eminence  therein." 

Of  those  whose  eminence  in  the  professions  is  universally 
recognized,  comparatively  few  owe  it  to  notable  participa- 
tion in  general  public  activities.  The  development  of  that 
supreme  mastery  of  professional  technique  now  demanded 
by  the  client  or  patient  requires  the  full  time  and  energy 
of  even  the  most  robust  of  men. 

A  little  while  ago  one  of  the  greatest  advocates  in  Canada 
laid  aside  his  gown  and  will  appear  no  more  in  earthly 
tribunals.  It  was  widely  said,  without  a  trace  of  disparage- 
ment, that  the  law  was  his  first  and  his  last  love.  And  yet 
few  men  in  this  country  have  been  accorded  an  equal 
measure  of  commendation  and  admiration.  Year  in  and 
year  out,  juniors  and  law  students  flocked  to  the  courts  in 
which  he  pleaded  to  study  his  technique  and  revel  in  his 
lucid  and  vigorous  examination  and  argument.  One  who 
was  called  upon  publicly  to  appraise  this  simple  practitioner 
of  the  law  stated  he  "never  knew  a  citizen  more  highly 
respected  by  people  who  did  not  know  him."  Such  is  the 
reward  of  one,  who  without  excursions  into  other  fields, 
practiced  his  profession  as  an  art  with  all  the  devotion  of 
a  man  of  robust  and  ardent  temperament. 

Remedy  by  Curricular  Additions 

Any  statement  of  the  desirability  of  liberalization  in- 
evitably elicits  the  obvious  suggestion  of  adding  certain 
liberalizing  or  cultural  subjects  to  the  curriculum.  Unfor- 
tunately, the  sack  is  already  full  and  before  anything  else 
can  be  put  in  something  must  be  taken  out.  So  sweeping 
have  been  the  recent  advances  in  professional  knowledge 
and  so  importunate  have  been  the  demands  of  potential 
employers  for  training  in  techniques  and  specialties  that 
curriculum  framers  have  had  a  difficult  time. 

Certain  half-way  or  collateral  subjects  have  been  intro- 
duced, such,  for  example,  as  Psychology,  Economics,  Law 
and  Management.  But  while  these  doubtless  have  some 
liberalizing  value,  they  have  found  their  way  into  the  cur- 
ricula largely  by  reason  of  a  tolerance  reposing  on  their 
assumed  usefulness  as  collateral  with  strictly  professional 
subjects. 

It  is  unfortunate  that  the  professional  schools  devote 
relatively  small  attention  to  traditional  liberalizing  subjects, 
such  as  English,  History,  Philosophy,  and  Art.  While  in  the 
American  engineering  colleges,  subjects  of  this  type  are  fre- 
quently offered  as  électives  and,  in  the  case  of  a  minority 
of  students,  serve  a  useful  purpose,  most  students  entering 
a  professional  school  have  their  minds  much  too  closely 
focused  on  those  subjects  that  appear  to  them  of  very  direct 
utility  in  the  practice  of  their  professions.  Inclusions  made 
with  the  obvious  purpose  of  civilizing  professional  students 
excite  a  scantiness  of  interest  that  is  little  short  of  derision. 
The  beneficiaries  are  disposed  to  exert  no  more  effort  than 
is  required  to  obtain  a  bare  standing  in  them. 

The  very  limited  success  that  has  attended  the  introduc- 
tion of  so-called  liberalizing  subjects  is  not  due  to  any  lack 
of  merit  in  the  subjects  themselves  but  to  other  circum- 
stances. Amongst  those  who  are  admitted  to  the  universities 
are  some  who  are  unsuited  to  professional  life  in  its  higher 
reaches.  But  that  does  not  explain  all.  It  may  well  be  that 
the  cultural  subjects  are  placed  at  the  wrong  end  of  the 


curriculum,  and  I  am  becoming  increasingly  convinced  that 
the  teaching  of  them  is  seriously  at  fault. 

With  a  view  to  getting  the  general  and  non-professional 
subjects  "out  of  the  way"  so  that  the  upper  years  may  be 
wholly  devoted  to  what  are  deemed  strictly  professional 
matters,  it  has  been  the  common  practice  to  attempt  liber- 
alization in  the  lower  years.  Nothing  could  more  certainly 
alienate  the  interest  of  the  student.  Young  men  just  out 
of  high  school  are  eager  to  embark  upon  new  and  exciting 
studies  having  direct  bearing  upon  the  profession  that  they 
propose  to  enter.  When  they  find  that  a  substantial  portion 
of  the  first,  and  perhaps  the  second,  year  is  to  be  devoted 
to  studies  that  appear  no  different  from  those  that  have 
so  long  engrossed  their  attention,  they  are  disappointed. 

President  Wickenden,  of  the  Case  School  of.  Applied 
Science,  has  presented  a  radical  but  challenging  alternative. 
Says  he: 

"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 
superstructure  of  competency.  But  we  hold  that  there 
are  even  more  young  people  who  will  do  better  to  lay 
first  a  foundation  of  competency  and  to  build  upon  it  a 
superstructure  of  culture  and  of  social  understanding." 

Dean  Emeritus  Dexter  S.  Kimball,  of  the  College  of 
Engineering  of  Cornell  University,  has  expressed  a  similar 
thought  when  confronted  with  the  apathy  with  which  fresh- 
men engineers  view  liberalizing  subjects.  It  is  his  view  that 

".  .  .  if  such  subjects  are  presented  to  him  a  little 
later  on  when  he  is  somewhat  more  mature  and  has  had 
his  technical  curiosity  satisfied  by  a  few  stiff  courses  in 
calculus,  mechanics,  etc.,  he  will  take  to  liberalizing  sub- 
jects much  more  readily." 

In  order  to  meet  the  problem  of  curricular  congestion 
arising  out  of  additions  of  liberalizing  subjects,  it  has  been 
proposed  that  the  professional  courses  be  lengthened.  While 
in  medicine,  dentistry,  and  architecture  this  has  been  found 
practicable,  it  is  the  experience  of  the  engineering  colleges 
that  a  professional  course  for  a  first  degree  will  meet  with 
only  mild  response  if  it  is  longer  than  four  years.  Most 
young  men  of  the  vigorous,  adventurous,  and  enterprising 
type  feel  that  four  years  is  a  sufficiently  long  period  to 
spend  in  college.  While  as  an  aid  to  attaining  the  higher 
reaches  of  the  profession  a  lengthened  course  would  be 
desirable,  it  must  be  admitted  that  a  great  deal  of  the 
engineering  of  the  world  can  be  performed  with  competence 
and  satisfaction  to  the  employer  by  men  who  have  com- 
pleted a  course  of  only  four  years'  duration. 

Cultural  Inherences  in  Professional  Subjects 

Whatever  broadening  or  liberalizing  may  be  attempted 
in  the  professional  schools  will  have  scant  efficacy  unless  it 
permeates  the  professional  subjects  themselves.  Elliot  D. 
Smith  has  set  out  the  principle  thus: 

"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." 

Approached  in  the  proper  spirit,  a  professional  subject 
may  be  found  to  have  a  moving  cultural  contact.  President 
Charles  W.  Eliot,  himself  a  chemist,  observed,  with  a  wealth 
of  experience  and  unsurpassed  depth  of  appreciation  that 
"anything  useful  may  be  cultural." 

Assertion  of  a  need  for  liberalization  of  professional 
courses  has  in  most  cases  been  based  on  the  assumption 
that  cultural  value  resides  only  in  certain  traditional  sub- 
jects of  study  ordinarily  found  in  the  curricula  of  Faculties 
of  Arts.  From  that  view  I  must  dissent.  Dean  Kimball  has 
adequately  dealt  with  this  hypothesis.  Said  he: 

"No  study  is  of  itself  liberalizing  and  what  is  liberal- 
izing to  one  man  is  vocational  to  another.  Latin  and  Greek 


THE  ENGINEERING  JOURNAL    October,  1942 


555 


may  be  strictly  utilitarian  to  the  archaeologist  while  lib- 
eralizing to  the  engineer.  A  knowledge  of  some  industrial 
pursuit  will  be  vocational  to  the  man  who  is  making  a 
living  thereby,  while  a  knowledge  of  the  same  art  may  be 
very  liberalizing  to  a  divinity  student.  The  student  of 
the  humanities  and  classics  can  lay  no  claim  to  liberal 
education  unless  he  knows  something  about  the  great 
fields  of  science  and  industry  and  the  human  interests 
involved  that  surround  and  affect  him  for  good  or  evil 
on  all  sides.  The  student  of  science  and  the  man  interested 
in  industry  will  find  many  things  made  plainer  and  his 
horizon  greatly  enlarged  by  studying  the  recorded  experi- 
ence of  those  who  have  preceded  him.  No  man  in  fact 
can  lay  claim  to  a  liberal  training  if  his  education  has 
narrowed  his  vision  so  that  he  sees  only  the  importance 
of  his  own  particular  field  ;  and  the  most  liberal  of  studies 
may  be  very  narrowing  in  its  effects  if  it  is  not  related  to 
vital  matters." 

Students  in  the  professional  courses  have  often  been  chicl- 
ed for  their  devotion  to  "tool  courses,"  upon  a  mastery  of 
which  their  technical  competency  will  depend.  But  we 
should  not  forget  that  devotion  to  the  classical  languages 
that  attended  the  revival  of  learning  in  central  Europe  was 
prompted  by  the  practical  necessity  of  revealing  the  rich- 
ness of  culture  preserved  in  the  ancient  manuscripts.  Latin 
and  Greek  were  the  "tool  courses"  by  which  that  treasure 
was  recovered.  As  President  Hotchkiss,  of  Rensselaer  Poly- 
technic Institute,  has  pointed  out,  since  a  man  could  not 
be  educated  unless  he  knew  Latin  and  Greek — the  tools  by 
means  of  which  he  had  to  obtain  an  education — it  came  to 
be  accepted  that  if  a  man  knew  these  languages  he  must 
therefore  be  cultured  and  if  he  did  not  know  them,  he  was 
uncultured. 

Any  attempt  to  separate  cultural  from  non-cultural  sub- 
jects is  attended  by  absurdities.  President  Compton,  of  the 
Massachusetts  Institute  of  Technology,  has  pointed  out 
that 

"It  was  a  cultural  pursuit  to  delve  into  a  study  of  the 
tools  and  machines  of  the  cave  men  or  the  Egyptians, 
but  not  to  try  to  understand  the  science  and  the  machines 
of  the  civilization  in  which  we  actually  live." 

One  may  well  ask  at  what  point  in  a  study  of  the  develop- 
ment of  human  progress  enquiry  ceases  to  be  cultural  and 
becomes  vulgar. 

To  go  further,  may  I  suggest  that  in  the  development  of 
artistic  appreciation  some  regard  for  the  product  of  the 
professions  has  its  place.  Art  attains  the  heights  when  it 
appeals  to  the  imagination  and  stimulates  thought.  Judged 
by  this  criterion,  many  of  the  works  of  the  engineer,  for 
example,  are  artistic  in  the  highest  sense.  In  the  words  of 
President  Compton 

"To  deny  the  artistic  element  in  an  engineering  master- 
piece and  designate  it  as  merely  a  material  arrangement 
of  concrete  and  steel  is  every  bit  as  uncultural  as  to  see 
in  a  masterpiece  of  painting  only  an  arrangement  of  daubs 
of  paint." 

As  one  who  has  witnessed  the  development  of  many  young 
engineers,  1  am  impressed  with  the  fact  that  there  is  in  the 
study  and  practice  of  engineering  much  that  merits  a  cul- 
tural recognition  comparable  with  that  accorded  the  more 
conventional  fields  of  study.  There  is  as  fruitful  a  source 
of  emotional  uplift  in  observing  and  computing  the  hypnotic 
surface  profile  of  green  water  pouring  over  the  crest  of  a 
well-designed  dam  as  in  dissecting  an  obscure  Elizabethan 
drama  or  in  recording  the  change  in  shape  of  the  amoeba. 
No  adequate  reason  exists  for  characterizing  as  uncultured 
the  man  who  by  preference  has  become  engrossed  in  the 
history  and  philosophy  of  the  heat  engine  and  of  what  that 
device  has  meant  to  civilization  but  who  still  remains  ignor- 
ant of  the  music  of  Bach.  Why  should  we  hail  as  cultured 
one  who  is  adept  in  the  technique  of  the  fingering  or  the 
plucking  of  strings  but  who  is  contemptuous  of  the  applied 


science  that  has  mastered  the  field  of  vibration  and  has 
made  possible  the  majestic  pipe  organ  ? 

Humanizing  the  Teaching 

Whether  the  stuff  of  culture  be  derived  from  inclusions 
of  subjects  that  have  come  to  be  designated  as  liberalizing 
or  from  the  professional  courses  themselves,  it  will  remain 
embedded  in  its  matrix  unless  extracted  by  sympathetic 
and  discerning  teachers.  Not  everyone  is  capable  of  effecting 
this  much  to  be  desired  result,  but  I  am  sure  that  every 
one  of  you  here  will  recall  teaching  that  lent  fascination  to 
traditionally  repulsive  subjects. 

A  distressing  barrier  to  progress  has  arisen  from  the  com- 
mon acceptance  by  the  teacher  of  the  view  that  students 
in  the  professional  courses  must  of  necessity  abhor  efforts 
to  liberalize  them  and  almost  instinctively  develop  resist- 
ance to  the  process.  An  attitude  of  defeatism  is  acquired  by 
those  whose  task  it  is  to  perform  one  of  the  most  vital 
functions  of  teaching  in  the  professional  schools.  Hope  of 
pronounced  betterment  cannot  be  entertained  until  this  is 
overcome. 

A  source  of  wide  and  enduring  interest  may  be  opened 
out  by  a  sympathetic  treatment  of  the  historical  and  bio- 
graphical aspects  of  the  professions.  Who,  of  his  profession, 
is  not  moved  by  a  portrayal  of  the  struggles  and  achieve- 
ments of  Pasteur,  of  Blackstone,  or  of  James  Watt  ? 

To  those  of  logical  mind  there  is  allurement  in  breaking 
through  departmentalized  knowledge  and  tracing  the  fascin- 
ating patterns  of  principles  that  interpenetrate  or  inter- 
weave many  sciences  and  arts  ?  No  surer  source  of  delight 
exists  for  the  mentally  alert  than  to  discover  that  principles 
and  laws  that  he  believed  to  be  confined  within  the  frame- 
work of  his  own  science  have  their  exact  counterpart  in 
other  sciences  with  which  he  had  hitherto  been  wholly  un- 
acquainted. 

Every  normal  human  being  has  a  wholesome  interest  in 
the  long  and  arduous  struggle  of  the  human  race  towards 
enlightenment  and  freedom.  A  moving  spectacle  it  is,  made 
the  more  so  by  a  realization  that  one's  own  profession  has 
had  some  influence  on  that  progress.  In  the  furtherance  of 
this  realization  lies  a  worthy  task  for  the  teacher — the  task 
of  making  clear,  as  Dr.  W.  P.  Cohoe  has  put  it,  that 

"Culture  may  be  attained  by  following  the  common- 
place to  its  origins  and  by  integrating  the  knowledge  so 
gained  with  every  phase  of  human  activity." 

Of  necessity,  those  in  the  professional  courses  must  in 
some  manner  buttress  themselves  with  a  solid  body  of  hard 
facts.  It  is  the  duty  of  teachers  to  assist  in  the  process  of 
acquisition.  That  assistance  will  not  only  be  the  more  effec- 
tive from  the  practical  point  of  view,  but  will  be  welcomed 
by  the  student  if  it  is  touched  with  some  little  lightness 
and  play  of  fancy. 

Glass  is  a  commonplace  commodity  in  the  world's  com- 
merce. There  is  more  to  it,  however,  than  a  mixture  of 
solidified  silicious  materials  moulded,  rolled  or  cut  to  the 
desired  form.  A  record  of  the  influence  of  its  manufacture 
and  use  on  human  life  and  pursuits  when  understandingly 
told  is  a  drama  of  no  mean  power.  George  J.  Overmyer  lias 
given  some  hint  of  it  in  his  soliloquy  of  glass.  Thus,  to  cite 
a  few  sentences: 

"I  am  created  of  the  admixture  of  Earth's  minerals 
formed  by  the  alchemy  of  time. 

"I  am  born  transformed  in  the  blasting  heat  of  fiery 
furnace. 

"In  molten  mass  I  am  tediously  fashioned  by  the  hand 
of  cunning  Artisan — or  fed  into  the  maw  of  intricate 
machine. 

"I  assume  ten  thousand  hues  of  all  the  spectrum— 
either  transparent,  translucent  or  opaque — upon  my 
maker's  will. 

"I  admit  the  Heavenly  light  to  hovel,  palace  or  cathe- 
dral, and  yet  repel  cold  winter's  howling  breath. 

"I  correct  my  master's  impaired  sight  and  thus  bestow 


556 


October,  1942    THE  ENGINEERING  JOURNAL 


enjoyment   of  the   printed   word — and   all  of  Nature's 
beauties  roundabout. 

"I  magnify  his  minute,  unseen  enemies  and  thereby  do 
I  promote  his  health  and  happiness. 

"I  form  the  gossamer  thread  from  which  is  fashioned 
fine  raiment — yet  too  the  insulation  of  his  dwelling. 

"I  reveal  to  him  the  mysteries  of  his  Universe — carrying 
his  vision  to  the  illimitable  reaches  of  the  outer  stars. 

"Through  me  he  learned  to  chart  the  Firmament — to 
plot  the  orbits  of  the  Planets  and  predict  the  courses  of 
the  Comets  and  Eclipses." 

Few  scientific  subjects  more  appal  the  beginner  than  does 
Organic  Chemistry  with  its  complicated  structural  arrange- 
ments of  molecules.  The  possibilities  of  presenting  such  a 
subject  with  a  degree  of  charm  that  lures  the  student  pleas- 
antly along  are  seen  in  that  delightful  paper  "Building- 
Invisible  Edifices"  by  H.  I.  Knowles. 

Conclusion 

Attainment  of  liberalization  in  the  professional  courses 
is  possible  only  through  a  combination  of  favorable  influ- 
ences. Without  their  concurrence  the  results  will  be  un- 
impressive. 

Those  who  are  admitted  to  the  professional  schools  must 
give  evidence  of  capacity  for  professional  life  and  all  that 
it  entails.  The  raw  material  must  be  at  least  promising, 


although  one  need  not  go  so  far  as  Gibbon,  who,  when 
speaking  of  the  worthless  Commodus,  son  of  the  Emperor 
Marcus  Aurelius,  remarked  that 

"The  power  of  instruction  is  seldom  of  much  efficacy, 
except  in  those  happy  dispositions  in  which  it  is  almost 
superfluous." 

We  must  by  some  means  make  sure  of  the  constitutional 
receptivity  of  the  student  in  the  broadening  programme. 
Surface  treatment  will  not  suffice.  As  John  C.  Parker  has 
said: 

"It  is  not  a  matter  of  hanging  some  academic  trappings 
on  the  outside  of  a  boor  or  of  training  his  tongue  trip- 
pingly to  repeat  phrases  or  to  refer  to  events  in  history 
which  have  left  him,  as  a  man,  quite  unmoved." 

Those  subjects  which  are  to  serve  as  a  vehicle  for  liberal- 
ization may  be  deliberate  inclusions  made  for  that  purpose 
or,  to  a  greater  extent  than  has  generally  been  realized, 
may  be  the  regular  professional  subjects. 

Upon  the  teacher  himself  more  than  any  other  factor, 
the  process  of  liberalization  will  depend.  All  programmes 
and  procedures  fall  to  the  ground  unless  they  are  permeated 
by  the  sympathetic  insight  and  evangelistic  fervor  of  one 
who  is  born  to  teach.  Once  again,  it  all  depends  upon  our 
ability  to  find  a  Mark  Hopkins. 


THE  SIGNIFICANCE  OF  INDUSTRIAL  RELATIONS 

E.  A.  ALLCUTT,  m.e.i.c. 
Professor  of  Mecitanical  Engineering,  University  of  Toronto,  Toronto,  Ont. 

and  • 

J.  A.  COOTE 
Assistant  Professor  of  Mechanical  Engineering,  McGill  University,  Montreal,  Que. 


NOTE: — In  the  following  article,  written  at  the  request  of  the 
Institute  Committee  on  Industrial  Relations,  by  two  of  its 
members,  the  authors  define  the  nature  of  the  problems  usually 
comprised  under  the  term  "industrial  relations."  The  Com- 
mittee proposes,  as  part  of  its  programme,  to  have  other  articles 
prepared  on  the  subject  and  published  from  time  to  time  in 
the  Journal  in  order  to  stir  up  the  interest  of  members  in  this 
important  aspect  of  our  social  and  economic  organization. 

"Industrial  Relations"  comprise  the  whole  range  of  human 
problems  that  arise  within  the  structure  of  modern  industry 
and,  because  of  the  size  and  complexity  of  these  problems, 
they  are  now  generally  handled  by  executives  specially 
chosen  for  that  purpose.  Engineers,  by  virtue  of  their  experi- 
ence, are  well  qualified  for  this  work  and  are  frequently 
selected  for  it  but,  if  they  approach  the  problem  in  the 
wrong  way,  their  scientific  training  may  prove  to  be  a 
liability  rather  than  an  asset. 

In  the  words  of  one  of  them*:  "...  these  very  charac- 
teristics which  distinguish  engineering  training  and  render 
engineers  not  only  useful  but  indispensable  in  our  modern 
industrial  programme,  tended  to  handicap  us  by  inducing 
a  certain  indifference  to  problems  that  were  not  wholly 
technical  in  nature.  I  wonder  if  there  is  a  single  one  of  us 
who  in  his  individual  development  in  industry,  did  not 
become  so  absorbed  with  responsibilities  of  a  specific  tech- 
nical nature  that  he  unconsciously  over-rated  the  import- 
ance of  the  exact  engineering  aspects  of  business  and  under- 
rated the  significance  of  many  factors  which  were  not  sus- 
ceptible of  ready  analysis  and  measurement.  How  long  will 
it  take  us  to  realize  that  the  most  important  of  these  non- 
measurable  elements  is  that  human  entity  that  we  call  an 
employee  ? 

*  Engineering  Training  and  the  Human  Factor  in  Industry,  by 
P.  M.  Russell.  Journal  of  the  Society  for  the  Advancement  of 
Management,  May,  1937. 


.  .  .  We  have  recently  become  aware  that  the  magnifi- 
cent controls  which  can  be  applied  to  materials  and  to 
production  processes  are  rendered  valueless  when  a  group 
of  individuals  decide  to  stop  working  and  just  sit  down. 
The  human  factor  in  industry  has  with  relative  suddenness 
become  a  perplexing  enigma  for  all  levels  of  management, 
and  many  an  engineer  who  has  an  excellent  technical  record 
finds  himself  facing  a  new  problem  in  human  behaviour — 
a  problem  which  exhibits  a  great  many  unknown  qualities, 
mentalities,  skills  and  responses  which  are  difficult  enough 
to  identify  and  much  more  difficult  to  analyse  and  appraise." 

This  implies  that  the  reactions  of  many  people  to  a  given 
set  of  conditions  are  prompted  rather  by  prejudice  than  by 
reason.  With  this  proviso,  methods  of  approach  that  have 
been  applied  successfully  to  the  solution  of  other  industrial 
problems  may  be  used  in  the  analysis  of  "industrial  rela- 
tions." The  ground  is  not  wholly  unfamiliar. 

The  primary  object  of  industry  is  to  create  wealth,  or  to 
add  value  to  material  by  making  it  more  useful  or  desirable 
to  those  who  wish  to  acquire  or  use  it.  The  more  desirable 
the  result  and  the  smaller  the  expenditure  of  material  and 
labour  to  obtain  that  result,  the  greater  is  the  amount  of 
wealth**  produced.  On  the  other  hand,  waste  of  materials 
or  labour  reduces  the  amount  of  wealth  produced  and  the 
result  is  a  social  loss. 

This  implies  the  existence  of  human  losses  as  well  as 
material  losses,  and  the  objective  of  the  "Industrial  Rela- 
tions" section  of  an  organization  is  to  investigate  the  causes 
of  such  losses  and  to  suggest  or  apply  the  necessary  remedies. 
In  structural  engineering,  graphical  and  mathematical 
analyses  are  employed  to  ascertain  whether  the  material 
comprising  a  structure  is  being  used  to  the  best  advantage, 

**The  word  "wealth"  is  used  here  in  its  broadest  sense  and  re- 
fers to  the  degree  of  physical  comfort  and  mental  development 
made  possible  to  the  community  as  a  whole. 


THE  ENGINEERING  JOURNAL     October,  1942 


557 


or  whether  its  distribution  introduces  redundancy  or  other 
sources  of  weakness.  In  heat  engineering,  balance  sheets  are 
drawn  up  to  indicate  the  important  losses,  which  are  there- 
upon scrutinized  to  discover  if  and  how  they  may  be  reduced 
or  eliminated. 

Similarly,  with  the  human  element,  an  idle  or  discon- 
tented employee  is  a  source  of  weakness  and  a  focus  of 
infection  within  the  organization.  Friction  in  an  industry 
or  business  is  similar  in  its  effects  to  friction  in  a  mechanism 
— it  generates  heat  and  reduces  efficiency.  The  task  of  the 
industrial  relations  department  is  either  to  remove  the 
abrasive  element  or  to  apply  the  right  kind  and  amount 
of  lubricant. 

The  immediate  consequence  of  the  Industrial  Revolution 
during  the  first  half  of  the  Nineteenth  Century  was  a  con- 
centration of  attention  on  the  importance  of  mechanisms 
and  humanity  in  general  suffered  from  the  deplorable  social 
conditions  that  resulted  from  that  policy.  It  required  agita- 
tion which  approached  the  scale  of  a  civil  war  to  ameliorate 
this  condition,  even  to  a  minor  extent. 

The  growth  of  industrial  concerns  into  large  corporations 
also  divorced  ownership  from  management  and  substituted 
the  relationships  of  groups  for  those  of  individuals.  As  a 
consequence,  it  no  longer  was  possible  for  managers  to  know 
individually  the  background  and  characteristics  of  their 
employees  and  to  make  allowances  for  their  peculiarities 
and  personal  problems.  Therefore,  some  means  had  to  be 
provided  whereby  recorded  data  might  take  the  place  of 
personal  knowledge,  at  least  to  some  extent.  This  process 
was  accelerated  during  the  First  World  War  when,  as  now, 
skilled  labour  was  a  scarce  commodity  and  had  to  be  em- 
ployed with  the  utmost  economy.  The  influx  into  industry 
of  enormous  numbers  of  unskilled  workers  and  women,  many 
of  whom  had  never  before  seen  the  inside  of  a  factory,  in- 
tensified the  problem  and  accentuated  the  need  for  its  solu- 
tion. During  the  post-war  period  of  adjustment,  the  im- 
portance of  the  human  factor  continued  to  grow  and  per- 
sonnel problems  received  more  attention  than  ever  before, 
so  that  the  personnel  department  became  a  recognized  part 
of  most  industrial  concerns. 

The  first  contact  of  the  prospective  employee  with  indus- 
try is  through  the  employment  department.  This  office  has,  or 
should  have,  a  series  of  specifications  for  each  kind  of  job 
and  its  objective  is  to  fit  the  characteristics  of  the  appli- 
cants to  one  or  more  of  these  specifications,  so  that  misfits 
will  be  avoided  as  far  as  possible.  The  high  cost  of  labour 
turnover  is  now  generally  appreciated  and  the  old  policy 
of  more  or  less  indiscriminate  "hiring  and  firing"  is  dis- 
credited. 

In  many  instances,  vocational  guidance  and  selective  tests 
are  used  to  assist  in  this  process,  though  it  is  doubtful 
whether  the  latter  are  so  universally  valuable  as  their  pro- 
ponents assert.  After  their  engagement,  a  judicious  system 
of  training  and  education  may  not  only  increase  the  value 
of  the  operators  on  their  own  particular  jobs,  but  may  also 
indicate  those  employees  who  are  most  worthy  of  advance- 
ment. A  good  promotion  policy  is  an  essential  part  of  the 
scheme,  as  an  employee  who  is  discontented  and  is  looking 
for  another  position  is  not  only  working  inefficiently  himself 
but  probably  is  also  a  centre  of  unrest. 

Most  industrial  disputes  are  caused  by  disagreements  over 


wages,  working  hours,  or  instability  of  employment.  The 
fair  apportionment  of  the  increased  value  produced  by  in- 
dustry between  owners,  management,  labour  and  the  com- 
munity is  a  complex  problem,  and  the  present  methods  of 
mass  bargaining,  however  inevitable  they  may  be,  are  at 
best  a  very  rough  approximation  to  the  ideal.  One  essential 
factor  is  that  the  system  of  wage  payment  used  shall  be  as 
simple  as  possible,  since  the  worker  is  immediately  sus- 
picious of  any  system  that  he  cannot  understand.  Again, 
the  reward  should  be  proportional  to  the  service  rendered 
and,  if  in  the  form  of  a  bonus  or  premium,  should  be  paid 
as  quickly  as  possilbe.  The  principal  reasons  for  the  failure 
of  many  co-operative  and  profit  sharing  schemes  have  been 
the  small  returns  from  them  and  the  remoteness  of  the 
reward.  The  wages  paid  also  should  bear  some  relationship 
to  the  cost  of  living,  as  this  fixes  their  real  value  in  purchas- 
ing power.  This  may  be  done,  as  at  present,  by  the  use  of  a 
"cost  of  living  index"  but  it  seems  to  be  difficult  to  devise 
an  index  that  reflects  the  actual  cost  of  living  in  each  in- 
dividual case. 

Many  potential  disputes  have  been  avoided  or  settled 
by  works  councils,  which  are  set  up  in  various  industries  to 
discuss  matters  of  general  importance,  to  bring  to  the  atten- 
tion of  the  management  causes  of  dissatisfaction  and  in 
some  instances  to  act  as  arbiters  in  disciplinary  cases. 

The  high  costs  of  accidents  and  lost  time  due  to  illness 
have  directed  attention  to  questions  of  health  and  safety, 
so  that  most  firms  of  any  considerable  size  now  have  ade- 
quate medical  services,  first  aid  and  safety  devices,  but 
these  are  not  sufficient  unless  the  workers  are  educated  and 
instructed  in  their  proper  use.  This  education  must  originate 
with  the  management,  as  otherwise  satisfactory  results  will 
not  be  obtained.  Closely  allied  with  these  matters  are  the 
provision  of  adequate  meals  and  suitable  housing,  particu- 
larly in  localities  where  new  industries  are  being  set  up,  and 
the  provision  of  comfortable  working  conditions  in  offices 
and  factories.  The  latter  involves  the  provision  of  proper 
heating,  ventilating  and  lighting  appliances,  clean  work- 
shops and  suitably  designed  working  places,  as  an  uncom- 
fortable worker  is  likely  to  produce  work  that  is  poor  both 
in  quality  and  quantity. 

Most  workers  are  exposed  in  a  greater  or  lesser  degree  to 
anxiety  for  the  future;  the  triple  spectres  of  ill  health,  un- 
employment and  old  age  are  always  near,  and  therefore 
unemployment  insurance,  health  insurance,  and  pension 
schemes  are  now  considered  to  be  integral  parts  of  any 
large  industrial  organization. 

It  is  not  the  purpose  of  the  writers  to  describe  these  func- 
tions in  detail,  but  rather  to  indicate  the  ground  that  is 
covered  by  the  term  "industrial  relations."  It  is  a  difficult 
and  complex  part  of  the  system  but  its  proper  functioning 
is  essential  to  the  well  being  of  any  individual  concern  and 
indeed  to  the  community  as  a  whole.  The  importance  of 
the  proper  maintenance  of  mechanisms  is  universally  appre- 
ciated, but  the  greater  importance  of  the  proper  mainten- 
ance of  personnel  is  not  always  realized.  Important  as  these 
questions  are  now,  they  will  become  increasingly  so  in  the 
post-war  period  and,  therefore,  the  Committee  on  Industrial 
Relations  has  been  appointed  to  keep  Canadian  engineers 
in  touch  with  this  situation  to  the  end  that  industrial  peace 
may  be  obtained  and  maintained. 


558 


October,  1942    THE  ENGINEERING  JOURNAL 


PRONENESS  TO  DAMAGE  OF  PLANT  THROUGH 

ENEMY  ACTION 

HAL  GUTTERIDGE,  m.i.mech.e, 
Consulting  Engineer,  London,  Eng. 

Paper  presented  at  an  Extra  General  Meeting  of  the  Institution  of  Mechanical  Engineers,  London,  Eng.,  on  Friday, 
27th  February,  1942,  and  reproduced  with  the  kind  permission  of  the  Institution. 


SUMMARY — The  paper  endeavours  to  set  out  the  probable 
proneness  to  damage,  from  enemy  action,  of  various  types  of 
factory  plant  under  risks  due  to  war  time  conditions,  and  to 
put  forward  the  probable  extent  of  damage  to  individual  items 
of  plant.  The  kind  of  damage  considered  is  that  resulting  from 
the  dropping  of  high-explosives  and  incendiary  bombs  from  air- 
craft. The  paper  excludes  consideration  of  damage  arising  from 
other  kinds  of  enemy  activity. 

The  term  "plant"  is  here  intended  to  include  all  the  equip- 
ment machinery  and  accessories  installed  for  the  operation  of  a 
factory  or  industrial  establishment. 

Probabilities  of  the  Extent  of  Damage 

Observations  have  indicated  that  the  extent  of  the  dam- 
age likely  to  occur  is  a  function  mainly  of  the  type  of  bomb 
and  the  place  where  it  falls,  the  type  of  building  construc- 
tion, the  inflammability  of  materials  adjacent  to  any  fire, 
and  the  physical  characteristics  of  the  various  items  of  plant. 
It  is  proposed,  therefore,  to  examine  each  of  these  contri- 
buting factors  in  turn,  to  see  how  far  each  is  likely  to  in- 
fluence the  result. 

Kinds  of  Bombs  and  Their  Effects 

The  amount  of  damage  caused  by  a  high-explosive  bomb 
will  depend — apart  from  its  explosive  capacity  and  nearness 
to  the  item  under  examination — on  the  type  of  building 
construction  and,  in  a  lesser  degree,  on  its  size,  and  number 
of  floors,  and  the  position  of  adjacent  buildings.  The  effect 
of  an  incendiary  bomb  will  depend  primarily  on  the  type  of 
roof  construction.  If  the  roof  can  resist  the  penetration  of 
the  incendiary  bomb  and  is  not  itself  inflammable  (being 
thus  a  "protective  level,"  as  Colonel  Guy  Symonds1  aptly 
termed  it),  fire  will  be  prevented.  If,  however,  the  roof  does 
not  stop  the  passage  of  the  incendiary  bomb  through  it,  the 
result  will  depend  upon  the  resistance  of  the  floors  below 
and  the  proximity  of  inflammable  material,  whether  the 
latter  be  constructional  or  materials  in  process  of  manufac- 
ture. A  frequent  source  of  danger  in  this  respect  is  the 
existence  of  insufficiently  protected  lift  shaft  heads,  light 
wells,  and  confined  spaces  between  buildings  through  which 
the  bomb  can  penetrate  to  the  interior. 

It  can  be  expected  that  the  fire  risk  per  unit  area  of  plan 
will  be  greater  in  multi-floor  than  in  single-story  buildings 
for,  in  addition  to  the  possibility  of  bombs  penetrating  the 
"protective  level,"  the  exposed  wall  area  is  open  to  the  entry 
of  incendiary  bombs  which  may  descend  at  an  angle  of  16-46 
deg.  to  the  vertical,  the  angle  depending  upon  the  height 
from  which  they  were  released. 

Fire  is  found  to  be  usually  much  more  destructive  than 
blast  with  its  accompanying  flying  debris.  This  comparison 
holds  even  when  the  damaged  item  is  close  to  the  point 
of  impact  of  a  high-explosive.  It  is  easier  to  provide  measures 
satisfactory  to  counter  the  effects  of  blast  than  the  effects 
of  incendiary  bombs  for  once  fire  has  taken  a  firm  hold,  it 
has  pontentialities  in  spreading  ("communicated  fire")  which 
do  not  usually  arise  in  high-explosive  bombing  attacks.  The 
blast  is  of  momentary  duration  and  local  in  its  effective 
range,  but  fire  may  be  prolonged  beyond  the  period  of  time 
which  the  exposed  materials  can  withstand  the  heat  without 
change  of  condition.  Generally,  it  can  be  expected  that  the 
occurrence  of  fire  will  considerably  increase  the  amount  of 
the  loss  in  value  of  the  factory  plant  involved. 


1See  Jl.  Roy.  Soc.  Arts,  1941,  vol.  89,  No.  4589  (13th  June),  "Fire 
Prevention  Under  War  Conditions." 


General  Survey  of  Buildings 

The  extent  and  severity  of  the  damage  to  the  plant  will 
depend  upon  the  protection  given  to  it  by  the  building  and 
therefore  the  first  observations  to  be  made  when  carrying 
out  a  rapid  approximate  estimation  of  the  damage  will  con- 
cern the  building  or  buildings,  as  follows: 

1.  The  site. 

2.  The  construction  and  state  of  the  building. 

3.  The  walls,  roofs,  and  floors. 

4.  The  drainage. 

1.  the  site 

The  site  of  the  building  and  its  position  in  relation  to 
any  other  nearby  buildings  which  also  are  affected  gives 
the  first  general  impression  of  the  extent  and  severity  of 
the  damage  which  may  be  expected  and  provides  an  indica- 
tion of  the  work  involved  in  reinstating  the  damaged  plant. 
The  position  of  the  boilers  and  other  ancillary  plant  will  be 
observed,  also  whether  they  are  housed  in  the  affected  build- 
ing or  not.  If  a  building  has  collapsed  completely,  necessi- 
tating a  replanning  of  the  plant,  the  position  of  these  services 
may  influence  the  new  plan. 

Communicated  fires  from  adjoining  buildings  can  be  pre- 
vented by  providing  an  adequate  artificial  break  between 
the  buildings  by  bricking-up  all  openings  in  the  side  wall 
exposed  to  possible  communicated  fires.  At  the  same  time 
the  wall  forming  the  "exposed"  side  should  be  carried  up 
to  a  height  well  above  the  roof  level. 

2.  the  structural  aspect 

The  type  of  building  construction  least  likely  to  suffer 
from  the  effects  of  a  bomb  explosion  is  that  type  which  is 
sufficiently  resilient  to  recover  its  former  position  without 
strain  or  disintegration.  Momentarily,  after  the  explosion, 
the  structure  may  have  to  adjust  itself  rapidly  to  very  un- 
equal air  pressures  on  different  parts,  which  may  set  tip 
strong  forces  in  its  various  members.  Such  stresses  require 
proper  continuity  of  reinforcement,  or  soundly  jointed 
structures,  with  beams  and  columns  acting  as  one  unit,  a 
feature  which  is  only  found  in  steel-framed  buildings  or  in 
those  of  reinforced  concrete  construction. 

The  latter  construction  has  shown  its  undoubted  great 
superiority  in  resisting  aerial  attack  in  comparison  with 
the  old  type  of  building,  in  which  the  walls  bearing  the  loads 
are  of  brick  or  stone. 

In  the  composite  type  of  building,  where  the  interior 
structure  is  of  steel  beams  and  columns,  with  external  walls 
of  brick  to  support  the  outward  ends  of  the  beams  (each 
member  being  free  to  act  independently)  the  resistance  to 
aerial  attack  is  of  a  much  lower  order  than  that  of  the  steel- 
framed  or  reinforced  concrete  building;  it  is,  in  fact,  little 
better  than  the  structure  composed  wholly  of  brick.  With 
existing  buildings  of  the  composite  type,  adequate  strength 
at  joints  and  bracing  of  the  interior  members  is  one  of  the 
minimum  requirements  for  comparative  safety. 

In  all  steel  frame  and  other  types  of  construction  the 
design  should  be  such  as  to  localize  the  effect  of  the  bomb 
and  hence  to  minimize  progressive  structural  failure.2 

2This  aspect  of  design  has  been  specially  dealt  with,  so  far  as  it  con- 
cerns the  roofs  of  single-story  buildings,  in  War  Time  Building  Bul- 
letins, 1940,  Nos.  1,  4  and  5  (H.  M.  Stationery  Office).  See  also  Report 
on  Buildings  Damaged  by  Air  Raids,  and  Notes  Relative  to  Recon- 
struction. (Inst.  Structural  Eng.,  London),  1941. 


THE  ENGINEERING  JOURNAL    October,  1942 


559 


3.  THE  WALLS,  ROOFS,  AND  FLOORS 

The  walls  of  a  modern  factory  are  not  part  of  the  struc- 
ture. If  they  are  external  walls  their  purpose  is  mainly  to 
keep  out  the  weather,  to  allow  light  and  air  into  the  interior, 
and  to  preserve  the  air  conditions  within  the  factory.  If 
internal,  they  form  the  necessary  divisions  of  the  area.  They 
may  act  as  protective  walls  or  be  used  for  other  non-struc- 
tural purposes.  If,  therefore,  in  a  modern  steel-framed  build- 
ing, all  the  walls  have  been  blown  out,  the  danger  of  collapse 
need  not  be  anticipated. 

Protective  walls  are  arranged  to  divide  the  factory  into 
a  number  of  "cells"  so  that  the  effect  of  a  bomb  explosion 
will  be  localized.  The  number  of  cells  depends  upon  the 
nature  and  arrangement  of  the  plant  and  the  operations 
carried  on.  It  is  usually  possible  in  existing  works,  both 
engineering  and  industrial,  so  to  arrange  the  walls  that  a 
high  degree  of  protection  is  achieved  without  interference 
to  the  work  of  the  factory. 

In  future  factory  layout,  this  aspect  of  protection  will  be 
incorporated  in  the  design  as  a  matter  of  good  practice.  As 
examples,  in  a  glass-bottle  works,  the  vulnerable  brick-built 
tank  furnaces  would  be  separated  by  the  concrete  silos 
holding  the  raw  material  so  that  at  least  half  the  works 
would  be  saved  in  the  event  of  an  explosion  ;  in  a  single-floor 
light  engineering  works  the  different  types  of  machines 
would  be  separated  into  convenient  cells  by  dwarf  walls,  so 
as  not  to  interfere  with  production;  in  a  Portland  cement 
works,  the  rotary  kilns,  susceptible  to  dislodgement  by  blast, 
would  be  set  lower  to  the  ground  than  usual,  with  a  protec- 
tive wall  or  with  the  clinker  or  cement  silos  between  them. 

On  the  other  hand,  in  factories  with  brick-built  load- 
bearing  wall  construction,  collapse  of  the  walls  will  generally 
cause  a  complete  collapse  of  the  structute,  with  consequent 
severe  damage  to  the  plant.  If  the  walls  at  ground  floor 
level  are  at  least  14  in.  thick,  there  is  reason  to  expect  that 
plant  inside  those  walls  will  be  protected  from  blast  and 
flying  debris  which  may  come  from  outside. 

Roofs  and  floors  of  solid  concrete  strengthened  with  filler 
joists  or  steel  reinforcement  give  more  protection  against 
bombing  than  floors  in  which  lightness  has  been  obtained 
by  the  use  of  hollow  tiles  or  other  means.  With  floors  of  the 
latter  type,  therefore,  the  damage  to  the  plant  can  be  ex- 
pected to  be  greater.  In  single-story  buildings  of  light  steel 
frame  or  reinforced  concrete  construction,  the  roofs  are  not 
usually  designed  to  be  proof  against  incendiary  bombs  and 
in  such  cases  the  damage  will  be  of  a  different  character, 
for  the  bomb  will  fall  directly  upon  the  plant.  In  this  type 
of  factory  the  division  of  the  floor  into  cells  by  protective 
walls  designed  to  localize  the  effects  of  bombs  or  fire  is 
particularly  applicable. 

4.  THE  DRAINAGE 

If  drainage  is  not  adequate  to  deal  with  the  abnormal 
conditions  during  a  fire  when  large  quantities  of  water  may 
have  to  be  conducted  away,  the  consequent  flooding  is 
likely  to  damage  plant  which  has  been  submerged.  Particu- 
larly susceptible  in  this  respect  are  electric  motors  and 
electrical  equipment  generally. 

Conclusions  on  General  Survey  of  Buildings 

(a)  The  extent  of  damage  to  the  plant  is  likely  to  be  the 
least  where  the  factory  building  is  of  steel  or  reinforced 
concrete  construction  in  which  all  beams  and  columns  are 
properly  jointed  to  each  other  to  form  one  structural  unit. 

(b)  The  building  should  be  so  designed  that  conditions 
permitting  "spreading  collapse"  are  minimized;  composite 
types  of  brick  and  steel  beam  construction  require  adequate 
bracing  to  render  a  building  comparatively  safe  from  aerial 
damage. 

(c)  Walls  14  inches  thick  will  protect  internal  plant  from 
flying  debris  from  outside. 

(d)  Solid  concrete  floors  and  roofs  properly  strengthened 
with  filler  joists  or  other  reinforcement  are  superior  to  lighter 


:6o 


floors  of  hollow-tile  or  other  lightweight  construction  against 
air  attack. 

(e)  Adequate  drainage  to  conduct  away  the  abnormal 
quantities  of  water  present  during  fire-fiighting  will  reduce 
the  damage  to  plant  at  or  below  ground  level. 

Survey  of  Plant 

The  five  main  causes  of  damage  to  factory  plant  conse- 
quent upon  an  enemy  attack  from  the  air  are: 

1.  Direct  hit  from  a  high-explosive  bomb. 

2.  Blast  pressure  wave  from  bomb  explosion  usually  ac- 
companied by  flying  splinters  and  debris. 

3.  Fire  caused  directly  by  incendiary  bombs,  or  indirectly 
by  high-explosive  bombs. 

4.  Damage  from  debris  falling  from  above. 

5.  Flooding  or  drenching  by  water. 

Each  of  the  causes  has  a  different  effect  on  different  types 
of  plant.  In  other  words,  each  type  of  plant  has  a  proneness 
to  damage,  depending  upon  its  physical  characteristics, 
which  can  be  indicated  beforehand.  All  plant  can  be  classi- 
fied in  this  respect  and  limits  set  out  within  which  the 
damage  is  likely  to  fall.  Two  examples  will  illustrate  the 
method.  The  first  example,  a  blacksmith's  anvil,  is  unlikely 
to  suffer  any  damage  from  any  of  the  causes  mentioned 
above  except  in  an  extreme  set  of  conditions,  in  which  it 
might  be  exposed  to  a  direct  hit  or  to  intense  heat.  Such 
an  item  would  have  a  minimum  proneness  to  damage.  The 
second  example,  at  the  other  extreme,  would  be  typified  by 
some  recording  control  equipment  such  as  a  thermostat, 
thermograph,  or  gas  composition  recorder.  Such  apparatus 
would  be  severly  damaged  by  any  of  the  above  causes  if 
they  were  near;  in  other  words,  the  proneness  to  damage 
of  such  equipment  would  be  high. 

It  is  convenient  to  denote  this  variable  proneness  to  dam- 
age by  a  number  which  will  indicate  the  percentage  of  the 
value  of  the  item  (in  its  condition  just  before  the  incident) 
which  has  been  lost  by  the  damage  it  has  suffered.  This 
might  be  called  the  "damage  proneness  number,"  or  "d.p.n." 

The  anvil  referred  to  above  could  therefore  be  given  a 
set  of  limits,  to  represent  the  damage  likely  to  occur  in 
average  cases,  of  between  0  and  5,  while  the  d.p.n.  of  the 
control  equipment  could  be  expected  to  fall  between  70  and 
100.  These  limits  must,  of  necessity,  refer  to  average  cases; 
and  whether  the  figure  should  be  towards  the  higher  limit 
or  the  lower  limit  or  whether,  in  an  exceptional  case,  the 
figure  should  be  outside  the  limits,  must  depend  on  the 
judgement  of  the  experienced  engineer  at  the  inspection. 

As  an  example  between  these  extremes,  a  totally  enclosed 
air  compressor  can  be  taken.  It  can  be  expected  that  the 
totally  enclosed  body  and  bedplate  will  not  be  harmed  by 
the  causes  mentioned  other  than  a  direct  hit  or  persistent 
fire;  but  the  gauges  and  pipe  connections  are  subject  to 
damage  by  blast  or  falling  debris  and,  if  they  are  carried 
away,  they  will  fracture  the  flanges  on  the  body.  Such  an 
item  could  therefore  be  given  a  damage  proneness  number 
ranging  between  30  and  50  in  average  cases. 

In  seeking  to  establish  these  limits,  the  physical  charac- 
teristics of  the  item  will  affect  the  result  in  every  case 
except  where  extreme  conditions  have  occurred.  By  this 
method,  the  limits  of  probable  damage  can  be  narrowed 
down  and  placed  on  a  firmer  basis,  as  an  aid  to  the  trained 
observer,  in  the  rapid  approximate  estimation  of  the  plant 
value  lost. 

Generally,  factory  plant  can  be  classified  in  terms  of 
damage  proneness  somewhat  as  follows.  Heavy  all-metal 
equipment  for  the  heavy  engineering  industries,  in  the  form 
of  rolling  mills,  large  presses,  steam  hammers,  etc.,  will  have 
a  low  damage  proneness  number;  whilst  in  light  high-speed 
machines  used  in  cotton  weaving  and  spinning,  packaging 
machines  for  tea,  margarine,  etc.,  the  damage  proneness 
number  will  have  a  comparatively  high  value.  The  lighter 
equipment  employed  in  engineering  factories,  such  as  lathes, 
shaping  machines,  grinding  machines,  etc.,  are,  in  average 

October,  1942    THE  ENGINEERING  JOURNAL 


cases,  likely  to  suffer  damage  to  parts  other  than  the  beds 
or  bases  when  exposed  to  blast  or  fire  and  the  damage 
proneness  number  may  be  expected  to  lie  between  20  and 
50;  it  may  be  somewhat  higher  if  the  electric  motor  drive 
has  been  exposed  to  heat  or  flooding.  If  efficient  dwarf  pro- 
tective walls  were  provided,  the  damage  proneness  number 
would  lie  towards  the  lower  limit. 

Intricate  machines  of  lighter  construction  will  need  a 
much  greater  proportion  of  its  replacement  value  to  be 
expended  in  repair  (in  relation  to  the  proportion  of  actual 
damage)  because  of  the  high  cost  of  assembly;  on  the  other 
hand,  the  cost  of  removal  and  reinstallation  will  be  consider- 
ably less  than  for  plant  of  a  heavier  type.  Again,  heavy 
machines  of  an  intricate  nature,  such  as  looms,  will  have 
high  damage  proneness  numbers,  despite  their  great  weight, 
due  to  the  large  number  of  delicate  parts  and  to  the  high 
precision  required. 

The  high-speed  automatic  type  of  machine  constructed 
of  fabricated  steel  has  a  greater  chance  of  survival  than  a 
machine  made  of  cast  iron,  for  the  combination  of  toughness 
and  malleability  of  the  former  is,  in  these  conditions,  a 
superior  characteristic  to  the  brittleness  of  the  cast  iron. 
Sheet  metal  equipment  in  any  form,  such  as  milk  pasteuriz- 
ers, fan  casings,  and  ducts,  suffer  severely  for  they  offer  a 
large  area  ill-supported  to  resist  a  suddenly  applied  atmos- 
pheric pressure  followed  by  an  equally  sudden  subatmos- 
pheric  pressure.  Failure  takes  place  by  tearing  at  rivet  holes, 
followed  by  general  crumpling  of  the  plate.  Where  exposure 
to  blast,  falling  debris,  or  fire  has  occurred,  a  damage  prone- 
ness number  between  60  and  90  may  be  expected. 

The  proneness  to  damage  is  also  affected  by  the  extent 
of  the  surface  of  the  item  exposed  to  the  blast.  The  blast 
is  resisted  by  the  weight  of  the  item  and  by  any  anchorage 
that  it  may  have  to  a  secure  foundation.  Thus  it  is  con- 
venient to  classify  such  plant  (excluding  items  held  down 
to  their  foundations)  in  terms  of  the  ratio  of  the  weight 
(in  pounds)  to  the  exposed  area  (in  square  feet).  The  appli- 
cation of  this  criterion  assumes  a  structurally  sound  item 
and  a  rigid  surface.  Thus  a  Lancashire  boiler,  when  full  of 
water,  would  have  a  high  ratio  of  weight  to  exposed  area. 

A  recent  experience  can  be  cited  in  which  two  Lancashire 
boilers  set  side  by  side  were  50  yds.  from  the  point  of  deton- 
ation of  a  large-capacity  high-explosive  bomb.  The  side  wall 
of  the  nearer  boiler  was  at  right  angles  to  the  line  of  the  blast. 
The  result  was  a  movement  of  both  boilers  1  in.  away  from 
the  source  of  the  explosion,  the  rupturing  of  the  boiler  set- 
tings, and  the  fracturing  of  all  steam  pipes  on  the  top  of 
the  boilers. 

Factory  Services 
piping 

The  general  practice  of  attaching  service  piping  to  the 
most  convenient  point  of  support  has  persisted  despite  the 
many  advantages  in  accessibility,  clean  layout,  absence  of 
obstruction,  and  protection  from  fire  or  other  damage  which 
is  realized  by  placing  such  piping  below  the  ground  floor 
level  in  covered  channels,  with  vertical  branches  only  to 
the  points  to  be  supplied.  An  added  reason  for  such  treat- 
ment is  provided  by  the  threat  of  air  raids,  for  piping  not  so 
arranged  is  particularly  vulnerable  to  blast,  fire,  or  falling 
debris.  It  cannot  be  too  strongly  impressed  that  the  supply 
services  carried  by  such  piping  are  the  arteries  supplying 
lifeblood  to  the  machines  without  which  they  cannot  oper- 
ate. Factory  piping  should  therefore  receive  the  attention 
which  its  importance  warrants,  and  improvements  should 
be  sought  in  the  following  directions: 

1 .  The  total  length  of  the  service  lines  should  be  as  short 
as  possible. 

2.  The  piping  should  be  duplicated  within  reasonable 
limits,  the  second  line  being  far  enough  away  from  the  first 
to  avoid  the  possibility  of  one  bomb  destroying  both. 

3.  Adequate  protection  should  be  given  by  placing  the 
piping  underground,  or  disposing  it  in  other  ways. 

If  piping  is  attached  to  the  structural  members  and  total 
collapse  of  the  building  takes  place,  the  piping  will  become 


a  total  loss  with  a  damage  proneness  number  approaching 
100,  for  none  of  it,  except  the  valves,  is  worth  recovering. 
If,  however,  the  piping  has  been  placed  underground,  then 
even  with  a  total  collapse  of  the  building,  only  the  vertical 
"runs" — and  these  are  the  less  important — will  be  lost;  and 
the  damage  proneness  number  may  be  expected  to  lie  be- 
tween 40  and  80. 

ELECTRICAL  POWER  AND  LIGHTING 

The  cables  for  the  supply  of  electricity,  as  well  as  electric 
motors,  switchgear,  etc.,  are  particularly  vulnerable  to  blast, 
fire,  falling  debris,  and  especially  to  flooding.  As  with  piping 
for  the  various  services,  the  cables  should  be  run  in  channels, 
watertight  in  this  case,  with  vertical  leads  to  the  points  of 
consumption.  All  main  supply  cables  should  be  duplicated; 
they  should  be  laid  underground,  far  enough  apart  to  pre- 
vent the  possibility  of  one  bomb  affecting  both  of  them. 

Electric  motors  are  particularly  susceptible  to  damage 
from  these  causes  but  their  strong  body  casing  protects 
them  from  falling  debris.  They  also  offer  a  high  resistance 
to  blast  by  virtue  of  their  high  ratio  of  weight  to  exposed 
area  and  because  of  their  secure  fastening  to  their  bases. 
Even  so,  it  is  a  frequent  experience  to  find  the  feet  fractured 
and  the  motor  dislodged.  The  coils  and  windings,  although 
so  comparatively  well  protected,  are  easily  damaged  by 
flying  debris  and  flooding;  if  flooding  alone  has  caused  the 
damage  they  cap  sometimes  be  reconditioned  by  drying.  A 
general  damage  proneness  number  for  all  electrical  motor 
equipment,  including  attendant  switchgear  but  excluding 
distribution  mains,  may  range  from  50  to  80  in  average  cases. 

In  generating  stations,  protection  for  the  turbine-gener- 
ator set  can  be  provided  by  building  a  separate  reinforced 
concrete  structure. 

BOILERS 

From  the  viewpoint  of  this  survey,  boilers  can  be  classified 
into  two  general  classes:  the  first  includes  Cornish,  Lanca- 
shire, and  fire-tube  boilers  of  that  category;  and  the  second 
comprises  vertical  and  water-tube  boilers.  Boilers  of  the 
first  type  are  heavy  objects  when  filled  with  water;  they 
are  set  low,  near  the  ground,  and  are  well  bedded,  with 
sides  mostly  shrouded  with  brickwork.  They  offer  a  high 
ratio  of  weight  to  exposed  area,  and  suffer  little  damage  in 
themselves,  although  the  steam  connections  above  are 
likely  to  receive  injury  from  flying  debris.  The  damage 
proneness  number  for  the  first  type  of  boiler  is  likely  to  be 
between  10  and  30  if  the  boiler  settings  have  not  been  dis- 
turbed. A  case  of  exceptional  damage  by  blast  to  a  boiler 
installation  of  this  type  has  already  been  cited  under  the 
heading  "Factory  Services." 

The  second  class  of  boiler  is  more  susceptible  to  damage 
than  the  first,  for  such  boilers  are  built  as  comparatively 
high  structures,  securely  held  to  their  foundations,  with  a 
high  centre  of  gravity.  The  damage  proneness  number  of 
this  class  may  be  between  40  and  70. 

Inspection  of  Damaged  Plant  and  Rapid  Estimate 
of  Loss  in  Value 

For  the  rapid  approximate  estimate  of  the  loss  in  value 
of  the  damaged  plant,  the  following  order  of  observations 
is  suggested: 

1.  A  general  inspection  of  all  buildings  on  the  site  and  of 
the  adjacent  buildings,  to  obtain  a  comprehensive  impres- 
sion of  the  extent  of  the  damage  likely  to  have  taken  place. 

2.  Inquiries  as  to  the  type  of  bomb  which  caused  the 
damage,  whether  the  factory  had  received  a  direct  hit,  and 
if  fire  followed,  where  and  for  what  period  did  the  fire 
continue. 

3.  If  a  fire  occurred,  whether  it  burned  itself  out  or  was 
quenched  by  water. 

4.  A  detailed  inspection  of  the  type  of  building  construc- 
tion, its  condition,  and  whether  any  collapse  had  taken  place. 

5.  A  detailed  examination,  as  far  as  possible,  of  the  whole 


THE  ENGINEERING  JOURNAL    October,  1942 


561 


of  the  plant,  its  layout,  nature,  and  the  condition  of  all  the 
items  damaged. 

6.  Ascertainment  of  the  value  of  all  the  damaged  items, 
the  value  to  be  that  immediately  before  the  incident. 

7.  Preparation  of  a  schedule  showing  all  items,  or  groups 
of  items,  of  damaged  plant;  the  damage  proneness  number 
of  each  in  the  light  of  the  conditions  to  which  the  item  was 
exposed  ;  and  the  corresponding  loss  in  value.  By  summing 
the  individual  losses,  the  total  loss  is  obtained,  which  can 
be  expressed  as  a  percentage  of  the  total  former  value. 

An  example  of  a  schedule  of  a  possible  case  is  given  below. 

A  factory  of  three  floors  covering  x/i  acre  in  one  building 
of  load-bearing  brick  construction  with  internal  joists  and 
columns  not  soundly  jointed  together,  receives  a  direct  hit 
from  a  high-explosive  bomb  of  large  calibre.  The  result,  it 
is  supposed,  is  the  total  collapse  of  the  factory,  with  fire 
breaking  out  in  one  part  of  the  building  among  inflammable 
materials  in  process  of  manufacture.  The  fire,  however,  did 
not  spread.  In  such  a  case,  the  schedule  given  in  Table  I 
might  reflect  the  state  of  affairs  in  an  approximate  estima- 
tion of  the  loss  in  value  of  the  plant. 

Each  of  the  items  in  Table  I  will  be  made  up  of  a  number 
of  units,  of  various  types  and  values,  each  of  which  would 
have  been  given  a  damage  proneness  number,  so  that  the 

Table  I.  Approximate  Estimate  of  Damage 


ITEM 


Processing  plant 

Packaging  equipment 

Conveyers 

Refrigeration  plant .  . 
Electrical  equipment. 

Service  piping 

Boilers 

Miscellaneous 

Motor  vehicles 


Value  of 

Damage 

item, 

proneness 

£ 

number 

20,000 

50 

4,000 

75 

1,000 

100 

6,000 

50 

3,000 

80 

3,000 

100 

4,000 

30 

3,000 

50 

2,000 

50 

46,000 

Value  of 

loss 

£ 


10,000 
3,000 
1,000 
3,000 
2,400 
3,000 
1,200 
1,500 
1,000 

26,100 


actual  items  shown  represent  totals  for  groups  of  individual 
items.  The  total  loss  for  the  whole  of  the  factory  plant 
works  out,  therefore,  at  a  little  over  56.7  per  cent  of  its 
actual  value. 

Reinstatement  of  Damaged  Plant 

Whether  the  damage  to  the  plant  had  been  extensive  or 
trivial,  the  same  procedure  is  necessary  for  reinstatement 
of  the  plant.  The  approximate  estimate  of  the  loss  in  value 
will  have  provided  the  necessary  information  upon  which 
to  base  the  decision  as  to  the  future  programme  in  regard 
to  the  re-establishment  of  the  plant. 

In  the  case  of  a  totally  collapsed  building,  if  it  is  decided 
to  rebuild  upon  the  same  site,  the  work  involved  falls  into 
two  parts.  The  first  part  consists  of  clearance  from  the  site 
of  all  debris  and  plant  and  the  dispatch  of  the  damaged 
plant  for  repair.  It  is  well  to  note  here  that  much  further 
damage  may  be  done  to  the  plant  in  taking  it  down,  disen- 
tangling it  from  the  debris,  and  loading  it  on  to  the  removal 


vehicles,  so  this  work  should  only  be  carried  out  by  com- 
petent men.  It  is  usually  preferable  to  return  the  damaged 
plant  to  the  makers  rather  than  to  other  firms. 

The  second  part  of  the  programme  is  the  repair  of  the 
equipment,  the  planning  of  its  subsequent  layout,  the  con- 
struction of  the  building  to  suit  the  new  layout,  and  the 
reinstatement  of  the  plant  leading  to  the  re-establishment 
of  the  factory.  Where  only  a  portion  of  the  structure  and 
the  plant  has  been  damaged,  it  is  usually  possible  to  adjust 
the  remainder  of  the  plant  so  that  partial  production  can 
be  realized.  Continuity  of  output  is  thus  maintained  and 
the  staff  productively  employed.  Ingenuity  assisted  by  ex- 
perience will  dictate  how  much  can  be  done  in  that  direc- 
tion and  as  long  as  some  of  the  special-purpose  plant  has 
survived,  the  replacement  of  general-purpose  equipment 
such  as  boilers,  pumps,  motors,  etc.,  does  not  present  so 
great  a  difficulty,  since  such  items  are  standard  commercial 
equipment  obtainable  from  a  number  of  manufacturers. 

Plant  sent  for  repair  necessitated  by  enemy  action  should 
be  overhauled  for  normal  wear  and  tear  at  the  same  time. 
The  total  cost  of  repairs  should  be  allocated  therefore  to 
two  accounts.  No.  1  account  would  show  the  cost  of  repair 
of  damage  due  to  enemy  action  including  the  cost  of  re- 
moval, carriage  outwards,  dismantling  at  the  repair  shops, 
reassembly,  testing,  and  storage  until  the  new  building  is 
ready,  return  carriage,  re-erection,  and  testing  as  a  unit. 
No.  2  account  would  show  the  cost  of  overhaul  for  normal 
wear  and  tear.  From  these  accounts  the  actual  value  of  the 
loss  on  repairable  items  will  be  ascertained. 

In  the  case  of  a  complete  reconstruction,  the  opportunity 
should  be  taken  to  lay  out  the  plant  in  the  light  of  modern 
practice,  so  that,  with  a  building  to  suit  the  layout,  the 
factory  will  represent  the  best  economical  arrangement,  both 
as  regards  cost  of  outlay  and  in  operation. 

In  principle,  a  factory  is  a  place  in  which  certain  changes 
are  made  in  raw  materials  so  as  to  increase  their  value. 
Therefore,  for  the  enterprise  to  be  profitable,  these  changes 
must  be  carried  out  at  a  cost  suitably  less  than  the  increase 
in  value  of  the  raw  materials  in  their  changed  form.  In  the 
new  layout  of  the  factory  plant,  the  following  steps  are 
taken: 

1.  A  "flow-line"  diagram  is  prepared,  in  which  every 
process  through  which  the  raw  materials  pass  from  their 
reception  to  their  dispatch,  is  shown  diagrammatically  in 
sequence,  together  with  the  type  of  service  required  by 
each  process.  This  diagram  illustrates  the  qualitative 
aspect. 

2.  A  "quantity-line"  diagram  (a  development  of  the  flow- 
line  diagram)  is  prepared,  to  show  the  number  of  machines 
or  units  of  equipment  required  and  the  quantity  of  each 
service  supply  needed  for  each  process. 

3.  The  disposition  of  machines  or  equipment  is  planned 
to  the  best  productive  advantage. 

4.  The  building  is  constructed  to  suit  the  layout,  to  sup- 
port each  item  in  its  proper  position  relative  to  the  other 
items  of  plant,  and  to  protect  the  plant  from  the  weather, 
enemy  attack,  and  other  causes  of  damage. 

5.  The  plant  is  erected,  the  supply  services  installed,  and 
the  whole  plant  set  to  work. 


562 


October,  1942    THE  ENGINEERING  JOURNAL 


THE  USE  OF  AIR-LOCKS' 


G.  O.  BOULTON,  m.e.,  m.i.e.atjst. 
Chief  Engineer,  Messrs.  M.  R.  Hornibrook,  Limited,  Brisbane,  Australia. 


(abridged) 


SUMMARY — The  subject  of  work  in  compressed  air  is  reviewed. 
Detailed  reference  is  made  to  operations  which  were  carried 
out  in  Brisbane  for  the  foundations  of  the  Story  Bridge.  For 
"stage  decompression"  in  air-locks  a  chart  is  developed  with 
a  uniform  standard  of  protection,  in  the  terms  of  the  theory, 
over  a  wide  range  of  working  conditions. 

Introduction 

Compressed  air  has  been  employed  for  little  more  than 
a  century  as  a  means  of  access  to  subaqueous  work.  It  is 
now  used  extensively  in  the  construction  of  foundations, 
tunnels  and  harbour  works  and  for  the  purpose  of  submarine 
salvage. 

From  a  suitably  arranged  working  chamber,  the  water  is 
displaced  to  the  required  level  by  the  introduction  of  com- 
pressed air.  The  workmen  are  admitted  through  air-locks 
such  as  that  shown  in  Fig.  1.  They  are  compartments  of 
variable  pressure  fitted  with  two  doors,  one  of  which 
communicates  with  the  atmosphere  and  the  other  with  a 
shaft  or  passage  leading  to  the  working  chamber.  In 
material-locks,  facilities  are  added  for  the  handling  of 
materials. 

The  flexible  diving  dress  and  the  diving  bell  are  other 
devices  used  for  working  under  pressure,  differing  only  in 
mechanical  detail. 

Through  exposure  to  compressed  air  the  workmen  may 
suffer  ill  effects.  Ear  injury  may  be  brought  about  if  the 
pressure  is  altered  too  rapidly  and  a  complaint  known  as 
"compressed-air  illness,"  "caisson  disease"  or  "divers' 
palsy,"  may  follow  inadequate  decompression.  Other 
sources  of  danger  exist  and  precautions  must  be  taken 
against  them.  The  first  essential  of  safety,  however,  is 
proper  air-lock  control. 

Working  pressures,  except  in  the  case  of  divers,  have 
never  exceeded  60  lb.  per  sq.  in.  above  the  atmosphere. 
The  various  regulations  in  force  overseas  make  no  provision 
for  pressures  greater  than  50  lb.  per  sq.  in.,  which  in  some 
quarters  are  prohibited.  A  code  prepared  by  the  Standards 
Association  of  Australia  in  1938,  was  extended  to  60  lb. 
per  sq.  in.,  following  the  operations  here  described. 

Foundations  of  the  Story  Bridge 

The  construction  of  the  Story  Bridge2  across  the  Brisbane 
River  occupied  a  period  of  five  years,  from  April,  1935,  to 
July,  1940. 

Compressed  air  was  used  on  the  southern  approach,  in 
five  piers  adjacent  to  the  river.  Six  cylinders  14  ft.  6  in. 
dia.  were  sunk  at  Piers  25,  26,  and  27,  two  cylinders  26  ft. 
dia.  at  Pier  28,  and  two  rectangular  caissons  32  ft.  by  39  ft. 
at  Pier  29  on  the  river  bank.  All  were  of  reinforced  concrete 
with  cutting  edges  of  structural  steel. 

The  cutting  edges  were  supported  on  the  surface  of  the 
ground,  where  sections  of  the  concrete  shells  were  cast  upon 
them.  They  were  sunk  at  intervals  by  open  excavation, 
while  further  sections  were  added  to  the  required  height. 
By  this  means  the  alluvial  material  at  the  site  was  pene- 
trated almost  to  rock.  Plugs  of  trémie  concrete  were  then 
cast  in  the  dredge-wells  near  the  bottom,  to  enclose  the 
working  chambers  shown  in  Fig.  2.  When  air-locks  had 
been  installed,  the  cutting  edges  were  benched  into  the  rock 
and  sealed  with  concrete  under  compressed  air. 

The  working  pressures  required  for  the  different  piers  are 
shown  in  Table  IV.  They  had  been  estimated  from  the 
ground-water  levels  at  the  site,  and  at  Pier  29  at  least  54 
lb.  per  sq.  in.  was  anticipated. 

1  Published  through  the  courtesy  of  .the  Institution  of  Engineers  of 
Australia. 

2"Story  Bridge,  Brisbane,"  by  J.  A.  Holt,  Jour.  I.E.Aust.,  Vol.  11, 
Xo.  1.,  Jan.,  1939,  p.  1. 


In  the  absence  of  a  useful  precedent  for  working  beyond 
50  lb.  per  sq.  in.,  existing  rules  of  operation  had  to  be 
extended.  A  review  of  the  subject  showed  how  this  could 
be  done  and  also  provided  grounds  for  radical  adjustments 
of  method. 

Locking  operations  were  commenced  in  June,  1936,  and 
completed  in  June,  1937.  Compressed-air  illness  was  kept 
in  check  and  no  fatalities  or  cases  of  permanent  injury 
occurred. 

Rate  of  Compression 

Compression  should  be  carried  out  as  rapidly  as  possible 
in  order  to  shorten  the  period  of  exposure,  besides  saving 
time.  The  rate  must  be  controlled,  however,  to  prevent 
injury  to  the  workmen's  ears. 

In  the  cavity  of  the  middle  ear  which  is  isolated  by  the 
ear-drum,  the  pressure  is  not  adjusted  immediately  when 
external  conditions  are  changed.  Thus,  the  membrane  is 
subjected  to  unbalanced  pressure  and  discomfort  is  caused. 
Equilibrium  is  restored,  in  normal  cases,  by  the  natural 


ZA  holrp  ji'o'O 


Fig.  1 — Showing  Sectional  Elevations  of  Man-lock. 

admission  of  air  through  the  eustachian  tube,  a  narrow 
passage  which  leads  to  the  middle  ear  from  the  back  of  the 
nose.  If  it  fails  to  function,  or  the  change  is  too  rapid,  acute 
pain  will  result,  with  possible  injury. 

Similar  trouble  may  be  experienced  with  other  air-filled 
cavities  of  the  head,  through  blockage  of  the  channels  which 
connect  them  to  the  nose. 

By  defects  of  the  eustachian  tubes  and  sinuses,  a  number 
of  men  are  rendered  unfit  for  employment.  Obstruction  of 
a  temporary  nature  can  be  brought  about  by  colds. 

The  air  in  the  middle  ear  tends  to  assume  a  volume 
inversely  proportional  to  the  absolute  pressure,  according 
to  the  gaseous  laws.  The  change  of  volume  and  consequent 
discomfort  arising  from  a  uniform  rate  of  pressure  change, 
must,  therefore,  be  less  when  the  pressure  is  high.  It  would 
appear  logical  to  increase  the  speed  of  compression  with  the 
absolute  pressure.  To  some  extent  this  can  be  done,  but 
allowance  must  be  made  for  interruptions,  which  are 
required  from  time  to  time  in  order  to  relieve  distress. 

In  industrial  regulations  the  subject  of  compression  is 
generally  ignored,  or  slow  obsolete  rates  are  specified. 

In  diving  practice,  the  importance  of  fast  compression 
is  recognized.  The  usual  speed  for  the  individual  diver  is 
too  fast  for  use  in  air-locks,  however,  on  account  of  the 
number  of  men  and  their  lack  of  personal  control. 


THE  ENGINEERING  JOURNAL     October,  1942 


563 


For  the  Story  Bridge  work,  trials  were  made  and  a  mean 
compression  rate  of  5  lb.  per  min.  was  found  to  be  suitable. 
Schedules  of  operation  prepared  on  this  basis  were  main- 
tained without  great  difficulty.  The  same  rate  was  adopted 
for  the  fast  stage  of  decompression,  in  incidental  conformity 
with  the  American  rule. 

Compressed-Air  Illness 

Compressed-air  illness  is  an  after-effect  of  exposure, 
caused  by  the  liberation  of  nitrogen  bubbles  from  solution 
in  the  blood  and  tissues  of  the  body.  Its  nature  was  deter- 
mined in  1878  by  Paul  Bert,  a  French  physiologist. 

The  atmospheric  oxygen  and  carbon  dioxide  have  other 
complex  reactions  which  may  become  dangerous,  with  no 
direct  bearing,  however,  upon  the  occurrence  of  compressed- 
air  illness. 

The  nitrogen  does  not  enter  into  chemical  combination, 
but  it  is  soluble  in  the  blood  and  a  state  of  saturation  is 
maintained  at  the  surface  of  the  lungs,   where  intimate 

Air-  /oc/O.. 


L.WSTOOO 


■JteeJ \3hoHj 
J  cfio. 


Concrete   Plu, 


Trernie  Concrete 
Pluo. 


{VorHinq  C/JomOeC- 


Fig.  2— Cylinder  28E. 

contact  is  made.  When  compressed  air  is  breathed,  the 
blood  leaves  the  lungs  with  an  increased  pressure  of  nitro- 
gen in  solution.  In  circulation  it  is  brought  into  contact 
with  the  semi-liquid  tissues  of  the  body  in  which  the  solution 
pressure,  at  first  normal,  is  lower.  Nitrogen  is  transferred, 
therefore,  and  the  content  of  the  tissues  is  gradually  built 
up.  If  the  duration  of  exposure  is  sufficient,  equilibrium  is 
reached  and  the  pressure  of  nitrogen  in  the  tissues  equals 
its  partial  pressure  in  the  air — 0.79  of  the  total  air  pressure. 

The  dissolved  nitrogen  is  known  to  be  harmless,  so  long 
as  it  remains  in  solution.  When  the  pressure  of  the  air  is 
reduced  below  that  of  the  nitrogen  in  the  tissues,  super- 
saturation  is  brought  about,  with  a  tendency  for  bubbles  to 
be  formed.  The  return  to  atmospheric  conditions  should  be 
regulated  so  that  dangerous  supersaturation  is  avoided. 
When  this  is  done  the  excess  nitrogen  is  conveyed  back  to 
the  lungs  by  the  blood,  and  there  discharged  from  solution 
without  harm. 

Compressed-air  illness  may  result  from  faulty  decom- 
pression, accidental  variations  or  the  presence  of  highly 
susceptible  men.  It  is  difficult  to  eliminate,  but  the  number 
of  cases  can  be  kept  very  low  if  reasonable  precautions  are 
taken. 


The  symptoms  vary  widely  with  the  location  and  extent 
of  the  bubbles  set  free.  The  most  common  forms  are 
localized  pain,  dizziness,  vomiting  attacks,  collapse,  and 
paralysis.  They  rarely  appear  before  the  workmen  have  left 
the  locks,  and  generally  soon  after  exit. 

Haldane's  Theory  of  Decompression 

The  "uniform"  decompression  originally  used  occupied 
considerable  time,  and  a  more  efficient  course  has  been 
developed. 

Modern  methods  are  based  upon  the  work  of  a  British 
physiologist,  Dr.  J.  S.  Haldane.  As  a  member  of  the 
Admiralty  Deep  Diving  Committee  of  1906,  he  was  re- 
sponsible for  the  introduction  of  "stage"  decompression. 
It  was  found  that  the  pressure  could  be  lowered  at  once 
to  half  its  absolute  value,  even  after  long  exposure,  without 
causing  ill  effects.  By  conducting  the  decompression  rapidly 
to  this  point,  and  then  slowly  to  its  completion,  no  risk 
was  added  and  much  time  could  be  saved. 

Haldane  wrote  as  follows:  "Practical  experience  of  work 
in  compressed  air  shows  that  even  with  very  rapid  decom- 
pression, no  symptoms  of  caisson  disease  occur  with  an 
absolute  pressure  of  less  than  two  atmospheres  and  that 
symptoms  are  very  rare  and  slight  until  the  pressure  rises 
beyond  2.3  atmospheres,  or  19  pounds  per  square  inch.  .  .  . 
Now,  if  it  is  possible  to  decompress  rapidly  and  with  safety 
from  two  atmospheres,  or  a  little  more,  to  one  atmosphere, 
it  seemed  likely  that  it  would  be  possible  to  decompress 
with  equal  safety  from  four  atmospheres  to  two,  or  from  six 
to  three,  since  the  volume  of  gas  tending  to  be  liberated 
would  be  the  same  in  each  case.  Experiment  showed  that 
this  was  the  case,  and  that  the  danger  of  rapid  decompres- 
sion depends,  not  on  the  absolute  difference  between  the 
initial  and  final  pressure,  but  on  the  proportion  between  the 
two  pressures.  If  this  proportion  is  only  2,  or  2.3  to  1,  the 
decompression  is  safe;  if,  on  the  other  hand  the  proportion 
is  3  or  4  to  1,  the  decompression  is  dangerous." 

In  the  stage  method,  the  first  rapid  reduction  of  pressure 
and  the  slow  completion  of  the  decompression  were  governed 
by  the  same  principle,  that  bubbles  do  not  form  unless  a 
fairly  definite  degree  of  supersaturation  is  reached.  A  safe 
relation  was  maintained  between  the  absolute  pressure  of 
the  air  and  that  of  the  dissolved  nitrogen. 

It  was  shown  that  the  pressure  of  nitrogen  is  adjusted 
at  different  rates  in  different  parts  of  the  body,  according 
to  their  relative  capacity  and  the  nature  of  the  blood  supply. 
Adjustment  is  retarded,  for  instance,  by  the  presence  of  fat. 
which  dissolves  about  six  times  as  much  nitrogen  as  the 
blood.  For  analytical  purposes  the  tissues  were  divided 
into  five  groups,  assumed  to  become  "half-saturated  or 
half  desaturated  after  a  given  alteration  of  pressure,"  in 
5,  10,  20,  40  and  75  minutes,  respectively.  The  last  rate 
was  that  determined  for  the  slowest  parts. 

Haldane  showed  that  the  margin  of  safety  should  be 
approached  throughout  the  decompression.  Not  only  is  the 
discharge  of  nitrogen  accelerated  in  this  way,  but  its  con- 
tinued solution  in  the  "slow"  tissues  is  also  checked  early. 

Decompression  Practice 

The  stage  method  was  accepted  by  the  British  Admiralty 
in  1906,  for  the  decompression  of  divers.  The  extensive 
tables  which  Haldane  compiled  appear  in  the  Admiralty 
Diving  Manual.  They  have  been  adopted,  in  turn,  by 
nearly  all  the  navies  and  deep  water  diving  authorities  of 
the  world.  In  their  use  the  diver's  ascent  is  controlled  by 
reductions  of  depth  called  "stages,"  shown  in  Fig.  3,  which 
have  given  the  method  its  name. 

In  construction  work,  where  air-locks  are  used,  the  halted 
stages  of  diving  practice  are  not  readily  applied.  The  fast 
and  slow  reductions  of  pressure  are  more  conveniently 
made  at  different  uniform  rates.  In  tunnels  where  approach 
chambers,  maintained  at  an  intermediate  pressure,  are 
traversed  by  the  men,  the  periods  of  constant  pressure 
shown  in  Fig.  4  are  interposed. 


564 


October,  1942    THE  ENGINEERING  JOURNAL 


60 


2  40 
O 


^20 


^ 

-~"\ 

A 

/  \ 

V 

A\ 

\N 

.-J— I 

\ 

1 

1/ 

\ 

\  /, 

\ 

w 

\ 

16-9 


10  20  30  40  SO  60 

TIME,  MINUTES. 

Fig.  3 — Stage  Decompression  of  Divers,  according  to  the 
Diving  Manual. 

Table  I1,  the  form  of  which  is  suitable  for  decompression 
in  air-locks,  was  published  by  Haldane  in  1907.  Its  practical 
value  is  small,  however,  on  account  of  its  limited  detail. 
No  comprehensive  guide  became  available  until  the  Report 
of  The  Institution  of  Civil  Engineers2  was  circulated  in 
1936.  This  may  account  for  the  widespread  use  of  inefficient 
procedure  which  continued  in  the  intervening  years. 

TABLE  I. 

Haldane's  Table — Shoving  Rate  of 
Decompression  in  Caisson  and  Tunnel  Work 


Number  of  minutes  for  each 
decompression  after  the  first 

pound  of 
rapid  stage 

Working 

Pressure 

in  lb.  per 

sq.  in. 

After  first 

three  hours 

exposure 

After  second 

or  third  three 

hours  exposure, 

following  an 

interval  for 

a  meal 

After  6  hours 

or  more  of 

continuous 

exposure 

18  20 
21-24 
25-29 
30-34 
35-39 
40-45 

2 
3 
5 
6 

7 
7 

3 
5 

7 
7 
8 
8 

5 
7 
8 
9 
9 
9 

Uniform  decompression  is  still  applied  in  some  countries. 
It  is  contended  that  Haldane's  method  sets  up  excessive 
stress  in  the  system,  inducing  organic  reactions  by  which 
the  regular  process  of  desaturation  is  disturbed.3  There  is 
no  evidence  to  support  this  opinion  and  much  is  known  to 
discount  it. 

In  America  and  in  parts  of  continental  Europe  a  com- 
promise is  used,  in  which  the  first  rapid  reduction  extends 
to  half  the  gauge  working  pressure  only,  instead  of  half  the 
absolute,  shown  by  Haldane  to  be  safe. 

For  the  piers  of  the  Story  Bridge,  it  was  decided  to 
follow  the  stage  method  completely,  by  carrying  the  first 
reduction  of  pressure  down  to  half  the  absolute.  The  extent 
of  the  slow  stage  was  determined  from  the  theory,  which 
was  developed  mathemtically  for  the  purpose. 

Mathematical  Development  of  Theory 

It  is  assumed  that  the  blood  leaves  the  lungs  with  a 
solution  pressure  of  nitrogen  equal  to  the  partial  pressure  in 
the  surrounding  air.  The  pressure  in  the  tissues  is  varied 
by  an  exchange  of  nitrogen  with  the  circulating  blood. 

Referring  to  the  diagram,  Fig.  5. — 

1"The  Hygiene  of  Work  in  Compressed  Air"  by  J.  S.  Haldane. 
M.D.,  F.R.S.—  Jour,  of  the  Royal  Society  of  Arts,  Vol.  56,  1907-8. 

2The  Institution  of  Civil  Engineers,  "Report  of  the  Committee  on 
Regulations  for  the  Guidance  of  Engineers  and  Contractors  for  Work 
carried  out  under  Compressed  Air."  London,  1936. 

international  Labour  Office,  Geneva;  Occupation  and  Health — 
No.  166,  Compressed  Air  Work. 

THE  ENGINEERING  JOURNAL     October,  1942 


6  represents  the  external  air  pressure,  in  absolute  units. 

a  "         its  linear  rate  of  change. 

n  the  proportion  of  nitrogen  in  the  air  breathed 

(0.79  for  atmospheric  air). 
*  the  solution  pressure  of  nitrogen  in  the  tissues, 

in  absolute  units. 
t  "  time. 

0o,  4*0,  to  are  respective  values  at  the  outset. 

From  the  physical  laws  it  follows  that,  at  any  point 


(It 


=  kin  (d0  +  at)  —  <fi) 


Therefore, 

*  =  ^o  +  nat  + 


ndo 


4>n 


nki    (I 


e-*) , 


(I) 


5  minutes, 

k 

10 

k 

20 

k 

40 

k 

75 

k 

The  particular  values  of  k  for  the  different  groups  of 
tissues  are  as  follows:  For  those  which  become  "half- 
saturated"  in — 

0.1386  (A) 

0.06932  (B) 

0.03466  (C) 

0.01733  (D) 

0.009242  (E) 

Equation  (1)  is  general,  but  for  ordinary  conditions,  in 
which  n  remains  constant,  a  more  convenient  form  can  be 
secured. 

Let  P  represent  the  gauge  pressure  of  the  air  (above  at- 
mospheric), lb.  per  sq.  in. 
p  the  gauge  pressure  of  air  which  would 

exert  nitrogen  pressure  equal  to  that  in 
the  tissues,  lb.  per  sq.  in. 
If  the  normal  pressure  of  the  atmosphere  is  15  lb.  per 
sq.  in.  .  6  =  P  +  15 

<t>  =  n  (p  +  15). 

By  substitution  in  equation  (1) 

P°~kl    (1 


p  =  Po  +   at  +  {Pq 


"*') 


(2) 


Equation  (2)  was  used  in  the  preparation  of  Figs.  3  and 
6.  The  calculations  made  for  the  values  of  k  and  for  plotting 
Fig.  6  are  given  in  an  Appendix  to  the  original  paper. 

The  Pressure  Ratio 
For   safe   decompression,   as   defined   by   Haldane,    the 

J5    _|_     or) 

ratio  p  should  not  exceed  2.0  to  2.3  at  any  time  in 

10      i-    i 

any  of  the  five  tissue  groups.  In  his  recommended  air-lock 
practice,  when  the  first  rapid  reduction  of  pressure  has  been 
made,  the  ratio  is  a  little  less  than  2.0.  During  the  slow 
period  which  follows,  it  is  increased  slightly  to  not  more 
than  2.3  at  the  conclusion. 

Uniform  decompression  implies  a  ratio  of  1.0,  or  less, 
at  the  outset,  with  a  large  progressive  increase.  In  the 
American  procedure,  as  shown  in  Table  II,  conditions  are 
clearly  intermediate. 

50 


j 

-J^/^~^"^~~ '  \ 

T/  z7    ^^L. 

11/    /      -u^N 

\\     /     /'  \\N^ 

\!—/-    ^-        ij^! 

I/A    /           \\\  N 

1  fil  /            v\\ 

\f)t/                                     nJ\~ 

w~                           2§ 

18-6 


80  120 

TIME.  MINUTES 


160 


Fig.  4 — Stage  Decompression  Adapted  to  Tunnelling  Work. 

565 


*e0 

o 


Fig.  5. 

In  all  methods  generally  used  the  ratio  reaches  its 
highest  value,  and  the  danger  of  bubble  formation  is  there- 
fore greatest,  when  atmosphere  pressure  is  restored.  In 
practice,  symptoms  rarely  arise  beforehand. 

Thus,  the  final  ratio  is  the  theoretical  index  of  protection. 
Alternatively,  the  final  value  of  p  may  be  taken,  since  the 
two  and  are  related  directly.  Final  ratios  of  2.0  and  2.3  are 
represented  by  values  of  p  equal  to  15  and  19  lb.  per  sq.  in., 
respectively. 

It  is  inferred  that  positive  protection  should  result  when 
the  value  of  p  at  exit  is  15  lb.  per  sq.  in.,  and  that  symptoms 
should  be  "rare  and  slight"  when  it  is  kept  below  19  lb. 
per  sq.  in. 

Practical  Standards  of  Protection 

It  would  appear  at  first  sight  that  the  standard  of 
maximum  protection,  corresponding  to  15  lb.  per  sq.  in. 
at  exit,  should  generally  be  applied.  Time  can  be  saved, 
however,  and  the  discomfort  of  long  decompression  reduced, 
if  a  small  proportion  of  compressed-air  illness  is  accepted. 

It  is  understood  that  the  Admiralty  diving  tables  were 
compiled  to  provide  a  final  solution  pressure  of  nitrogen  in 
the  tissues  corresponding  to  18  lb.  per  sq.  in.  gauge  pressure 
of  air.  Figure  3  is  typical  of  a  number  of  cases  checked,  in 
which  only  slight  variations  were  found.  Haldane's  table 
for  decompression  in  air-locks,  reproduced  as  Table  I,  gives 
consistent  values  of  the  same  order.  The  proportion  of 
unsuccessful  decompressions  experienced  in  the  use  of  both 
is  said  to  be  small,  but  no  numerical  records  can  be  found. 


Much  higher  values  have  been  applied  in  American  work. 
It  is  reported  by  Sir  Henry  Japp1,  who  introduced  stage 
decompression  in  New  York  in  1908,  during  the  construc- 
tion of  the  Pennsylvania  Railroad  East  River  Tunnels,  that 
the  "nitrogen  pressure  in  the  blood"  (meaning  its  air 
equivalent),  was  regulated  to  27  lb.  per  sq.  in.  on  emergence. 
At  40  lb.  per  sq.  in.  working  pressure,  the  method  gave  139 
cases  in  8,510  decompressions,  or  1.63  per  cent.  In  1909 
he  recommended  25  lb.  per  sq.  in.  as  a  standard  for  general 
adoption. 

The  modified  stage  method  used  in  America  to-day  has 
been  developed  over  a  number  of  years  in  the  State  of 
New  York,  without  apparent  theoretical  guidance.  The 
regulations  made  have  been  altered,  from  time  to  time,  in 
the  direction  of  safety.  The  present  code  and  its  fore- 
runner, which  is  widely  retained  by  authorities  outside 
New  York,  are  summarized  in  Table  II.  The  results  of 
analyses  given,  though  irregular,  indicate  an  approach  to 
Haldane's  standard  in  the  amended  code. 

Dr.  Levy's  records,2  taken  from  the  Public  Service 
Commission  tunnels  which  were  driven  under  the  East 
River  between  1914  and  1919,  show  a  high  degree  of 
immunity  from  an  adaptation  of  the  former  New  York 
code.  Only  680  cases  resulted  from  1,361,461  decompres- 
sions, equal  to  0.05  per  cent.  The  adjustments  of  procedure 
which  were  made  to  meet  the  special  requirements  of 
tunnelling  work  are  incompletely  described  however,  and  a 
better  knowledge  of  the  conditions  would  be  needed  to 
analyse  the  protection  given. 

Australian  experience  in  the  foundations  of  the  Grey 
Street  Bridge  is  analysed  in  Table  III.  Values  of  p  at  exit, 
calculated  from  the  records,  are  shown  beside  the  per- 
centages of  compressed-air  illness  which  occurred. 

In  the  case  of  the  Story  Bridge,  the  six  shallow  founda- 
tions, which  were  air-locked  first,  were  made  the  subject 


1  "Caisson  Disease  and  its  Prevention"  by  Henrv  Japp,  Trans. 
Amer.  Soc.  CE.,  Vol.  65,  1909. 

"The  Prevention  of  Compressed  Air  Sickness,"  by  Sir  Henry  Japp. 
The  Structural  Engineer,  March  and  July,  1935. 

2 "Compressed-Air  Illness  and  its  Engineering  Importance,"  by 
Edward  Levy,  U.S.  Bureau  of  Mines,  Technical  Paper  285,  Washing- 
ton, 1922. 


TABLE  II. 
Analysis  of  American  Regulations 


Working 

pressure, 

lb.  per 

sq.  in. 

Working  periods,  hours 

Assumed 

time  of 

compression, 

minutes 

Time  of 

decompression, 

minutes* 

Calculated  value  of  />. 
lb.  per  sq.  in.,  after 

Code 

First 
shift 

Rest 

Second 
shift 

First 

shift 

Rest 

Second 
shift 

22 

4 

Vi 

4 

3 

14  7 

18  3 

13.6 

19  2 

29 

3 

1 

3 

4 

19  3 

22  3 

12  2 

23  0 

Various,  based 

on  old  New  York 

code. 

34 

2 

2 

2 

5 

34 

20  7 

6  4 

21  0 

40 

1H 

3 

va 

5 

40 

21   2 

3  7 

21  2 

- 

45 

1 

4 

i 

6 

45 

20  0 

21 

20  0 

50 

H 

5 

H 

6 

50 

19.2 

10 

19  2 

18 

4 

Vi 

4 

3 

9 

16.1 

11  6 

16  4 

26 

3 

1 

3 

4 

17  3 

20  5 

10  8 

20  9 

New  York 

33 

2 

2 

2 

5 

33 

20  3 

6  2 

20  4 

38 

Wi 

3 

m 

5 

38 

20  5 

3  5 

20  6 

43 

1 

4 

i 

5 

43 

19. 4f 

1.8 

19  4f 

48 

v* 

5 

H 

6 

48 

18.7 

1.0 

18  7 

50 

Vi 

6 

Vi 

6 

50 

16.5 

0  5 

16.5 

*Decompression  to  one-half  the  maximum  gauge  pressure  at  the  rate  of  five  pounds  per  minute,  and  the  remainder  at  a  uniform  rate. 
fSee  Fig.  8. 


566 


October,  1942    THE  ENGINEERING  JOURNAL 


of  experiment.  By  the  use  of  graphs  compiled  from  the 
theory  the  index  was  varied  between  15  and  23  lb.  per  sq.  in. 
In  1422  decompressions,  15  cases  of  compressed-air  illness 
arose,  generally  following  the  use  of  higher  values,  when  the 
symptoms  were  also  more  severe.  The  observations  were 
consistent  with  Haldane's  definition  of  the  safe  limit  as  19 
lb.  per  sq.  in. 

In  Pier  28  W,  a  constant  final  value  of  18.5  lb.  per  sq.  in. 
was  applied  and  0 .  77  per  cent,  of  recompressions  were 
required.  In  the  three  remaining  foundations,  the  index 
was  reduced  to  18.0  lb.  per  sq.  in.,  and  the  number  of  cases 
was  close  to  0.5  per  cent,  in  each  case,  as  shown  in  Table  IV. 

Later  work  was  carried  out  in  Brisbane  in  the  Pinkenba 
sewer,  between  November,  1940,  and  March,  1941,  at  a 
working  pressure  from  22  to  23  lb.  lb.  per  sq.  in.  The  de- 
compression was  adjusted  to  secure  a  final  value  of  16.0 
lb.  per  sq.  in.,  and  compressed-air  illness  was  reduced  to 
two  minor  cases  in  771  decompressions,  or  0.26  per  cent. 

Figure  7  has  been  plotted  from  the  theory,  to  a  constant 
index  of  18.0  lb.  per  sq.  in.,  in  a  form  convenient  for  general 
use.  Under  conditions  similar  to  those  which  existed  in  the 
works  described,  about  one  half  per  cent,  of  cases,  with 
few  severe  symptoms,  can  be  expected  from  its  use. 

When  greater  protection  is  desired,  the  time  of  decom- 
pression may  be  adjusted,  but  no  purpose  could  be  served 
by  reducing  the  value  of  p  at  exit  below  15  lb.  per  sq.  in. 

Pressure  Limits 

Figure  7  covers  working  pressures  up  to  60  lb.  per  sq.  in. 
above  the  atmosphere. 

The  pressure  which  men  can  sustain  with  safety  is 
limited  by  the  toxic  effect  of  the  oxygen1  in  highly  com- 
pressed air.  Its  concentration  is  not  sufficient  for  this  to 
appear  within  the  present  range  of  construction  work. 

In  the  Admiralty  diving  tables,  which  are  known  to  be 
safe,  ordinary  procedure  is  specified  to  a  depth  of  204  ft. 
or  91.5  lb.  per  sq.  in.  Additions  recently  made  provide  for 
descents  of  300  ft.  by  the  use  of  special  apparatus  in  which 
an  oxygen  respirator  is  employed  in  decompression  to  reduce 
the  period. 

The  Effect  of  Double  Shifts 

More  often  than  not,  the  workmen's  day  is  divided  into 
two  shifts,  with  a  period  of  rest  between  them.  At  the 
commencement  of  the  second  shift  the  tissues  contain 
residual  excess  nitrogen  which  affects  their  subsequent 
condition.  Thus,  their  nitrogen  content  at  the  conclusion 
is  greater  than  it  was  at  the  end  of  the  first  shift. 

Table  II  shows  the  calculated  values  of  p  at  the  end  of 

*See  Chapter  IX  of  Caisson  Sickness  by  Dr.  Leonard  Hill,  published 
by  Edward  Arnold,  London,  1912. 


o 

<40 

b 
as 


s^& 


18-0 


20 


40 


120 


140 


160 


ISO 


60  80  lOO 

TIME.  MINUTES 

Fig.  6 — True  Stage  Decompression  used  on  the  Story  Bridge. 

both  periods  under  the  American  codes.  An  extract  is 
extended  graphically  in  Fig.  8.  In  general  it  can  be  seen 
that  the  difference  is  very  small. 

In  both  the  Grey  Street  and  Story  Bridge  foundations, 
two  shifts  were  worked  daily  at  six  hours  sequence.  Analysis 
showed  that  the  increase  in  the  solution  pressure  of  nitrogen 
at  the  end  of  the  second  shift,  compared  with  the  first,  was 
negligible. 

Rate  of  Circulation 

In  the  development  of  Haldane's  theory  and  the  analyses 
made  by  its  use,  a  constant  rate  of  blood-circulation  has 
been  assumed. 

It  is  known  that  the  normal  rate  may  be  increased  as 
much  as  ten  times1  by  strenuous  exercise.  Whilst  so  large 
a  variation  is  not  to  be  expected  in  the  course  of  ordinary 
work,  nevertheless  some  difference  must  arise  between  the 
periods  spent  at  work  and  under  decompression. 

The  workmen  are  usually  urged  to  exercise  themselves  in 
the  air-locks,  to  increase  the  value  of  the  decompression. 

Apparent  discrepancies  in  different  sets  of  records,  as 
well  as  the  notably  erratic  proportions  of  compressed-air 
illness  experienced  from  day  to  day,  may  be  accounted  for 
to  some  extent  by  variations  of  physical  activity. 

Report  of  The  Institution  of  Civil  Engineers 

The  Report  of  the  Committee  of  The  Institution  of 
Civil  Engineers,  already  mentioned,  gives  practical  rules 
for  the  supervision  of  work  in  compressed  air.  The  main 
feature  is  its  table  of  stage  decompression,  of  much  wider 
application  than  anything  published  before. 

1Caisson  Sickness  by  Dr.  Leonard  Hill,  published  by  Edward  Arnold, 
London,  1912. 


TABLE  III. 
Grey  Street  Bridge  Records 


Working 

pressure. 

lb.  per 

sq.  in. 

Time  of 

compression, 

minutes 

Period  of 

work  at 

face,  hours 

Time  of 

exposure 

to  working 

pressure, 

hours* 

Time  of 

decompression, 

minutest 

Calculated 

value  of  p 

at  exit, 

lb.  per  sq.  in. 

Cases  of 
compressed-air 
illness  recorded, 

number  per  cent. 

of  decompressions 

37 

18.5 

2 

2K 

51 

20.8 

1.2  per  cent,  of  1,890 

41 

20  5 

iy2 

m 

58 

20.3 

0.0  per  cent,  of  1,458 

45 

22  5 

iy2 

m 

64 

21.6 

0.9  per  cent,  of  1,236 

47 

23  5 

\Vi 

m 

67 

22.4 

1.1  per  cent,  of  1,462 

48 

24 

IV2 

\% 

69 

22. 71 

2.9  per  cent,  of  1,135 

Total 

1.1  per  cent,  of  7,181 

*To  the  periods  worked  at  the  face,  }4  hour  has  been  added  for  the  time  occupied  in  changing  shifts. 

fDecompression  to  one  half  the  maximum  gauge  pressure  at  the  rate  of  2  lb.  per  min.,  then  five  pounds  at  the  rate  of  1  lb.  per  min.,  then 
five  pounds  at  the  rate  of  Yi  lb.  per  min.,  then  to  atmospheric  pressure  at  the  rate  of  Y>  lb.  per  min. 
J  See  Fig.  10. 


THE  ENGINEERING  JOURNAL     October,  1942 


567 


Obviously  the  table  has  been  compiled  by  the  use  of 
Haldane's  theory,  but  the  method  of  its  compilation  is  not 
recorded. 

When  the  Report  became  available  in  1936,  the  investi- 
gations undertaken  in  Brisbane  were  already  well  advanced. 
They  were  completed  independently,  with  closely  parallel 
results.  Difference  arose,  however,  on  several  points. 

It  can  be  shown  that  the  decompression  table  provides 
varied  values  of  the  final  pressure  index,  from  about  18  lb. 
per  sq.  in  for  high  working  pressures,  which  is  quite  satis- 
factory, to  22  lb.  per  sq.  in.  when  the  working  pressures  are 
low.  The  protection  afforded  at  low  working  pressures,  in 
terms  of  the  theory,  therefore  appears  inadequate.  The 
meagre  explanatory  notes  included,  fail  to  establish  the 
safety  of  the  departure  made. 

Discretionary  curtailment  of  the  decompression  period 
is  suggested  in  the  Report,  provided  the  number  of  cases 
requiring  recompression  in  any  one  week  is  not  allowed  to 
exceed  2  per  cent.  Observations  show  that  more  than  one 
per  cent,  makes  excessive  demands  upon  the  medical  staff 
and  may  cause  anxiety  amongst  the  men. 

The  fixed  period  of  two  minutes  specified  for  the  rapid 
stage  of  decompression,  is  more  logical  than  the  nominal 
rate  applied  in  Brisbane.  In  view  of  local  experience,  how- 
ever, it  appears  too  fast.  For  average  workmen  the  time 
might  well  be  doubled. 

Control  of  Decompression 

In  the  pressure  gauges  attached  to  the  locks,  accurate 
calibration  is  necessary.  All  gauges  should  be  tested 
throughout  the  working  range. 

The  air-locks  used  on  the  Story  Bridge  were  operated  by 
attendants  stationed  outside.  By  way  of  instruction  to 
them  and  to  assist  operation,  a  decompression  dial  was 
provided  at  each  air-lock,  mounted  near  a  clock  beside  the 
pressure  gauges.  Each  dial  consisted  of  a  fixed  card  marked 
like  the  face  of  a  clock,  with  a  disc  pinned  in  the  centre 


on  which  the  course  of  decompression  had  been  plotted. 
Its  starting  point  is  set  by  rotation  to  match  the  minute 
hand  of  the  clock,  which  then  indicates  the  gauge  readings 
required.  The  inner  disc  must  be  changed  with  an  alteration 
of  working  pressure  or  time  of  exposure,  and  a  number 
should  be  kept  on  hand  to  cover  possible  variations. 

Recompression 

It  has  long  been  known  that  the  symptoms  of  compressed- 
air  illness  usually  disappear  on  return  to  work.  This  led  to 
the  use  of  recompression  for  treatment,  and  it  is  still  the 
only  effective  remedy  known.  The  pioneer  of  the  subject 
was  Sir  Ernest  Moir,  a  British  engineer,  by  whom  the  first 
medical  air-lock  was  built. 

All  works  of  any  consequence  are  now  equipped  with  a 
medical  lock.  A  steel  cylinder  is  divided  by  a  bulkhead  into 
two  compartments.  Each  is  fitted  with  an  air-tight  door, 
two  bunks,  glass  ports  for  observation  and  a  "medicine- 
lock"  for  the  transmission  of  packages  from  the  outside. 
The  bunks  are  provided  with  blankets  to  keep  the  patients 
warm.  The  valves  and  gauges  for  controlling  the  pressure 
are  located  outside  the  lock. 

In  an  emergency,  recompression  may  be  carried  out 
with  confidence  by  anyone  acquainted  with  its  principles. 
Medical  supervision  of  the  patients  and  their  treatment  is 
generally  desirable,  however,  because  the  diagnosis  is 
sometimes  uncertain  and  complications  may  arise  requiring 
direct  medical  aid. 

The  pressure  should  be  increased  rapidly  to  its  original 
working  level,  despite  the  disappearance  of  symptoms 
before  it  is  reached.  Some  authorities  recommended  a  pres- 
sure above  the  original,  but  this  may  not  be  possible  when 
the  lock  is  supplied  with  air  from  the  same  source  as  the 
works. 

Recompression  usually  gives  complete  relief  at  once. 
The  effect  is  less  marked,  however,  when  its  application 
is  delayed  until  the  tissues  have  been  actually  damaged. 


TABLE  IV. 
Story  Bridge  Records 


Founda- 
tion 

Date  of 
work 

Working 

pressure 

range, 

lb.  per 

sq.  in. 

Time  of 

compression, 

minutes 

Period  of 

work  at 

face, 

hours 

Time  of 

exposure 

to  working 

pressure, 

hours* 

Time  of 
decom- 
pression, 
minutes 

Value  of  p 

at 

exit,  lb. 

per  sq.  in. 

Number  of 
decom- 
pressions 

Cases  of 
compressed- 
air  illness 
recorded 

Cases 
per  cent, 
of  decom- 
pressions 

25  W 

15/6/36 
23/6/36 

24 
30 

5 
6 

1H 

m 

Varied 

Varied 

•15  to  23  lb. 

per  sq.  in. 

233 

6 

2.6 

25  E 

30/6/36 

4/7/36 

22 

28 

4 
6 

VA 

\% 

196 

0 

0.0 

27  W 

13/7/36 

18/7/36 

35 
40 

7 

8 

VA 

m 

247 

6 

2  4 

27  E 

20/7/36 

25/7/36 

40 

42 

8 
8 

VA 

va 

228 

3 

1.3 

26  W 

27/7/36 
4/8/36 

22 

27 

4 
6 

v/2 

VA 

287 

0 

0.0 

26  E 

5/8/36 
12/8/36 

26 
32 

5 
6 

VA 

VA 

231 

0 

0.0 

28  W 

12/8/36 
8/9/36 

38 
42 

8 
8 

VA 

VA 

48 
62 

18.5 

908 

7 

0  77 

28  E 

24/8/36 
3/9/36 

40 
44 

8 
9 

VA 

VA 

57 
71 

18.0 

531 

3 

0  56 

29  E 

23/2/37 
15/4/37 

50 
55 

10 

11 

1 

VA 

77 
94 

18  Of 

4,403 

23 

0  52 

29  W 

29/4/37 
1/6/37 

50 

57 

10 

11 

1 

VA 

77 
103 

18.0 

3,813 

17 

0.45 

Totals 

1 1 ,077 

65 

0.59 

*To  the  periods  worked  at  the  face,  *4  hour  has  been  added  for  the  time  occupied  in  changing  shifts. 
tSee  Fig.  11. 


568 


October.  1942    THE  ENGINEERING  JOURNAL 


Relief  is  brought  about  by  a  reduction  of  the  bubbles  in 
size.  For  permanent  results  they  need  to  be  redissolved. 
To  this  end  the  pressure  may  be  maintained  for  twenty 
minutes,  more  or  less,  according  to  the  method  followed. 
In  the  Admiralty  practice,  decompression  is  commenced 
at  once,  provided  all  symptoms  have  disappeared,  but  the 
rate  is  so  slow  that  the  result  is  practically  the  same.  Tables 
of  rates  for  various  conditions  are  given  in  the  Diving 
Manual.  Even  if  the  working  pressure  has  been  maintained 
for  a  period,  a  reduced  rate  of  decompression  should  be 
applied,  with  particular  caution  as  atmospheric  pressure  is 
approached. 

Most  patients  can  be  cured  completely,  but  the  symp- 
toms sometimes  recur  and  treatment  has  to  be. repeated. 
In  such  cases  the  rate  of  decompression  should  be  further 
reduced. 

Late  treatment  is  the  principal  cause  of  failure.  The 
workmen  should  be  warned,  therefore,  to  report  suspected 
symptoms  at  the  earliest  opportunity. 

The  breathing  of  oxygen  from  a  respirator  in  the  medical 
lock  is  a  recognized  means  of  assisting  the  cure,  at  present 
not  widely  used. 

General  Precautions 

Susceptibility  to  compressed-air  illness  varies  with 
individuals  and  conditions.  Unsuitable  men  should  be 
eliminated  by  medical  examination  and,  wherever  possible, 
the  health  of  the  workmen  should  be  placed  under  medical 
supervision. 

The  air-locks  should  be  protected  from  extremes  of 
temperature  and  reasonable  facilities  provided  in  and 
about  the  works  to  reduce  discomfort  and  fatigue.  Proper 
dressing  sheds,  with  hot  shower-baths  are  necessary.  In 
Queensland  hot  coffee  is  supplied  to  each  shift  after  decom- 
pression. 

Certain  standards  must  be  satisfied  in  the  supply  of 
compressed  air. 

Supply  of  Compressed  Air 

Fresh  air  contains  about  0.03  per  cent  of  carbon  dioxide. 
An  increase  to  3  per  cent  is  hardly  noticeable  at  atmos- 
pheric pressure,  resulting  only  in  deeper  breathing  than 
usual.  Greater  proportions  cause  distress  and  ultimately 
lead  to  suffocation.1  Concentration  has  the  same  effect, 
whether  brought  about  by  an  increased  percentage  at 
atmospheric  pressure  or  by  raising  the  pressure  of  the  air. 
Thus,  the  safe  partial  pressure  in  the  atmosphere  should 
not  be  exceeded  in  compressed  air. 

The  breathing  of  one  person  produce  0.014  to  0.045 
cu.  ft.  of  carbon  dioxide  per  minute,  measured  at  atmos- 
pheric pressure,  for  respective  conditions  of  rest  and  work.2 
In  the  case  of  divers,  the  only  source  of  increase  is  their 
breathing.  To  prevent  the  concentration  in  the  helmet  of 
a  diver  at  work,  from  rising  above  3  per  cent,  of  an  atmos- 
phere, air  must  be  supplied  at  the  rate  of  0.045/. 03  =  1.5 
cu.  ft.  per  min.,  measured  at  the  working  pressure.  This 
is  the  quantity  specified  for  Admiralty  divers. 

Haldane  suggested  that  in  caissons  and  tunnels,  to  make 
the  effects  of  carbon  dioxide  "practically  inappreciable," 
its  partial  pressure  should  not  be  allowed  to  exceed  1  per 
cent  of  an  atmosphere.  To  provide  for  the  breathing  of 
the  persons  present,  a  minimum  ventilation  of  5  cu.  ft. 
per  man  per  minute,  measured  at  the  existing  pressure, 
would  suffice  if  the  air  were  properly  distributed. 

In  practice  a  larger  supply  is  needed  to  overcome 
uneven  distribution  in  the  working  chamber  and  to  remove 
additional  quantities  of  carbon  dioxide,  as  well  as  carbon 
monoxide  and  other  poisonous  gases,  introduced  from 
various  sources.  Wastage  of  air  through  the  material  locks 
and  elsewhere  must  also  be  replaced. 

xSee  "The  Hygiene  of  Work  in  Compressed  Air,"  by  J.  S.  Haldane, 
M.D.,  F.R.S.,  Jour,  of  the  Royal  Society  of  Arts,  Vol.  56,  1907-8. 

2See  The  Diving  Manual,  1936,  p.  28. 


On  the  Story  Bridge  works,  provision  was  made  to 
supply  at  least  12.5  cu.  ft.  of  compressed  air  per  man  per 
minute  to  the  working  chambers  and  5  cu.  ft.  per  man 
per  minute  to  the  man-locks.  At  Pier  29,  where  the  maxi- 
mum conditions  occurred,  10  men  were  located  at  one 
time  in  the  working  chamber  and  10  (to  20)  men  in  the 
locks.  Therefore,  the  requirements  were  (10  X  12.5)  + 
(10  X  5)  =  175  cu.  ft.  per  min.,  measured  at  the  working 
pressure  of  54  lb.  per  sq.  in.  In  terms  of  "free  air"  i.e.  air 
measured  at  atmospheric  pressure,  the  volume  was — 
175  X  69/15  =  805  cu.  ft.  per  min. 

Air  was  supplied  by  three  compressors  each  13  in.  X 
143^  in.,  of  displacement  570  cu.  ft.  per  min.  Their  indi- 
vidual output  was  450  to  500  cu.  ft.  of  free  air  per  minute. 
Two  were  kept  at  work  under  ordinary  circumstances  and 
the  third,  acting  normally  as  a  standby,  was  also  brought 
into  commission  after  explosives  had  been  fired  in  the 
working  chamber,  to  assist  in  clearing  away  the  fumes. 
Smaller  machines  supplied  high-pressure  air  for  operating 
pneumatic  tools. 

The  compressors  were  driven  by  electric  motors.  No 
standby  source  of  power  was  installed  because  the  risk  of 
interruption  was  remote,  and  the  quantity  of  air  stored 
in  the  working  chamber  and  receivers  was  always  ample 
for  the  safe  withdrawal  of  the  men.  The  one  failure  which 
occured  caused  no  anxiety  and  little  inconvenience. 

The  main  supply  of  compressed  air  was  delivered  into 
each  man-lock  shaft,  just  below  the  man-lock,  to  ensure  the 


uj   -50 

< 

O 

b    40 


^\      ^i^ttI  ^ 

AJ<^^<\/^ 

/^yjr^ 

/*\M^ 

^v<xn 

i/ 

2 

\/\S&' 

*  EXPOSURE 

L3H^; 

_i//£ 

<y\  j^^^ 

! 

i 

\ 

i 

i 

10    20     30    40    50     60    70     80    90    100  110     120   130   140   150 
TOTAL  TIME  OF  DECOMPRESSION.  MINUTES. 

Fig.  7 — Decompression  Chart,  for  p  =  18.0  lb.  per  sq.  in.  at  exit. 

distribution  of  fresh  air  to  vital  points.  From  the  inlet  it 
had  to  pass  down  the  man-lock  shaft  shown  in  Fig.  2, 
to  the  working  chamber,  or  else  through  a  by-pass  pipe 
and  valve  to  the  man-lock.  From  the  working  chamber 
sufficient  air  for  ventilation  was  generally  exhausted  under 
the  cutting  edges  and  a  certain  amount  passed  upwards 
through  the  material-locks,  whenever  they  were  operated. 
Below  each  material-lock  a  safety  valve  was  fitted,  to  pro- 
vide against  blockage  at  the  cutting  edges,  and  an  exhaust 
valve  for  blow-down  purposes. 

The  quality  of  the  air  is  important,  and  the  intake  should 
be  arranged  to  secure  a  clean  supply.  Contamination  in  the 
compressors  should  be  reduced  by  the  use  of  good  machines 
and  selected  lubricants.  Facilities  for  removing  oil  from  the 
compressed  air  should  also  be  provided.  On  the  Story 
Bridge  works  an  "after-cooler"  of  tubular  type  was  used. 
When  the  compressed  air  is  chilled  by  circulating  water, 
most  of  the  oil  it  contains  is  carried  off  with  the  moisture 
condensed. 

The  efficiency  of  the  workmen  is  affected  by  the  tem- 
perature, humidity  and  movement  of  the  air,  which  con- 
stitute "air-condition."  The  temperature  can  be  con- 
trolled to  some  extent.  The  humidity  cannot  be  reduced 
much  below  saturation  by  any  practicable  means,  but 
appreciable  movement  can  be  induced  by  the  system  of 


THE  ENGINEERING  JOURNAL     October,  1942 


569 


- :  J  - 

... 

■/^\^\\ 

,-*y\ 

l\A  /\ 

// 

i 

7 

^V" 

It  /\~J\\ 

i  /  / 

\  //  Y 1 1A\\ 

/ 

\\\ 

///  / l/vV 

/A'  ' 

\\V 

l\v 

^V 

7/ 

\\\ 

\k 

^C^ 

r 

r 

\ 

<^b^: 

"! 

1  \ 

0  40  80  120  160  200         240         280  320  360         400         440 

TIME.  MINUTES 

Fig.  8 — Double  Shifts,  under  the  New  York  Code. 

ventilation  already  described.  Air  condition  in  the  work- 
ing chambers  of  the  Story  Bridge  foundations  was  checked 
by  the  medical  staff  from  time  to  time.  In  Pier  29  E, 
fourteen  sets  of  readings  taken  during  the  day  and  night, 
under  different  conditions  of  external  weather,  showed 
little  variation.  The  wet-bulb  and  dry-bulb  registrations 
were  practically  identical,  ranging  from 76°  to  80°  F.,  with 
an  average  of  78.7°.  The  mean  velocity  of  the  air,  deter- 
mined from  readings  of  the  kata  thermometer,  was  145  ft. 
per  min.  The  conditions,  though  severe,  are  within  the 
limits  endorsed  by  authorities1  for  industrial  operations. 

Conclusion 

The  preparation  of  this  paper  was  prompted  by  the  fact 
that  the  theory  of  stage  decompression  has  not  previously 
been  developed  in  engineering  literature.  Its  proper  use 
has  been  restricted  to  diving,  whilst  in  construction  work 
it  has  been  regularly  misapplied. 

There  appears  no  ground  for  departure  from  the  prin- 
ciples established  by  Dr.  Haldane. 

APPENDIX 

Report  on  Workers  in  Compressed  Air  during  the  Construction  of 
Piers  29  East  and  29  West  of  the  Story  Bridge— between  22/2/1937  and 
4/6/1937. 

Messrs.  M.  R.  Hornibrook  (Pty.)  Ltd., 
BRISBANE. 

Dear  Sirs, 

I  have  pleasure  in  presenting  this  report  on  certain  medical  aspects 
of  the  work  done  on  piers  29  east  and  west,  under  compressed  air; 

1.  Total  number  of  persons  entering  Caisson 159 

2.  Total  number  of  decompressions 8,216 

!The  American  Society  of  Heating  and  Ventilating  Engineers, 
Guide,  1936. 


3.  Cases  of  sickness  treated  in  Hospital  Lock 

(Group  I) 40   =  0.49% 

of  all  decompressions 

4.  Cases  with  symptons  re-entering  man-locks  for  relief 

(Group  II) 27   =  0.33% 

of  all  decompressions 

I  do  not  think  that  the  cases  in  Group  II  have  previously  been 
listed  in  figures  published  for  work  in  compressed  air,  and  believe 
that  only  cases  of  such  severity  as  those  in  Group  I  were  recorded. 
If  this  is  so  we  may  fairly  compare  the  cases  in  Group  I  alone,  with 
previous  figures. 

Doing  this  we  find  that  the  freedom  from  compressed  air  illness 
during  this  work  compares  quite  favourably  with  that  in  other  large 
works  elsewhere,  in  spite  of  a  mean  pressure  some  10  to  15  lb.  per 
square  inch  higher.  The  mean  pressure  here  was  approximately  52  lb. 
per  square  inch. 

Age. — The  mean  age  of  all  men  entering  the  locks  differed  by  so 
little  from  the  mean  age  of  the  men  included  in  Group  I  that  we 
may  fairly  say — that  there  is  no  evidence  that  in  carefully  selected 
workers,  caisson  sickness  is  any  more  common  among  older  men. 
The  oldest  person  entering  the  caisson  was  in  his  sixtieth  year  and 
he  made  a  large  number  of  descents  without  mishap. 

Older  men  with  previous  experience  of  this  work,  appear  to  fare 
better  than  younger  workers  without  experience. 

Treatment  of  Sickness. — I  believe  that  the  sufferer  should  be  com- 
pressed to  the  working  caisson  pressure  as  soon  as  possible  and  there 
maintained  for  thirty  minutes.  Decompression  is  on  the  same  principle 
employed  in  the  working  locks  but  twice  as  long  is  taken  in  lowering 
from  one  half  absolute  to  atmospheric  pressure. 

A  second  decompression  does  not  seem  worthwhile  unless  the 
recurrence  of  symptoms  is  severe.  Other  methods  of  making  the 
patient  more  comfortable  seem  to  be  more  effective.  If  severe  symp- 
toms do  recur,  recompression  should  certainly  be  employed  a  second 
and  even  a  third  time. 

Health  of  the  Workers. — There  is  no  evidence  that  any  worker  was 
permanently  injured,  with  the  exception  of  one  man,  in  whom  deafness 
may  be  due  to  this  work. 

More  shifts  were  missed  as  the  result  of  other  sickness  as  the 
weather  became  colder,  and  it  would  seem  sound  both  from  an 
economic  and  an  humanitarian  viewpoint,  to  arrange  that  future  work 
of  this  kind  is  done  as  far  as  possible  during  the  summer  months. 

Working  Conditions. — These  were  investigated  with  Wet  and  Dry 
Kata  thermometers. 

In  the  working  chamber,  temperatures  were  quite  satisfactory  in 
relation  to  the  excellent  ventilation  provided.  The  value  of  the  after- 
cooler  in  removing  oil  and  excess  water  from  the  air  supply  is  un- 
doubted. I  do  not  think  that  any  improvement  can  practicably  be 
expected  here. 

Trying  extremes  of  temperature  were  experienced  by  workers  in 
the  locks  whilst  entering  and  leaving  the  caisson.  It  should  be  well 
worth  while  testing  the  value  of  some  method  of  overcoming  this — 
by  wet  bagging  in  summer  and  a  coil  of  steampipe  in  winter,  for 
example. 

I  trust  that  this  will  be  of  some  value  to  you  in  the  future. 

Thanking  you  for  your  co-operation  and  assistance, 

I  am, 

Yours  faithfully, 
(Signed)  Keith  A.  Moore, 
7/6/1937.  Medical  Officer. 


570 


October.  1912    THE  ENGINEERING  JOURNAL 


REGULATIONS  AFFECTING  THE  CONSTRUCTION  INDUSTRY 


At  the  request  of  the  Controller  of  Construction,  we  are 
pleased  to  reproduce  Order  No.  12,  issued  last  month,  regu- 
lating the  use  of  material  in  the  construction  of  ALL  BUILD- 
INGS IN  CANADA.  Appended  to  this  order  is  certain 
information  which  may  be  useful  to  engineers  in  the  con- 
struction industry. 

It  should  be  noted  that  the  following  order  does  not  in 
any  way  alter  the  licensing  requirements  and  licenses  must 
be  obtained  from  the  Controller  of  Construction  as  required, 
nor  does  this  order  relieve  any  person  from  the  necessity 
of  complying  with  the  provisions  of  any  other  applicable 
order  or  regulations  of  any  controller  or  administrator. 

Warning  is  given  that  when  projects  are  being  planned 
which  will  require  the  use  of  any  materials  or  equipment 
whose  source  of  origin  is  the  United  States,  the  Priorities 
Office  of  the  Department  of  Munitions  and  Supply  in  the 
locality  or  in  Ottawa  should  be  consulted  as  soon  as  possible. 
Unless  this  is  done  promptly,  serious  delays  may  be  en- 
countered in  ascertaining  whether  such  supplies  are  or  can 
be  made  available. 

CONTROLLER  OF  CONSTRUCTION 


Order  No.  12 

(CONSTRUCTION    MATERIALS—  CONSERVATION) 
Dated  September  22,  1942 


The  increasing  demands  of  the  war,  and  transportation 
difficulties  arising  therefrom,  have  seriously  affected  the 
available  supply  of  certain  materials  essential  to  the  war  effort. 
Great  Britain  and  the  other  United  Nations  are  looking  to 
this  country  for  increasing  supplies  of  raw  materials  and 
goods  and  in  other  materials  Canada  must  look  to  the 
United  States  for  a  larger  percentage  of  her  requirements. 
It  is  imperative,  therefore,  that  the  use  of  all  such  materials 
be  curtailed  where  not  absolutely  essential.  Certain  of  these 
materials  are,  in  normal  times,  used  in  the  construction  of 
buildings  and  in  most  cases,  substitutes  are  available  in 
other  materials. 

Therefore,  pursuant  to  the  powers  vested  in  the  Controller 
of  Construction  by  Order  in  Council  P.C.  660,  dated  the 
30th  day  of  January,  1942,  and  by  any  other  enabling  Order 
in  Council  or  Statute,  and  with  the  approval  of  the  chairman 
of  the  Wartime  Industries  Control  Board,  and  the  concur- 
rence of  the  Steel  Controller,  the  Metals  Controller,  the  Oil 
Controller,  the  Timber  Controller,  the  Controller  of  Sup- 
plies, and  the  Co-Ordinator  of  Metals  Administration, 

I  Hereby  Order  as  Follows: 

1.  In  the  construction,  repair,  alteration  of,  or  any  addi- 
tion to,  any  of  the  following: 

Dwellings, 

Apartment  buildings, 

Office  buildings, 

Warehouse  buildings  having  floors  for  load  not  exceeding 
200  pounds  per  square  foot, 

Stores,  show  rooms  or  other  buildings  for  trade  purposes, 

Theatres,  halls  or  other  buildings  for  amusement  or  recrea- 
tional purposes, 

Churches  or  ecclesiastical  buildings, 

Schools  or  educational  buildings, 

Administrative  buildings  or  institutions(except  hospitals), 

Hotels, 

Clubs, 

Museums  or  galleries, 

Libraries, 

Banks  or  other  buildings  for  financial  purposes, 

Funeral  parlours, 

Farm  buildings  or  stables, 

Storage  buildings,  sheds  or  outbuildings, 


(a)  THE    FOLLOWING    MATERIALS    MUST    NOT 
BE  USED: 

1.  Structural  steel  (including  window  lintels), 

2.  Steel  stairs  (including  fire  escapes), 

3.  Steel  siding  or  roofing  (including  galvanized  iron 
or  steel)  except  for  flashings, 

4.  Metal  sash,  doors,  trim  or  furring, 

5.  Steel  or  iron  railings, 

6.  Metal  lath  (except  for  reinforcing  at  joints  and 
corners) , 

7.  Stainless  steel  in  any  form  (except  fully  manufac- 
tured articles), 

8.  Aluminum  or  aluminum  alloys, 

9.  Copper  or  brass  tubing  or  pipe, 

10.  Copper  or  brass  alloy — sheet  or  plate  (including 
flashings,  downpipes,  etc.), 

1 1 .  Copper  or  copper  alloy  extruded  shapes, 

12.  Copper  or  copper  alloy  screening, 

13.  Sheet  zinc, 

14.  Nickel  or  nickel  alloys  in  any  form  (except  nickel 
plated  articles), 

15.  Metal  lockers  and  furniture, 

16.  Metal  bins,  partitions  and  shelving, 

17.  Rubber   in    any  form    including    reclaim  (except 
manufactured  articles), 

18.  Cork  in  any  form  (except  manufactured  articles), 

19.  Tin  or  tin  alloys  (excluding  solder), 

AND 
(6)  The  following  materials  must  be  conserved  in  use  to 
the  greatest  possible  extent: 

1.  Reinforcing  steel, 

2.  Steel  piping, 

3.  Cast  iron  piping, 

4.  Galvanized  iron, 

5.  Copper  wiring, 

6.  Lead  or  lead  alloys  in  sheet  form, 

7.  Linoleum, 

8.  Douglas  fir  timber, 

9.  Douglas  fir  plywood, 

10.  All  imported  hardwoods, 

11.  Asphalt  paving,  roofing,  flooring. 

2.  For  the  construction,  repair  or  alteration  of,  or  any 
addition  to,  factories,  hospitals,  warehouses  having  floor 
for  load  exceeding  two  hundred  pounds  per  square  foot, 
manufacturing  plants,  munition  plants,  shipyards,  power 
plants,  mines,  processing  plants,  public  utilities,  and  all 
other  structures  not  included  in  Section  1  of  this  Order: 

(a)  THE  FOLLOWING  MATERIALS  MUST  NOT  BE 
USED: 

1.  Steel  plate  roofing, 

2.  Steel  stairs, 

3.  Metal  sash, 

4.  Steel  plate  flooring, 

5.  Steel  and  iron  railings, 

6.  Metal  doors  and  trim  (except  kalamein  doorswhere 
fire  hazard  exists), 

7.  Metal  partitions,  bins,  lockers  or  shelving, 

8.  Metal  furniture  or  counters, 

9.  Aluminum  or  aluminum  alloys, 

10.  Copper  or  copper  alloy  roofing,  flashings  or  down- 
pipes, 

11.  Copper  or  copper  alloy  extruded  shapes, 

12.  Sheet  zinc, 

13.  Tin  or  tin  alloys  in  any  form  (excluding  solder), 

14.  Rubber   in   any   form  including   reclaim    (except 
manufactured  articles), 

AND 

(6)  The  following  materials  must  be  conserved  in  use  to 
the  greatest  possible  extent  : 


THE  ENGINEERING  JOURNAL     October,  1942 


571 


1 .  Structural  steel  (including  window  and  door  lintels) , 

2.  Reinforcing  steel, 

3.  Metal  lath, 

4.  Copper  or  copper  alloy  sheet,  pipe  and  wiring, 

5.  Copper  or  copper  alloy  screens, 

6.  Nickel  and  nickel  alloys  in  any  form  (excluding 
nickel  plated  items), 

7.  Lead  or  lead  alloys  in  sheet  form, 

8.  Cork  in  any  form  (except  manufactured  articles), 

9.  Douglas  fir  plywood, 

10.  Structural  Douglas  fir  timbers, 

11.  All  imported  hardwoods, 

12.  Asphalt  for  paving,  roofing  or  flooring. 

3.  The  design  of  all  buildings  must  be  economical  in  the 
use  of  all  building  materials.  Wiring  must  be  planned  to 
use  the  least  possible  conduit,  copper  wire,  bus  bars  and 
connections.  Heating  must  be  planned  for  the  least  possible 
use  of  piping.  Location  of  lavatories,  kitchens,  etc.,  must 
be  so  placed  that  the  least  possible  drainage  connection  and 
water  connection  is  required. 

In  dwellings  or  apartment  houses,  location  of  bathrooms, 
kitchens  and  laundries  must  be  planned  so  that  only  one 
cast  iron  sewage  stack  will  be  required  for  each  self-con- 
tained dwelling  place. 

4.  The  Controller  of  Construction  may  vary  the  pro- 
visions of  this  Order,  add  other  materials  and  things  to  the 
above  lists  or  exempt  any  construction  or  use  of  construction 
materials  from  the  prohibitions  of  this  Order  where  he  shall 
deem  it  advisable. 

5.  This  Order  does  not  in  any  way  affect  or  modify  any 
Order  of  the  Steel  Controller,  the  Metals  Controller,  the 
Oil  Controller,  the  Timber  Controller,  the  Controller  of 
Supplies,  or  the  Administrator  of  Fabricated  Steel  and 
Non-Ferrous  Metals,  and  any  Order  for  permission  for  use, 
or  prohibition  of  use,  given  or  made  by  any  of  them  within 
his  jurisdiction  will  supersede  and  govern  over  the  require- 
ments of  this  Order. 

6.  This  Order  shall  come  into  effect  on  the  date  hereof. 


C.  BLAKE  JACKSON  (Signed) 

Controller  of  Construction. 


Approved 


R.  C.  BERKINSHAW  (Signed) 

Chairman,  Wa7'time  Industries  Control  Board. 

Note:  Any  correspondence  with  regard  to  this  Order 
should  be  addressed  to  the  Controller  of  Construction, 
Department  of  Munitions  and  Supply,  85  Richmond  Street 
West,  Toronto,  Ontario. 

The  Controller  Appends  the  Following  for  the 
Guidance  of  the  Construction  Industry 

The  use  of  the  following  materials  are  under  direct  control 
of  controllers  or  administrators  as  noted: 

Steel — structural,  reinforcing,  plate  and  shapes — new  or 
second  hand.  Regardless  of  other  requirements  permit  must 
be  obtained  for  use,  regardless  of  ownership,  from: 

The  Steel  Controller, 

Department  of  Munitions  and  Supply, 

Ottawa. 

Cast  Iron  Pipe  and  Steel  Pipe  not  including  cast  iron  soil 
pipe.  Regardless  of  other  requirements  permit  must  be 
obtained  from: 

The  Steel  Controller, 

Department  of  Munitions  and  Supply, 

Ottawa. 

Public  Utility  Extensions  to  serve  new  construction  (such 
extensions  must  be  made  to  existing  leads,  lines  or  mains). 
Permits  must  be  obtained  by  public  utility  from: 

The  Metals  Controller, 

Department  of  Munitions  and  Supply, 

Ottawa. 


Copper  or  Brass  Pipe — Cannot  be  used  except  with  special 
permission    of: 

The  Metals  Controller, 

Department  of  Munitions  and  Supply, 

Ottawa. 

Manila  Rope — Use  prohibited  by: 

The  Controller  of  Supplies, 
Department  of  Munitions  and  Supply, 
Ottawa. 

Rubber — Use  of  crude,  reclaim  and  scrap  rubber  pro- 
hibited by: 

The  Controller  of  Supplies, 
Department  of  Munitions  and  Supply, 
Ottawa. 

(Manufactured  articles,  if  already  in  stock,  may  be  used.) 

Metal  Lockers,  Metal  Bins,  Metal  Shelving,  Metal  Counters, 
Metal  Partitions,  under  control  of: 

The  Controller  of  Supplies, 
Department  of  Munitions  and  Supply, 
Ottawa. 

Refrigeration,  Air-C  onditioning  and  Comfort-Cooling 
Equipment — Cannot  be  installed  except  on  permit  from: 

The  Controller  of  Supplies, 
Department  of  Munitions  and  Supply, 
Ottawa. 

Cork — Ground  cork  for  insulation  purposes  or  cork  insul- 
ation board  cannot  be  used  except  by  special  permission  of: 

The  Controller  of  Supplies, 
Department  of  Munitions  and  Supply, 
Ottawa. 

Gas  Heating — Use  of  gas  for  heating  restricted  in  certain 
areas.  Refer  to: 

The  Power  Controller, 
Department  of  Munitions  and  Supply, 
P.O.  Box  2400,  Place  d'Armes, 
Montreal. 

Oil  Heating  Equipment — Installation  prohibited  except  by 
special  permission  of: 

The  Oil  Controller, 

Department  of  Munitions  and  Supply, 

15  King  Street  West, 

Toronto. 

Asphalt — The  use  of  asphalt  for  construction  or  mainten- 
ance of  any  roof  or  road  is  prohibited  except  by  permit  from: 

The  Oil  Controller, 

Department  of  Munitions  and  Supply, 

15  King  Street  West, 

Toronto. 

Coal  Tar — The  use  of  coal  tar  for  construction  or  repair 
of  public  or  private  roads  is  prohibited  except  by  permit 
from  : 

The  Controller  of  Chemicals, 

Department  of  Munitions  and  Supply, 

Ciba  Building, 

1235  McGill  College  Ave., 

Montreal. 


Commercial  Electric  Lighting — Replacement  or  renewa 
existing  commercial  or  industrial  lighting  fixtures  or  light 
installations  cannot  be  undertaken  without  permission 

Mr.  A.  L.  Brown, 

Administrator  of  Electrical  Equipment 

and  Supplies. 
Wartime  Prices  and  Trade  Board, 
Aldred  Building, 
Montreal. 


lof 
ing 
of: 


572 


October,  1942    THE  ENGINEERING  JOURNAL 


Metal  Sash — Cannot  be  used  except  with  permission  of: 

Mr.  H.  H.  Foreman, 

Administrator  of  Fabricated  Steel  and 

Non-Ferrous  Metals, 
Wartime  Prices  and  Trade  Board, 
Toronto  General  Trust  Building, 
Toronto. 

The  above  list  is  not  necessarily  complete  and  changing 
conditions  will  no  doubt  bring  other  materials  under  special 
permit.  This  is  issued  for  guidance  only. 

Order  No.  1  of  W.I.C.B.  requires  compliance  with  the 
terms  of  U.S.  Preference  Rating  Orders  or  Certificates. 

Order  No.  2  of  W.I.C.B.  makes  conditions  as  to  use  of 
goods  or  services  or  surplus  goods  or  supplies  obtained  under 
permit  or  order  of  any  Controller. 

Construction  Control  Licenses 

This  Order  does  not  alter  or  affect  the  licensing  require- 
ments as  required  by  Order  in  Council  P.C.  660/42  and 
Orders  of  the  Controller  of  Construction. 

Applications  for  licenses  where  required  must  be  made 
on  required  forms  to: 

The  Controller  of  Construction, 
Department  of  Munitions  and  Supply, 
85  Richmond  Street  West, 
Toronto,  Ont. 

Applications  for  projects  in  Province  of  British  Columbia 
only  should  be  submitted  to: 

Mr.  R.  J.  Lecky, 

Secretary,  B.C.  Construction  Control 

Advisorv  Committee, 
342  West  Pender  Street, 
Vancouver. 

Applications  for  construction  of,  repair  of,  or  equipment 
installations  to  Grain  Storage  Warehouses  in  the  Prairie 
Provinces  only  should  be  submitted  to: 

The  Chairman, 

Grain  Warehouse  Construction  Control 

Advisorv  Committee, 
423  Main  Street, 
Winnipeg. 

Suggestions  for  the  Conservation  of  Materials 

Lintels — Over  doors  or  windows:  brick  or  stone  arch  or 
precast  concrete  beam. 

Load  Bearing  Framing — Timber  mill  construction,  with 
laminated  wood  floors  where  necessary  to  suit  load,  or  where 
semi  fireproof  construction  necessary. 

Roof  Framing — Timber.  When  long  span  required  use 
timber  truss.  Experts  on  design  should  be  consulted. 

i?oq/m<7— Avoid  whenever  possible  the  use  of  petroleum 
asphalt  owing  to  the  shortage  of  petroleum  products. 

All  Wood  Framing — Use  the  smallest  sizes  possible  giving 
necessary  strength.  Avoid  the  use  of  B.C.  fir  and  other 
western  timber  where  possible. 

Terrazzo  Floors — Use  plastic,  stone  or  marble  divider  in 
place  of  metal. 

Sash — Use  wood  sash.  Avoid  the  use  of  steel  sash. 

Chimney  Stacks — Avoid  the  use  of  metal.  Radial  Brick 
for  large  stacks.  Owing  to  restrictions  on  electric  and  gas 
stoves,  chimney  facilities  for  kitchen  should  be  considered. 

Flashing — Use  galvanized  iron  except  around  drainage 
stacks  which  should  be  sheet  lead. 

Drainage  Pipes — Use  glazed  tile  underground  except 
where  soil  conditions  preclude  its  use.  Interior  stacks  should 
be  the  lightest  weight  allowed  by  local  by-laws.  Careful 


planning  can  reduce  the  amount  of  pipe  required.  Cast  iron 
and  steel  pipe  must  be  conserved. 

Water  Pipes — Plumbing  must  be  carefully  planned  to  use 
the  least  amount  of  galvanized  steel  pipe  possible.  Copper 
or  brass  pipe  cannot  be  used  except  with  special  permission 
of  the  Metals  Controller. 

Heating — Boilers  :  use  cast  iron  where  possible  rather  than 
steel.  Radiators  must  be  cast  iron.  The  use  of  copper  fin  type 
radiators  must  be  avoided.  Piping  must  be  planned  to  use 
the  least  amount  of  pipe  by  weight  possible. 

Domestic  Hot  Water  Tanks — The  smallest  size  that  will 
serve  requirements  must  be  used.  No  copper  or  copper  alloy 
tanks  can  be  used. 

Wiring — Wiring  must  be  planned  to  use  the  minimum 
amount  of  copper  wiring.  The  use  of  conduit  and  BX  cable 
must  be  avoided  where  possible.  Knob  and  tube  work  should 
be  used  wherever  possible.  Switching  and  fusing  should  be 
so  planned  to  use  the  least  possible  number  of  switch  boxes. 
Outlets  not  immediately  necessary  should  be  marked  for 
installation  after  the  war. 

Kitchen  and  Bathroom  Fittings — Avoid  the  use  of  Monel 
metal,  stainless  steel,  copper,  zinc  or  aluminum  except  for 
faucets  and  drain  connection. 

Nickel  and  Nickel  Alloys — Avoid  the  use  of  any  nickel  or 
nickel  alloys. 

Reinforcing — Reinforced  concrete  for  foundations  or  foot- 
ings must  not  be  used  except  when  ground  conditions  make 
its  use  imperative.  Concrete  work  should  be  increased  in 
thickness  to  preclude  the  use  of  steel  reinforcing.  Reinforced 
structures  must  be  planned  so  as  to  use  more  concrete  and 
less  steel  reinforcing.  The  Portland  Cement  Association  have 
made  studies  of  such  problems  and  their  data  should  be 
consulted. 

Weather  Stripping — Use  felt  or  wool  type  or  storm  win- 
dows. The  use  of  copper  weather  stripping  must  be  avoided. 

Plywood — The  use  of  B.C.  fir  plywood  should  be  avoided 
where  possible. 

Screens — Use  black  iron  screens  or  cloth  screens. 

Insulation — Use  rock  wool,  glass  fibre  or  fibre  boards. 
The  use  of  cork  should  be  avoided. 

Public  Utilities — Construction  should  be  planned  in  loca- 
tions where  electrical,  telephone,  gas,  water  and  sewage 
facilities  are  already  constructed.  The  extension  of  such 
facilities  are  under  control  and  will  be  curtailed  except  for 
essential  war  projects. 

General — There  is  at  this  date  no  serious  shortage  of  the 
following  materials  and  these  should  be  substituted  for 
others  where  possible: 

Stone, 

Brick, 

Cement, 

Concrete  (not  reinforced), 

Tiles, 

Glazed  or  unglazed  tile  pipe  and  flue  lining, 

Wood  shingles, 

Asbestos, 

Sand  and  gravel, 

Plaster, 

Plaster  Board, 

Stucco — but  use  of  wire  lath  must  be  avoided, 

Fibre  boards, 

Glass — except  bottle  glass, 

Rock  wool. 

The  changing  conditions  may  make  the  supply  of  the 
above  materials  difficult  locally  or  generally  at  any  time, 
and  local  supply  should  be  checked  with  suppliers  before 
starting  construction. 


THE  ENGINEERING  JOURNAL    October,  1942 


573 


Abstracts  of  Current  Literature 


ENGINEERS  IN  THE  ARMY 

From  The  Engineer,  London,  Eng.,  August  21,  1942 

In  1923  Lord  Weir  recommended  that  all  the  mechanical 
engineers  in  the  many  corps  or  branches  of  the  Army  should 
be  amalgamated  and  incorporated  in  the  Corps  of  the  Royal 
Engineers,  which,  in  any  country  less  illogical  than  ours, 
would  be  taken  to  mean  the  engineers  to  the  Army.  His 
advice  was  not  followed.  Some  five  or  six  years  later,  Lord 
Milne,  when  Chief  of  the  General  Staff,  presided  over  a 
committee  to  consider  a  similar  proposition,  of  which  he 
himself  was  in  favour.  The  proposal  was  again  rejected, 
largely  no  doubt  because  the  Army  Council  had  no  senior 
engineer  who  could  advise  it  regarding  the  implications  of 
such  a  momentous  change.  Hence,  when  preparations  were 
made  in  earnest  for  a  mechanical  war  which  could  be  averted 
only  by  a  miracle,  the  Army  found  itself  without  a  unified 
engineering  organization,  and  with  no  mechanical  engineer 
in  a  sufficiently  high  position  to  give  the  necessary  authori- 
tative advice  direct  to  the  Army  Council.  No  doubt  Lord 
Weir  foresaw  this  difficulty  in  1923,  and  it  is  safe  to  state 
that  had  his  advice  been  accepted  then,  it  would  not  have 
been  necessary  for  Sir  Ronald  Charles  to  deplore,  as  he  did 
in  a  recent  letter  to  The  Times,  the  great  paucity  of  the 
engineering  staff  at  his  disposal  when  he  was  Master-General 
of  Ordnance  at  the  War  Office. 

From  debates  in  Parliament  it  is  obvious  that  Members 
of  both  Houses  have  felt  uneasy  that  engineers  and  scientists 
are  not  being  utilized  to  the  best  advantage  by  the  Army, 
and  as  shown  in  our  leading  article  on  this  subject  in  our 
issue  of  June  12th,  it  is  clear  that  the  Army  has  lagged  far 
behind  in  granting  recognition  to  the  overwhelmingly  in- 
creased importance  of  engineering  in  general  and  its  engi- 
neers in  particular.  Had  it  been  more  receptive  of  this  new 
idea,  the  lead  we  had  in  aggressive  tank  warfare  in  1918 
might  well  have  been  maintained  twenty  years  later  when 
the  present  world  war  began.  Entirely  new  mechanized 
equipment  was  clearly  a  very  expensive  item  in  rearma- 
ment, and  doubtless  Hitler  traded  on  the  fact  that  his 
potential  opponents  throughout  Europe  would  be  chary  of 
laying  down  sufficient  sums  of  money  to  counter  his  expendi- 
ture on  Panzer  troops.  In  the  very  early  days  of  warfare, 
the  soldier  was  fairly  well  self-contained.  Given  his  food 
and  drink,  the  weapon  in  his  hand  was  his  main  standby. 
As,  however,  time  passed,  more  and  more  did  he  become 
dependent  on  fresh  supplies  sent  up  from  some  base  to 
replenish  the  evergrowing  weight  of  missiles  being  launched 
by  him  and  to  make  good  the  wastage  of  his  heavy  equip- 
ment in  the  course  of  battle.  Thus  the  engineering  problems 
have  increased  out  of  all  knowledge,  but  the  recognition  of 
the  importance  of  the  engineer  has  not  kept  pace  with  the 
desired  provision,  nor  has  he  been  given  the  requisite  status 
to  enable  him  to  pull  his  full  weight  in  the  time  available. 
Apart  from  the  soldiers  whose  principal  duty  is  to  fight  in 
the  front  line — cavalry,  armoured  corps,  infantry — there 
are  many  other  corps  in  the  army  —  Royal  Engineers, 
Signals,  R.A.S.C,  R.A.M.C,  R.A.O.C,  and  now  the  re- 
cently formed  R.E.M.E.,  a  corps  which  it  has  taken  twenty 
years  of  consideration  and  three  years  of  war  to  force  into 
existence.  The  heads  of  these  corps  are  only  Major-Gen- 
erals,  except  in  the  case  of  the  R.A.M.C.  whose  head  is  a 
Lieutenant-General,  with  many  Major-Generals  to  support 
him  for  strictly  corps  duties.  We  may  well  ask  why  the 
R.A.M.C.  is  singled  out  for  such  an  honour  ?  Is  it  because 
the  power  of  the  British  Medical  Association,  speaking  with 
one  voice,  has  ensured  a  just  position  for  members  of  its 
profession,  whereas  there  has  never  been  one  engineering 
voice  to  bring  home  the  essential  importance  of  that  pro- 
fession ?  We  acknowledge  the  pressing  need  of  medical 
science  in  war,  for  many  an  earlier  campaign  has  been  lost 
by  disease  rather  than  by  force  of  arms,  whereas  in  the  wars 


574 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


of  this  century  our  troops  have  been  kept  in  wonderful 
health  and  heart,  thanks  to  the  preventive  watchfulness  of 
our  medical  organization.  Although  its  senior  officers  do 
not  command  fighting  troops  in  the  field,  we  agree  that  the 
ranks  of  the  R.A.M.C.  are  fully  justified.  It  must  be  pointed 
out,  however,  that  the  labours  of  that  corps  are  largely 
defensive  in  object — to  prevent  losses  and  retrieve  casualties. 
Is  there  not  a  pressing  need  to  assemble  the  engineers  to 
force  the  offensive  ? 

We  do  not  yet  know  exactly  what  is  envisaged  as  the 
final  rôle  of  the  R.E.M.E.,  but  welcome  as  is  this  step  of 
forming  a  new  corps,  it  will  hardly  meet  the  needs  of  a 
mechanized  army  if  it  is  to  be  concerned  solely  with  repairs 
and  maintenance.  There  are  higher  responsibilities  which 
could  and  should  be  placed  upon  it,  such  as  the  provision 
and  training  of  mechanical  engineers  for  design,  test,  and 
investigation.  We  trust  that  even  if  its  head  is  only  to  be 
a  Major-General,  as  is  the  case  of  the  other  and  older  corps, 
preparations  are  in  hand  to  make  a  post  or  posts  external 
to  the  corps,  with  a  higher  rank  to  which  in  due  course 
the  most  senior  mechanical  engineer  can  be  promoted  and 
in  which  he  can  give  advice  with  a  broad  outlook,  on  the 
same  level  of  seniority  and  with  the  same  measure  of 
authority  as  a  member  of  the  Army  Council.  Until  such  a 
step  is  taken  we  fear  that  mechanical  engineering  on  which 
the  offensive  needs  and  spirit  of  our  Army  depend  so  greatly, 
will  not  come  by  its  own,  for  why  should  the  cream  of  our 
young  engineers  seek  to  join  a  service  which  is  neither 
sufficiently  consulted  nor  honoured  ? 

ELECTRIC  DRIVE  FOR  SHIP  PROPULSION 

From  Trade  &  Engineering,  London,  Eng.,  August  ,1942 

Opinion  about  the  electric  drive  for  ship  propulsion  has 
undergone  many  changes  since  the  early  years  of  the  century 
when  the  first  successful  application  was  accomplished  in 
the  Russian-built  shallow-draught  tanker  Vandal.  The 
machinery  comprised  three  120  h.p.  single-acting  Atlas  oil 
engines  driving  direct-current  dynamos  with  separate  pro- 
pulsion motors  for  the  three  propellers.  Each  generator  was 
normally  connected  direct  to  its  corresponding  motor  with 
a  Ward-Leonard  system  of  variable  voltage  control  to  give 
speed  regulation,  but  cross  connections  between  any  dynamo 
and  motor  could  be  made  as  necessary. 

Though  the  advantages  provided  in  comparison  with  con- 
temporary alternative  propelling  arrangements  were  gener- 
ally regarded  as  justifying  the  higher  first  cost,  so  that  the 
outlook  for  this  new  development  seemed  promising,  there 
was  little  further  advance  until  Mavor's  proposals  for  using 
alternating-current  were  put  into  practice  in  this  country 
in  the  Diesel-electric  vessels  Electric  Arc  and  Tynemouth 
during  the  years  1911  to  1913.  The  advantages  of  these 
pioneer  installations  and  subsequent  applications  of  the 
Diesel-electric  drive  were  continually  being  neutralized  by  I 
the  advances  made  with  direct-coupled  or  geared  oil  engine  I 
machinery  and  the  system  never  gained  much  favour,  only 
70  vessels,  over  100  tons  gross,  with  this  mode  of  propulsion 
being  included  in  the  classified  returns  of  shipping.  Diesel- 
electric  alternating-current  propulsion  was,  however,  rein- 
troduced in  1936  by  the  Hamburg  Amerika  Line  in  the 
cargo  liner  Wuppertal,  in  which  three  1,900  kw.  alternators 
at  2,000  volts  pressure  supplied  power  to  a  single-screw 
6,800  s.h.p.  propulsion  motor,  and  several  other  vessels  with 
generally  similar  equipment  have  since  been  completed. 
Diesel-electric  drive  has  also  been  regaining  favour  in 
America  for  special  applications,  such  as  tugs,  ferries,  and 
dredgers,  on  a  system  developed  by  the  General  Motors 


October,  1942    THE  ENGINEERING  JOURNAL 


Corporation  using  a  high  .speed  V-type  two  stroke  engine 
in  standard  units. 

The  landmark  in  the  employment  of  the  turbo-electric 
drive  was  the  decision  of  the  United  States  Naval  Depart- 
ment, before  the  last  war,  to  adopt  it  in  their  capital  ships. 
An  experimental  installation  of  7,100  s.h.p.  had  been  carried 
out  in  the  collier  Jupiter  in  1913,  and  the  satisfactory  results 
obtained  led  to  the  adoption  of  the  system  in  the  New 
Mexico  and  California  classes  of  battleships  and  subse- 
quently in  the  aircraft-carriers  Lexington  and  Saratoga  with 
their  210,000  s.h.p.  installations.  It  might  have  been  thought 
that  the  case  for  the  electric  drive  had  been  fully  established 
by  these  applications,  but  enthusiasm  for  the  system  has 
been  spasmodic  and  it  has  been  adopted  to  a  limited  extent 
only. 

High-Pressure  Steam 

The  use  of  super-pressure  steam  conditions  in  the  Nord- 
deutscher  Lloyd  vessels  Potsdam  and  Schamhorst  suggested 
the  future  trend  of  development  with  the  electric  drive, 
and  it  was  readopted  in  America  in  tanker  tonnage  for  the 
Atlantic  Refining  Company,  having  machinery  of  5,000 
s.h.p.  with  steam  at  625  lb.  pressure  and  920  deg.  F.  tem- 
perature. The  John  D.  Gill,  the  seventh  vessel  to  be  fitted 
with  this  improved  version  of  the  electric  drive  is  nearly 
ready.  Another  interesting  example  of  the  turbo-electric 
drive  in  conjunction  with  relatively  high  steam  conditions 
is  afforded  by  the  Kairouan,  which  was  put  in  hand  for 
the  Marseilles  North  Africa  service  just  before  the  outbreak 
of  war.  This  vessel  was  to  have  two  9,020  kw.  turbo-electric 
sets,  supplied  with  steam  at  570  lb.  pressure  and  800  deg.  F. 
temperature  from  La  Mont  forced-circulation  steam  gener- 
ators and  driving  twin-screw  propulsion  motors  of  24,000 
s.h.p.  aggregate  output.  She  is  understood  to  be  approaching 
completion.  The  future  position  of  the  turbo-electric  drive 
has  been  greatly  influenced  by  the  decision  of  the  United 
States  Maritime  Commission  to  adopt  it  in  the  123  tankers 
of  the  C2/S.E./A1  type,  with  a  carrying  capacity  of  18,000 
tons,  which  have  been  included  in  its  expanded  shipbuilding 
programme  for  delivery  this  year  and  during  1943.  The  first 
vessels  of  the  type  have  been  launched  and  are  now  fitting 
out.  The  power  plant  comprises  a  single  alternator  driving 
a  single  propulsion  motor  developing  6,000  s.h.p.,  and 
moderate  steam  conditions  of  450  lb.  pressure  and  750  deg. 
F.  temperature  are  being  used  in  order  to  eliminate  the  use 
of  special  heat-resisting  materials  of  construction.  The  large- 
scale  experience  which  will  be  provided  by  these  vessels  is 
likely  to  have  a  marked  influence  on  post-war  policy  by 
bringing  out  the  advantages  of  the  system. 


SPEEDING  UP  RADIOLOCATION 

From  Robert  Williamson* 

By  the  last  train  to  leave  free  Czechoslovakia  there  came 
to  Britain  the  drawings  for  a  new  type  of  soldering  iron 
which  has  beaten  everything  else  for  speed  in  Britain's 
aircraft,  radiolocation  and  tank  factories. 

It  is  the  invention  of  a  Czech  manufacturer  who,  with 
very  little  money  and  only  two  cases  of  personal  luggage, 
passed  the  German  Army  of  Occupation  as  they  were  cross- 
ing the  frontier.  When  he  arrived  in  London,  he  concentrated 
his  whole  attention  on  his  new  "quick"  soldering  iron,  realiz- 
ing how  vital  a  part  so  simple  a  tool  plays  in  war  production 
and  maintenance. 

Put  to  its  first  speed  test  at  radio  control  and  transmitting 
stations,  the  tool  is  now  supplied  from  a  South  Wales  factory 
at  the  rate  of  three  to  four  thousand  a  week  to  radiolocation 
centres,  aerodromes,  shipyards,  ordnance  factories,  tele- 
phone exchanges  and  in  a  wide  range  of  general  factories. 

Feature  of  the  new  soldering  iron  is  that  it  is  equally 
effective  when  used  with  the  new  soldering  alloys  with  lower 
tin  content  introduced  in  Britain  to  save  stocks  of  tin. 


THE  AVRO  "LANCASTER"  HEAVY  BOMRER 

From  The  Engineer,  London,  Eng.,  August  14,  1942 

In  this  new  bomber,  designed  and  built  by  A.  V.  Roe 
and  Co.,  Ltd.,  the  United  Nations  have  a  vehicle  of  aerial 
destruction  unparalleled  in  the  history  of  the  world,  and 
to  be  produced  in  such  numbers  that  it  will  rapidly  take  its 
place  in  the  forefront  of  the  weapons  which,  together,  will 
bring  victory  to  the  Allied  cause. 

Already,  but  a  few  months  after  its  completion,  the 
"Lancaster"  has  helped  powerfully  by  night  to  batter 
Cologne  and  Essen,  with  bombs  of  the  heaviest  calibre.  By 
day  it  carried  out  the  epic  raid  on  Augsburg,  and  the  raids 
on  Danzig  and  Flensburg.  Its  future  achievements  depend 
upon  the  decisions  of  Bomber  Command. 

Development 

Behind  the  design  and  construction  of  the  "Lancaster" 
there  lies  some  thirty-two  years  of  aircraft  manufacturing 
experience  and  development,  for  the  Avro  Company  has 
been  one  of  Britain's  foremost  aircraft  constructors  since 
before  the  last  war  of  1914-18.  In  every  way  this  new 
bomber  is  a  worthy  successor  of  its  famous  ancestors,  the 
Avro  "504  K,"  the  "Tutor,"  the  "Anson,"  and  the 
"Manchester." 

From  the  initial  flights  and  the  report  of  the  Ministry  of 
Aircraft  Production  testing  staff  it  was  soon  obvious  that 
the  Allied  cause  had  now  what  has  since  been  aptly  styled 
by  many  pilots  a  "war  winner." 

The  "Lancaster"  heavy  bomber  is  now  in  production  in 
many  factories  of  the  Avro  group,  and  in  the  factories  of 
other  large  British  aircraft  manufacturing  firms.  It  is  also 
being  built  in  one  of  Canada's  largest  aircraft  factories. 


*London  Correspondent  of  the  Engineering  Journal. 


The  Avro  Lancaster. 


General  Design  and  Construction 

As  will  be  appreciated  from  the  accompanying  engraving, 
showing  one  of  a  series  of  "Lancasters"  on  the  ground,  with 
another  circling  around  in  the  air,  the  new  bomber  has 
particularly  graceful  lines  and  a  pleasing  appearance,  per- 
haps rarely  seen  in  large  military  aircraft.  Irî  design  it  may 
be  described  as  a  mid-wing  four  engine  all-metal  cantilever 
monoplane,  with  a  retractable  undercarriage.  In  general,  it 
is  powered  by  four  Rolls-Royce  "Merlin  XX"  liquid-cooled 
engines,  which  have  given  such  a  good  account  of  themselves 
in  other  bombers  and  fighter  aircraft.  Other  engines,  notably 
the  Bristol  "Hercules,"  are  also  being  fitted  to  the  "Lan- 
caster." An  outstanding  feature  is  its  great  ease  of  control, 
and  this,  coupled  with  its  high  speed,  is  of  great  defensive 
value.  Heavy  defensive  armament  is  also  carried  in  four 
Parnall  power-operated  gun  turrets  working  on  the  Fraser 
and  Nash  hydraulic  system. 


THE  ENGINEERING  JOURNAL    October,  1942 


575 


Principal  Dimensions 

Span 102  ft. 

Length 69  ft.  4  in. 

Height 20  ft. 

Gross  wing  area 1,297  sq.  ft. 

Depth  of  fuselage 8  ft.  2  in. 

Width  of  fuselage 5  ft.  9  in. 

Main  undercarriage  wheel 5  ft.  6  in.  dia. 

Length  of  bomb  compartment 

in  fuselage 33  ft. 

Weight  of  aircraft  fully  loaded .  .  Approx.  30  tons 

Maximum  speed Approx.  300  m.p.h. 

Maximum  range Approx.  3,000  miles 

Maximum  bomb  load Approx.  8  tons 

Type  of  engine Rolls-Royce"MerlinXX" 

Number  of  engines Four 

Maximum  power  with  low  gear 

supercharger 1,260  B.H.P.  at  12,250  ft. 

Maximum  power  with  high  gear 

supercharger 1,175  B.H.P.  at  21,000  ft. 

Type  of  airscrew Three-bladed,  13  ft.  dia. 

fully  feathering 

Armament:  Four  Parnall  gun  turrets,  one  in  nose,  one  mid- 
upper,  one  mid-under,  and  one  in  the  tail 

Number  of  guns Ten  Browning,  0.303  in. 

Number  of  crew  carried Can  be  seven 

The  keynotes  of  the  "Lancaster"  design  are  ease  of  pro- 
duction, easy  transport,  and  easy  maintenance  and  repair. 
The  design,  the  makers  claim,  lends  itself  to  rapid  and  rela- 
tively cheap  production,  as  the  entire  machine  is  built  up 
of  numbers  of  components  which  are  manufactured  largely 
as  separate  and  self-contained  units,  and  are  easy  to  trans- 
port and  to  assemble.  Full  100  per  cent  interchangeability 
has  been  aimed  at  and  achieved,  and  this  coupled  with  ease 
of  construction,  has  contributed  largely  to  the  east  of  main- 
tenance and  repair.  The  fuselage  is  built  up  of  transverse 
formers  with  continuous  longitudinal  stringers,  whilst  the 
main  wing  is  of  two-spar  construction,  each  spar  consisting 
of  a  top  and  a  bottom  extruded  boom  bolted  on  to  a  single 
thick  gauge  web  plate.  The  wing  ribs  are  made  from  alu- 
minium alloy  pressings,  suitably  flanged  and  swaged  for 
stiffness.  The  tail-plane  is  built  on  similar  lines  to  the  wing, 
with  twin  fins  and  rudders  at  its  extremities.  The  entire 
surface  of  the  aircraft  is  skinned  with  aluminium  alloy  sheets 
secured  by  flush  riveting,  giving  a  smooth  external  surface. 
The  undercarriage,  which  is  of  the  Dowty  type,  is  operated 
hydraulically  and  is  completely  retractable  inside  the  in- 
board engine  nacelles,  the  doors,  which  are  connected  to 
the  retracting  gear,  being  so  designed  that  a  clean  nacelle 
is  given  when  the  undercarriage  is  retracted.  Fuel  is  carried 
in  six  self-sealing  fuel  tanks,  enclosed  in  petrol-tight  welded 
aluminium  sheet  casings,  which  are  carried  in  the  wings  of 
the  machine.  De-icing  equipment  is  also  fitted.  At  the  centre 
section  trailing  edge  portion  of  the  wing  a  dinghy  is  stowed, 
which  is  automatically  freed  when  making  a  crash  landing, 
while  provision  for  hand  operation  is  also  made. 

The  interior  of  the  fuselage  is  equipped  to  meet  all  modern 
requirements.  A  canopy  is  fitted  over  the  pilot's  cockpit, 
which  gives  an  excellent  view  in  all  directions,  including  aft. 
Inside  the  canopy  immediately  aft  of  the  pilot's  seat  is  the 
fighting  controller's  position,  which  again  is  provided  with 
views  in  all  directions.  Slightly  aft  of  this  position  is  the 
navigator's  station,  with  a  table  and  provision  for  charts. 
There  is  an  astral  dome  in  the  roof  of  the  cabin.  The  wireless 
operator's  station  is  at  the  rear  end  of  the  navigator's  table, 
just  forward  of  the  front  spar. 

An  armour-plated  bulkhead  is  fixed  across  the  centre  sec- 
tion of  the  fuselage  at  this  point,  and  it  is  so  designed  that 
it  can  be  opened  for  access  on  either  side  of  the  centre  line. 
The  back  of  the  pilot's  seat  is  armour  plated,  and  there  is 
also  an  armour  plate  behind  his  head.  Certain  other  vulner- 
able parts  of  the  aircraft  structure  and  also  parts  of  the 
gun  turrets  are  armour  plated,  whilst  at  the  fighting  ^con- 


576 


trailer's  position  special  bullet-proof  glass  is  fitted  in  order 
to  provide  added  protection. 

Within  the  centre  section  of  the  fuselage  the  oxygen  bot- 
tles are  stowed  in  a  crate,  the  top  cover  of  which  is  uphol- 
stered and  provides  a  comfortable  rest  bed  with  an  adjust- 
able back  rest.  Aft  of  the  rear  spar  a  mid  upper  turret  and 
a  mid  under  turret  are  fitted,  together  with  the  various 
equipment  stowages  for  flares,  emergency  rations,  etc.  The 
ammunition  boxes  are  placed  in  this  portion  of  the  fuselage  and 
ammunition  is  transported  to  the  tail  turret  by  means  of 
tracks.  A  robust  walkway  along  the  entire  length  of  the  fusel- 
age is  provided,  and  the  entrance  door  is  on  the  starboard  side, 
just  forward  of  the  tailplane.  The  fuselage  is  entered  by  a 
ladder  which  is  stowed  during  flight.  At  various  suitable 
points  throughout  the  fuselage  there  are  escape  hatches 
for  all  members  of  the  crew. 

The  bomb  aimer's  station  is  in  the  nose  of  the  fuselage 
below  the  front  turret  and  forward  of  the  pilot's  cockpit. 
All  the  bomb-sighting  equipment  and  bomb-release  gear  is 
fixed  in  this  compartment,  and  the  bomb  aimer  takes  his 
sight  through  a  clear-vision  window  made  of  laminated  glass 
optically  ground.  The  bomb  compartment  is  contained  with- 
in the  fuselage  form,  and  the  cabin  floor  above,  which  is  of  ' 
robust  construction  and  constitutes  the  backbone  of  the 
fuselage,  is  specially  designed  to  take  the  housings  to  carry 
the  various  types  of  bomb  employed.  The  two  doors  which 
open  and  close  the  bomb  compartment  are  hydraulically 
operated.  A  further  point  of  interest  in  connection  with 
the  bomb  doors  is  that  the  electrical  circuits  are  so  arranged 
that  the  bombs  cannot  be  released  until  the  bomb  doors 
are  open.  In  cases  of  emergency  or  in  case  of  a  possible 
failure  in  the  hydraulic  system,  the  bomb  doors  and  also 
the  retractable  undercarriage  can  be  operated  by  means  of 
an  emergency  compressed  air  system.  There  is  intercom- 
munication between  all  the  members  of  the  crew,  and  there 
are  readily  accessible  stowages  for  parachutes  provided  at 
all  the  crew  stations,  along  with  easily  reached  oxygen 
points. 

THE  ENGINEER  IN  U.S.S.R. 

From  The  New  York  Times,  September  6,  1942 

A  new  social  class  is  emerging  and  rising  to  dominance  in 
Soviet  Russia,  composed  not  of  proletarians  nor  the  old, 
loyal  Bolsheviki,  but  of  the  young  production  engineers  in 
whose  hands  economic  control  and  administration  has 
been  unified,  Dr.  Solomon  M.  Schwarz  declares  in  a  report 
on  "Heads  of  Russian  Factories"  made  public  recently. 

In  the  study,  which  was  prepared  in  connection  with  a 
war  research  project  on  social  and  economic  controls  in 
Germany  and  Russia  under  the  auspices  of  the  Graduate 
Faculty  of  Political  and  Social  Science  of  the  New  School 
for  Social  Research,  Dr.  Schwarz  asserts  that  the  Communist 
party  in  Russia  is  no  longer  a  workers'  party,  but  "to  an 
increasing  extent  it  has  become  the  party  of  the  officers  of 
the  various  branches  of  economy  and  administration." 

According  to  Dr.  Schwarz's  findings,  Russia  has  gone 
through  a  type  of  managerial  revolution,  with  the  trained 
executives  becoming  a  new  privileged  class.  "Even  the  most 
glorified  Stakhanov  workers  were  somewhat  out  of  place" 
at  the  Communist  party  congress  in  1939  after  the  great 
purge  of  1936-38,  he  says,  and  not  one  of  them  was  elected 
to  the  central  committee. 

As  the  new  type  of  leader  is  promoted,  the  proletarian 
worker  is  subordinated,  and  by  a  1940  decree  the  worker  is 
denied  the  privileges  of  free  higher  education  for  his 
children.  Moreover,  the  children  of  workers  are  obliged  to 
take  vocational  training,  but  those  of  engineers,  attending 
higher  schools  at  which  tuition  fees  are  charged,  are 
exempted.  The  promotion  of  workers  within  the  industry 
has  been  abandoned,  exceptional  work  being  rewarded  by 
bonuses  and  other  wage  premiums. 

"It  is  characteristic  of  recent  developments  that  the 
young  engineers  are  being  increasingly  promoted,  not  only 
in  industrial  plants  but  everywhere,  especially  in  the 
Communist  party  offices  and  the  general  administration." 


October,  1912    THE  ENGINEERING  JOURNAL 


Dr.  Schwarz  writes,  "Engineers  in  the  Soviet  Union  con- 
stitute to-day  almost  a  third  of  the  government,  a  phenom- 
enon not  to  be  observed  anywhere  else." 

This  vast  social  change  was  still  in  process  when  Germany 
attacked  Russia  and  the  ensuing  conflict  may  affect  the 
trend,  but  it  was  a  process  that  has  its  roots  back  in  the 
difficulties  Russia  has  experienced  with  the  problems  of 
administration,  he  says. 

In  1919,  the  end  of  the  civil  war,  Russian  factories  were 
placed  under  the  dual  control  of  directors,  who  were 
Communist  party  members,  and  technical  assistants 
inherited  from  the  earlier  regime.  A  conflict  of  authority  and 
interests  developed  and  in  1928  there  began  far-reaching 
changes  in  the  personnel  of  factory  administration,  accom- 
plished by  purge,  terrorization  and  political  trials. 

A  plan  was  instituted  for  providing  specific  training  for 
industrial  management  and  under  it  young  Communists, 
mainly  of  proletarian  origin,  were  given  accelerated  specialist 
courses  by  the  thousands.  In  1932,  Dr.  Schwarz  finds,  it  was 
openly  acknowledged  that  the  scheme  had  failed  as  a 
result  of  lowering  the  levels  of  technical  training  and  the 
plan  was  revised  to  provide  more  thorough  training.  The 
influx  of  manual  workers  was  thus  limited  and  the  emphasis 
of  proletarian  back-ground  was  neglected. 

In  the  great  purge  of  1936-38  the  old  party  wheel  horses 
who  had  risen  to  directorial  posts  were  ousted  and  the  new 
type  of  leader  was  placed  in  charge  of  industrial  plants. 

"These  new  leaders  were  younger,  often  scarcely  out  of 
school,  and  they  had  a  better  and  more  systematic  education 
than  the  'Red  specialists'  who  had  preceded  them,"  he 
says.  "They  were  more  interested  in  their  professions, 
less  interested  in  political  problems." 

The  new  leaders  are  conscious  from  their  school  days  that 
they  form  a  separate  social  stratum.  Most  of  them  leaned 
toward  authoritative  thinking  and  are  completely  devoted 
to  Stalin  as  the  embodiment  of  the  economic  rise  and  the 
international  strengthening  of  the  country. 

"They  accepted  as  natural  the  fact  that  this  rise  was 
dearly  paid  for,  that  the  bulk  of  the  toiling  masses  remained 
in  dire  want,"  Dr.  Schwarz  declares.  "Their  interest  was  not 
in  social  problems,  but  in  the  strong  State  that  built  up 
the  national  economy." 

As  a  result,  he  concludes,  the  friction  between  the  party 
apparatus  and  the  general  administration  has  died  out. 

CHARACTERISTICS  OF  ENEMY  AIRCRAFT 

From  Army  Ordnance,  Washington,  D.C.  Sept.-Oct.,  1942 
Descriptions  and  available  performance  figures  of  more 
than  fifty  types  of  combat  aircraft  in  use  by  Japan,  Ger- 
many, and  Italy  have  been  made  available  to  the  people  of 
the  United  Nations  by  the  British  Air  Ministry  and  the 
United  States  Army  Air  Forces. 

Of  the  thirty-one  Japanese  combat  types  listed,  nine  are 
army  and  navy  fighter  planes  whose  chief  characteristics 
include  comparative  lightness  in  weight  and  engines  of  com- 
paratively low  horsepower.  Protective  armor  for  personnel 
is  lacking  in  almost  every  case,  and  armament  consists  gen- 
erally of  7.7-mm.  machine  guns — approximately  the  same 
as  the  American  and  British  caliber  .30.  Some  types,  how- 
ever, are  armed  with  20-mm.  cannon.  A  more  recent  type 
is  armed  with  four  machine  guns  and  two  20-mm.  cannon. 
Horsepower  of  these  single-engined  Japanese  fighters  ranges 
from  650  to  850  at  the  most  effective  heights,  whereas  the 
four  German  pursuit  planes  listed  are  driven  by  engines 
developing  1,200  horsepower. 

The  German  fighters  are  marked  by  the  more  frequent 
use  of  20-mm.  cannon,  generally  higher  speeds,  and  greater 
protective  armor  for  the  pilots.  The  Heinkel  113  and  the 
Messerschmitt  109F,  for  example,  both  single-engined  fight- 
ers, weigh  approximately  5,700  and  6,000  pounds  respec- 
tively, as  compared  with  an  approximate  average  of  4,400 
pounds  for  the  Japanese  pursuits.  The  German  fighter  air- 
craft listed  also  are  armed  with  7.9-mm.  machine  guns — 
approximately  caliber  .31. 


Each  of  the  five  Italian  fighter  planes  listed  is  armed  with 
at  least  two  12.7-mm.  machine  guns  which  compare  almost 
exactly  with  the  American  caliber  .50.  Italy  also  uses 
7.7-mm.  machine  guns  fixed  in  the  wings  and  firing  forward 
in  the  fuselage.  The  Italian  planes  generally  provide  armor 
plating  for  crew  protection  which  makes  them  considerably 
heavier  than  the  Japanese  planes  of  the  same  comparative 
class,  although  rated  horsepower  for  the  Fiat  G50  and  CR42 
and  the  Macchi  C.  200  is  840  horsepower.  The  Macchi 
C.  202,  which  is  rated  as  having  a  maximum  speed  of  330 
miles  an  hour  at  18,000  ft.  and  a  cruising  speed  of  300 
miles  an  hour,  is  powered  with  a  1,200-horsepower  engine. 

No  Japanese  twin-engine  fighter  planes  are  listed,  al- 
though descriptions  are  given  for  the  German  Messer- 
schmitt 110,  powered  with  two  1,200-horsepower  liquid- 
cooled  engines,  and  the  Junkers  88,  driven  by  two  motors 
of  the  same  power;  and  the  Italian  Breda  88,  powered 
with  two  air-cooled  motors. 

The  German  JU  88,  night-fighter  version  of  a  similarly 
designed  twin-engined  ship  used  for  long-range  and  dive- 
bombing  missions,  carries  minimum  armament  of  three 
7.9-mm.  machine  guns  or  three  20-mm.  cannon  in  the  nose  of 
the  fuselage  in  addition  to  7.9-mm.  machine  guns  protecting 
the  rear  and  the  underside.  It  has  an  approximate  maximum 
speed  of  290  miles  an  hour  at  18,000  ft.  The  ME  110,  with 
a  service  ceiling  of  32,000  ft.,  is  armed  with  at  least  four 
7.9-mm.  machine  guns  and  two  20-mm.  cannon  firing  for- 
ward, in  addition  to  machine-gun  protection  for  the  rear. 

The  Breda  88  has  a  rated  maximum  speed  of  310  miles 
an  hour  at  13,500  ft.,  a  service  ceiling  of  28,500  ft.,  a  range 
of  900  miles,  and  is  armed  with  three  12.7-mm.  machine 
guns  in  the  fuselage  and  two  7.7's  in  the  wings. 

The  German  Gotha  242  troop-carrying  glider  has  a  crew 
of  two  pilots  and  can  accommodate  twenty-one  other  fully 
equipped  soldiers.  It  is  armed  with  four  machine  guns,  and 
carries  a  wheeled  undercarriage  which  can  be  dropped. 

The  German  Focke  Wulf  200K  is  a  24-ton  long-range 
bomber  driven  by  four  850-horsepower  motors.  This  ship 
has  a  range  of  approximately  2,400  miles  and  a  bomb  capa- 
city of  3,300  lb.  Minimum  armament  includes  a  20-mm. 
cannon  and  five  7.9-mm.  machine  guns.  Its  duties  include 
long-range  sea  reconnaissance,  ship  strafing,  mine-laying, 
and  work  in  conjunction  with  submarines.  The  Junkers  87 
— the  dive  bomber  used  extensively  in  Europe  during  the 
early  stages  of  the  war — is  powered  by  a  single  liquid-cooled 
engine  of  1,150  horsepower,  has  a  bomb  capacity  of  1,100 
lb.  and  is  armed  with  two  7.9's  in  the  wings  and  one  of 
similar  caliber  to  protect  the  rear. 

The  only  4-engined  Japanese  ship  listed  is  the  Awanishi 
T97  navy  flying  boat,  reported  to  be  based  on  the  S42 
Sikorsky  flying  boat.  The  Jap  ship  is  a  monoplane  powered 
with  four  900-horsepower  air-cooled  motors  and  has  an 
approximate  range  of  1,500  miles  with  3,500  lb.  of  bombs. 
This  ship  carries  a  crew  of  ten  men  and  is  armed  with  two 
machine-gun  turrets. 

Two  Italian  bombers — the  Savoia-Marchetti  79  and  the 
Cant  Z1007 — are  powered  with  three  engines;  The  SM79 
with  three  Alfa-Romeo  780-horsepower  air-cooled  motors, 
and  the  Z1007  with  three  Piaggio  1,000-horsepower  air- 
cooled  engines.  The  latter  ship  is  of  all-wood  construction, 
has  a  range  of  800  miles  and  a  bomb  capacity  of  2,600  lb. 
The  SM79  is  of  mixed  wood  and  metal  and  can  carry  a 
bomb  load  of  2,200  lb.  1,000  miles.  Of  longer  range  is  the 
Italian  Fiat  BR20,  a  twin-engined  bomber  with  a  capacity 
of  2,200  lb.  and  a  range  of  over  1,150  miles. 

The  Japanese  Mitsubishi  T97,  on  the  other  hand,  powered 
with  two  870-horsepower  air-cooled  motors,  can  carry  4,400 
lb.  of  bombs  over  a  range  of  1,180  miles,  and  the  Kawasaki 
T97  can  carry  either  1,100  lb.  of  bombs  1,250  miles  or  4,400 
lb.  of  bombs  240  miles.  Japanese  army  types  of  single- 
engined  bombing  and  reconnaissance  planes  include  the 
Nakajima  T94,  the  Kawasaki  T97,  the  Mitsubishi  T97  in 
two  variations,  the  Mitsubishi  T98  in  two  types,  and  the 
Showa  T99. 


THE  ENGINEERING  JOURNAL    October,  1942 


577 


From  Month  to  Month 


INDUSTRIAL  RELATIONS  A  LEGITIMATE  FIELD 
FOR  INSTITUTE  ACTIVITIES 

If  there  be  too  frequent  evidences  of  industrial  discord 
and  unrest  in  this  country,  it  is  not  due  to  any  lack  of  effort 
on  the  part  of  well-meaning  persons  to  obviate  them.  Unfor- 
tunately, that  effort  has  very  largely  been  exerted  after  the 
fact.  So  long  as  the  industrial  machine  appears  to  be  operat- 
ing smoothly,  no  one  concerns  himself  about  it,  lest  the 
nicely  balanced  mechanism  be  disturbed.  When  neglect  of 
maintenance  on  the  human  plane  brings  friction  or  break- 
down, feverish  efforts  are  put  forth  to  set  matters  right, 
but  with  no  more  treatment  than  that  necessary  to  get  it 
running  again.  There  has  been  little  fundamental  overhaul- 
ing or  reconstruction.  Whatever  has  been  done  is  for  the 
most  part  in  the  nature  of  makeshift,  fashioned  to  obviate 
the  particular  kind  of  trouble  that  has  then  arisen. 

Any  lasting  freedom  from  the  human  ills  that  beset  the 
industrial  world  can  come  only  from  a  searching,  courageous 
and  profound  study  of  the  relationships  of  employer  and 
employee  and  the  just  position  of  each  in  the  social  structure. 
What  is  it  that  men  of  good  will  work  for  and  how  best  can 
each,  having  regard  to  his  ability  and  aspirations,  achieve 
that  objective  ? 

To  the  solution  of  this  problem,  now  become  vastly  com- 
plicated by  intense  industrialization,  a  sustained,  calm  and 
impartial  examination  and  study  must  be  directed.  Occu- 
pying, as  they  do,  a  strategic  position  off  the  direct  line  of 
authority  between  the  employer  and  the  great  mass  of  non- 
professional employees,  while  having  relations  of  the  great- 
est importance  to  both,  engineers  are  peculiarly  fitted  to 
undertake  such  an  investigation.  For  this  reason  the  Council 
of  the  Institute,  at  its  meeting  in  Toronto  on  April  25  last, 
established  a  Committee  on  Industrial  Relations  which  was 
later  charged  with  far-reaching  duties. 

Amongst  the  useful  services  already  performed  by  the 
Committee  is  that  of  placing  before  the  membership  of  the 
Institute  the  succinct  and  clarifying  statement  of  the  sig- 
nificance of  industrial  relations  prepared  by  Professors  E.  A. 
Allcut  and  J.  A.  Coote  which  appears  elsewhere  in  this 
issue.  What  they  have  written  will  commend  itself.  The 
situation  there  presented  should  be  taken  to  heart  by  every 
educated  man  in  this  country  and  not  least  by  the  members 
of  the  engineering  profession. 

C.  R.  Young. 

THE  INSTITUTE'S  PRIZES  FOR  STUDENTS 
AND  JUNIORS 

A  good  way  to  test  one's  knowledge — or  lack  of  know- 
ledge— of  a  subject  is  to  write  a  paper  about  it.  The  result 
is  often  surprising  to  the  would-be  author,  who  may  dis- 
cover that  he  has  an  unexpected  talent  for  expressing  him- 
self clearly  on  some  technical  matter,  or,  on  the  other  hand, 
may  find  gaps  in  his  store  of  professional  information  which 
need  to  be  filled.  In  any  case  his  effort  deserves  encourage- 
ment, for  it  helps  the  young  engineer  to  acquire  the  art  of 
clear  and  concise  writing,  gives  him  practice  in  discussion, 
and  incidentally  makes  him  better  known  to  his  fellows 
and  to  senior  engineers  whose  acquaintance  may  be  helpful. 

These  are  only  some  of  the  reasons  why  the  Institute  has 
always  included  among  its  prizes,  several  for  which  only 
Students  and  Juniors  of  the  Institute  are  eligible.  The 
council  attaches  so  much  importance  to  this  feature,  that 
the  Institute  Committee  on  the  Young  Engineer  has  been 
asked  to  report  specially  as  to  the  working  of  the  present 
scheme  of  regional  prizes  for  Students  and  Juniors.  These 
prizes  consist  of  the  Martin  Murphy  Prize  for  the  maritime 
provinces,  the  Ernest  Marceau  and  the  Phelps  Johnson 
Prizes  for  the  province  of  Quebec,  the  John  Galbraith  Prize 


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


for  the  province  of  Ontario,  and  the  H.  N.  Ruttan  Prize  for 
the  western  provinces.  Their  names  commemorate  five 
eminent  Canadian  engineers,  each  of  whom  held  a  leading 
position  in  the  region  with  which  his  name  is  associated. 

The  prizes  (of  books  or  instruments)  are  given  annually 
for  the  best  papers  presented  by  Students  or  Juniors  of  the 
Institute  in  each  vice-presidential  zone.  All  papers  presented 
to  his  branch  by  a  Student  or  Junior  in  good  standing  are 
eligible  for  consideration. 

After  consultation  with  the  various  branch  executives, 
the  Committee,  under  the  chairmanship  of  Mr.  H.  F. 
Bennett,  has  reported  favourably  to  Council  as  to  the  con- 
tinuation of  the  present  prizes,  and  indeed  recommends  an 
extension  of  the  scheme  if  financially  possible.  It  is  also 
recommended  that  such  publicity  be  given  to  these  prizes 
as  will  bring  them  to  the  attention  of  every  member  of  the 
Institute  who  might  be  a  competitor.  This  is  being  arranged 
for. 

It  goes  without  saying  that  an  active,  vigorous  body  of 
Students  and  Juniors  is  essential  for  the  future  welfare  of 
the  Institute.  From  among  these  young  engineers  will  come 
our  branch  executives  and  our  Institute  officers  and  mem- 
bers. Mr.  Bennett's  Committee,  in  its  report,  lays  stress  on 
the  fact  that  those  branches  which  have  specialized  in  junior 
activities  have  obtained  results  which  have  amply  repaid 
them.  But  in  this  matter  much  depends  upon  the  attitude 
of  our  senior  members,  who  can  help  by  giving  encourage- 
ment to  the  student  and  junior  members  with  whom  they 
are  in  frequent  contact,  drawing  their  attention  to  the 
Institute  prizes  as  announced  in  the  Journal,  and  urging 
them  to  take  advantage  of  their  Institute  membership  by 
participating  in  its  activities. 

A  REFERENCE  BOOK  ON  CIVIL  DEFENCE 

The  Institute  pamphlet  entitled  "Structural  Defence 
Against  Bombing"  is  now  available  for  distribution. 

This  book  was  carefully  edited  by  a  special  sub-com- 
mittee of  the  Institute  Committee  on  the  Engineering  Fea- 
tures of  Civil  Defence.  The  information  has  been  assembled 
under  several  chapters  and  sub-headings,  resulting  in  a 
very  useful  reference  book  for  all  engineers  interested  in 
civil  defence.  It  contains  79  illustrations  and  eight  tables. 
The  following  extract  from  the  foreword  will  give  an  idea 
of  the  subjects  covered  in  these  pages: 

"This  book  is  published  in  order  to  make  available  to 
Canadian  engineers  and  architects  a  record  of  some  of  the 
experiences  and  practices  of  British  authorities  in  regard 
to  structural  air  raid  precautions,  so  that  in  the  event  of 
emergency  arising  in  this  country  the  necessary  action  can 
be  taken  without  loss  of  time  and  on  the  most  efficient 
and  economical  lines. 

Civil  defence  experience  was  gained  in  Britain  under 
'active  service'  conditions,  with  the  enemy  literally  at  the 
gates  and  boasting  of  his  ability  and  intention  to  destroy 
the  cities.  At  the  same  time  that  experience  was  supple- 
mented by  scientific  research  on  a  very  comprehensive 
scale;  and  circumstances  imposed  the  strictest  economies  in 
materials  and  labour.  A  great  quantity  of  invaluable 
information  has  thus  been  gathered  on  the  subject;  and, 
while  it  is  realized  that  differing  conditions  in  Canada  will 
not  always  permit  of  the  rigid  application  of  protect ive 
measures  developed  overseas,  yet  the  main  principles 
must  be  the  same  and  will  form  a  solid  basis  for  civil  defence 
in  this  country. 


578 


October,  1942    THE  ENGINEERING  JOURNAL 


In  these  pages  is  presented  an  outline  of  methods  of 
protection  against  aerial  attack  designed  to  give  citizens 
sufficient  security  to  carry  on  their  work  by  day  and  to  get 
their  rest  at  night,  and  to  prevent  undue  dislocation  of 
industrial  plants  and  public  services.  The  unusual  loads 
that  have  to  be  dealt  with  are  discussed,  together  with  the 
extensive  departures  from  normal  engineering  design  that 
are  entailed  in  the  protective  expedients.  It  must  be 
realized  that  when  the  problem  to  be  faced  involves  the 
effects  of  a  thousand  pounds  or  more  of  metal  and  explosives 
falling  with  the  speed  of  sound,  there  can  be  no  substitute 
for  well-founded,  logical  and  proved  solutions.  A  great 
burden  of  responsibility  therefore  lies  upon  the  engineering 
profession  when  it  is  called  upon  to  deal  with  such 
matters. 

A  word  of  warning  should  be  added  with  regard  to 
amateur  and  unofficial  expedients  such  as  are  put  forward 
commercially  from  time  to  time.  The  public  should  be 
cautioned  against  using  proprietary  types  of  air  raid  shelters 
and  other  protective  devices  that  have  not  received  the 
approval  of  properly  qualified  engineers." 

In  view  of  the  very  favourable  comments  received  from 
those  who  attended  the  lectures  given  in  Toronto,  Council 
felt  under  obligation  to  make  the  information  available  in 
convenient  form  to  the  whole  engineering  profession  in 
Canada  and  it  is  now  pleased  to  present  this  handbook  with 
the  hope  that  it  may  be  useful. 

The  book  contains  56  pages  and  it  is  of  8J/2  x  11  in. 
format,  with  heavy  paper  cover.  It  may  be  secured  at 
Institute  Headquarters  at  $1.00  a  copy. 


CIVIL  DEFENCE  ACTIVITIES 

At  its  last  meeting,  Council  directed  that  the  information 
contained  in  the  progress  reports  presented  from  time  to 
time  by  the  Committee  on  Engineering  Features  of  Civil 
Defence  be  published  in  the  Journal  in  order  that  members 
may  be  familiar  with  the  work  that  is  being  done  by  the 
Institute  on  this  vital  matter. 

The  report  presented  at  the  October  meeting  of  Council 
shows  that  twenty  of  the  twenty-five  branches  have  now 
completed  their  organization  and  are  actively  engaged  in 
the  study  of  local  conditions. 

It  has  been  suggested  to  all  Branch  Committees  that 
they  make  contact  with  the  architects  and  contractors  in 
their  respective  areas,  with  a  view  to  organizing,  perhaps 
as  the  Toronto  Branch  Committee  has  already  done,  to  deal 
jointly  with  engineering  matters  arising  out  of  damage  done 
by  enemy  action. 

Professor  R.  F.  Legget's  subcommittee  on  men,  plant  and 
materials  for  repairs  to  major  engineering  structures  and 
works  has  completed  its  exploratory  work  and  is  now 
proceeding  with  the  main  part  of  its  assignment.  In  this  it 
has  seemed  that  the  desirable  first  step  should  be  arrange- 
ments for  close  co-operation  between  the  Royal  Architect- 
ural Institute  of  Canada,  the  Canadian  Construction 
Association  and  the  Engineering  Institute  of  Canada. 

Professor  Legget  has  met  with  Mr.  G.  McL.  Pitts, 
President,  R.A.I.C.,  and  Mr.  E.  V.  Gage,  representing  Mr. 
J.  B.  Stirling,  President,  C.C.A.,  to  discuss  the  common 
problems  of  the  three  organizations  as  they  affect  the 
work  of  this  sub-committee.  He  presented  for  preliminary 
discussion  a  memorandum  relative  to  organization  for 
emergency  repairs  to  works  and  buildings,  a  matter  in 
which  all  three  organizations  are  mutually  interested.  The 
discussion  led  to  approval  of  the  principle  of  his  memo- 
randum by  those  present,  and  the  decision  to  lay  it  before 
the  governing  body  of  each  of  the  three  organizations  for 
preliminary  approval  and,  if  so  approved,  for  authority  to 
proceed  with  the  development  of  a  joint  presentation  to 
proper  governmental  authorities. 

The  matter  was  laid  before  the  Council  of  the  Institute  at 


its  meeting  on  September  19th.  After  extended  discussion, 
Council  approved  the  submission  in  principle  and  author- 
ized Professor  Legget  to  proceed  with  the  preparation  of  a 
joint  submission.  Council  also  granted  to  President  Young 
final  power  of  approval  of  this  submission  insofar  as  the 
Engineering  Institute  is  concerned. 

It  is  expected  that  after  the  other  organizations  have  had 
opportunity  to  act  upon  the  same  preliminary  submission 
there  will  be  a  further  meeting  of  the  representatives  of  the 
three  organizations. 

The  Toronto  Branch  Committee,  under  the  chairmanship 
of  Mr.  John  Grieve,  has  issued  a  circular  letter  to  all  those 
within  its  area  who  attended  Professor  Webster's  Toronto 
lectures  telling  of  the  formation  and  terms  of  reference  of 
the  Institute  Main  Committee,  and  of  the  formation  of  the 
Toronto  Branch  Committee  and  what  it  is  doing,  and  asking 
for  suggestions. 

The  Toronto  Branch  Committee  has  initiated  the  forma- 
tion of  a  Joint  Committee  of  the  Toronto  Branches  of  The 
Engineering  Institute  of  Canada,  the  Royal  Architectural 
Institute  of  Canada  and  the  Canadian  Construction 
Association,  to  deal  with  matters  of  mutual  interest  in  the 
engineering  features  of  civil  defence.  This  Joint  Committee 
has  found  that  the  Toronto  Builders'  Exchange  has  already 
set  up  machinery  by  which  the  equipment,  materials  and 
men  normally  under  the  control  of  each  of  its  members 
would  in  an  emergency  be  placed  at  the  disposal  of  all  of 
them  as  required.  The  Toronto  Branch  of  the  Engineering 
Institute  and  of  the  Royal  Architectural  Institute  are 
setting  up  machinery  to  make  technical  personnel  similarly 
available. 

The  Toronto  Joint  Committee  has  made  contact  with 
Judge  I.  M.  Macdonell,  Chairman  of  Dr.  Manion's  Provin- 
cial ARP  Committee,  has  offered  him  the  co-operation, 
jointly  or  severally,  of  the  organization  it  represents  and 
has  made  certain  suggestions  to  him  which  it  is  hoped  will 
match  into  the  framework  of  the  plan  being  prepared  by 
Professor  Legget's  subcommittee  jointly  with  the  Royal 
Architectural  Institute  of  Canada  and  the  Canadian 
Construction  Association. 

The  Saskatchewan  Branch  Committee  has  submitted  to 
the  Institute  Committee  a  list  of  nine  questions  dealing 
with  high  explosive  bombs,  fire  hazards  and  air  raid  shelters. 
As  these  questions  dealt  with  matters  pertinent  chiefly  to 
the  work  of  Mr.  G.  McL.  Pitts'  subcommittee,  they  were 
submitted  to  that  subcommittee  for  preparation  of  a  reply. 
That  reply  has  been  prepared  on  the  basis  of  all  information 
available  to  Mr.  Pitts'  subcommittee  and  has  been  trans- 
mitted to  the  Saskatchewan  Branch  Committee. 

The  organization  of  the  Halifax-Cape  Breton  Branch 
Committee  is  well  under  way.  Subcommittees  are  being  set 
up  to  deal  separately  with  matters  having  to  do  with 
shelters,  incendiary  bombs,  strengthening  of  existing 
buildings,  repairs  to  existing  buildings  in  case  of  damage, 
repairs  to  and  protection  of  plants  and  industrial  buildings, 
and  protection  of  public  utility  services.  The  work  of  some 
of  these  subcommittees  is  well  under  way.  As  soon  as  the 
organization  is  completed  the  committee  will  contact  Hon. 
F.  R.  Davis,  Chairman  of  Dr.  Manion's  Provincial  ARP 
Committee  and  Major  Osborn  Cromwell,  Director  of 
Civil  Defence  for  the  City  of  Halifax. 

The  Saguenay  Branch  Committee  is  studying  Professor 
Webster's  lecture  notes  and  has  made  contact  with  Mr. 
M.  Gaboury,  Chairman  of  Dr.  Manion's  Provincial  ARP 
Committee. 

A  sub-committee  of  the  Institute  Committee  on  the 
Engineering  Features  of  Civil  Defence,  under  the  chairman- 
ship of  Mr.  H.  F.  Bennett  has  now  completed  the  edition 
of  the  booklet  on  "Structural  Defence  Against  Bombing" 
and  this  volume  should  be  available  for  distribution 
about  the  same  time  as  this  Journal  comes  out. 

At  the  request  of  Council  and  as  an  aid  to  members 
interested,  a  list  is  given  herewith  of  the  literature  available 


THE  ENGINEERING  JOURNAL     October,  1942 


579 


m  the  Institute's  library  on  the  subject  of  air  raid  pre- 
cautions and  civil  defence.  Not  all  of  this  material  is 
applicable  to  Canadian  conditions,  but  it  is  hoped  that  in 
the  near  future  we  may  be  able  to  publish  a  complete 
bibliography  on  this  subject  which  would  indicate  the 
publications  that  might  be  of  interest  in  this  country. 

Litertature  on 
AIR   RAID   PRECAUTIONS   AND   CIVIL   DEFENCE 


THE  ENGINEERING  INSTITUTE  LIBRARY 

BOOKS 
Design  and  construction  of  air-raid  shelters: 

In  accordance  with  the  civil  defence  act  1939,  for  "unspecified"  areas 
and  other  purposes.  Donovan  H.  Lee.  London,  Concrete  Publications 
Ltd.  (1940).  86  pp. 

On  guard  against  gas: 

An  account  of  the  principles  of  gas  warfare  and  of  the  steps  to  be 
taken  by  the  ordinary  citizen  to  defend  his  family.  H.  A.  Sisson. 
London,  Hutchinson  and  Co.  91  pp. 

Air  raid  precautions  in  museums,  picture  galleries  and  libraries: 

Printed  by  order  of  the  Trustees  of  the  British  Museum,  1939.  59  pp. 
Air  defence  and  the  civil  population: 

H .  Montgomery  Hyde  and  G.  R.  Falkiner  Nuttall.  London,  The 
Cresset  Press  Ltd.,  1938.  215  pp. 

A.R.P.: 

J.  B.  S.  Haldane.  London,  Victor  Gollancz  Ltd.,  1938.  296  pp. 

Planned  A.R.P.: 

Based  on  the  investigation  of  structural  protection  against  air  attack 
in  the  Metropolitan  Borough  of  Finsbury  by  Tecton,  Architects. 
London,  The  Architectural  Press,  1939.  138  pp. 

Design,  cost,  construction  and  relative  safety  of  trench,  surface, 
bomb-proof  and  other  air-raid  shelters: 

Ove  N.  Arup.  London,  Concrete  Publications  Ltd.,  1939.  63  pp. 
Civil  protection  : 

The  application  of  the  civil  defence  act  and  other  government  requin- 
mentsfor  air  raid  shelters,  etc.,  by  F.  J.  Samuely  and  Conrad  Wilson 
Hamann.  London,   The  Architectural  Press,  1939.   165  pp. 

What  the  citizen  should  know  about  civilian  defence: 

Walter  D.  Binger  and  Hilton  H.  Railey.  N.Y.,  Norton  and  Co.  Inc., 
(c.  1942).  185  pp. 

Civil  defence: 

A  practical  manual  presenting  with  working  draunngs  the  methods 
required  for  adequate  protection  against  aerial  attack.  3rd.  ed.  C.  W. 
Glover.  London,  Chapman  and  Hall  Ltd.,  1941.  804  PP- 

STANDARDS 

*British   Standards    Institution.    28  Victoria    Street,    London, 
S.W.I.  A.R.P.  Series: 

No.  1 — Heavy  aggregates  for  shelters  constructed  in  situ.  Jan.  1940. 
No.  2 — Bituminous  paint  and  bituminous  compound  for  the 
protection  of  steelwork.  August,  1939. 

No.  3 — Electric  hand-lamp  (fitted  with  primary  battery  or  unspil- 
lablc  accumulator).  August  1939,  revised  May,  1940. 
No.  4 — Fitted  cistern  suitable  for  the  decontamination  of  anti-gas 
oilskin  clothing.  November,  1939. 

No.  5 — Chemical  closets  for  use  in  shelter  accommodation.  Sep- 
tember, 1939. 

No.  6 — Shelter  lighting  (shelters  for  50  persons  (210  sq.  ft.)  or 
multiples  thereof  up  to  200  persons).  October  1939,  revised  March, 
1941. 

No.  7 — Electric  lighting  of  report  and  control  centres.  September, 
1939,  revised  March,  1941. 

No.  8 — Galvanized  wire  netting  and  cloth  for  protection  against 
flying  glass.  December,  1939. 

No.  10 — Rubber  gaskets  for  rendering  doors  and  windows  gas  tight. 
September,  1989. 

No.  1 1 — Adhesive  tape  for  repairing  gas-proofing  material,  repairing 
damaged  material,  sealing  apertures  and  cracks,  etc.  September, 
1939. 

No.  12- — Petroleum  jelly  for  sealing  gas-tight  doors,  etc.,  September, 
1939. 

No.  14 — Window  blind  material  (paper).  December,  1939. 
No.  15 — Light-locks  at  entrances  to  buildings.  February,  1940. 


•Available  through  the  Canadian  Engineering  Standards  Association,  National 
Research  Building,  Ottawa,  Ont. 


No.  16 — Methods   of  providing   low   values   of  illumination    (not 
exceeding  0.002  foot  candle).  February,  1941. 

No.  18 — Fluorescent   and   phosphorescent   paint    (excluding   radio- 
active materials)  for  A.R.P.  purposes.  July,  1940. 
No.  19 — Adjustable  hinge.  October,  1939. 

No.  20 — Methods  for  providing  even  illumination  of  low  intensity 
(0.02  foot-candles).  September,  1939,  revised  January,  1940. 
No.  21 — Methods  for  providing  even  illumination  of  low  intensity 
(0.2  foot-candles).  October  1939,  revised  January,  1940. 
No.  23 — Obscuration   value  for   textile   material  for   curtains  and 
method  of  testing.  November,  1939. 

No.  26 — Reduced  scheme  for  the  lighting  of  shelters  where  a.c.  mains 
are  available.  January,  1940,  revised  March,  1941. 
No.  27 — Testing    incombustible    material    resistant    to    incendiary 
bombs.  February,  1940. 

No.  30 — Gauges  for  checking  low  values  of  illumination  (0.001  to 
0.2  foot-candle).  September,  1940. 

No.  31 — Ventilation  for  buildings  in  conditions  of  black-out.  July, 
1940. 

No.  32 — Illuminated  and  non-illuminated  A.R.P.  signs.  May,  1940. 
No.  33 — Stirrup  pumps.  October,  1940,  Supplement,  June,  1940. 
No.  35 — Illuminated  display  cabinets.  December,  1989. 
No.  36 — Headlamp  masks  for  motor  vehicles.  January,  1941  ■ 
No.  37 — Street  lighting  under  war-time  conditions.  January,  1940, 
revised  May,  1940. 
No.  38 — Trafic  paints.  June,  1940. 

No.  39 — Testing  fire  retardent  timber  treatment  by  exposure  to  the 
action  of  an  incendiary  bomb.   February,   1940. 
No.  40 — Bleach  ointment  (anti-gas  ointment  No.  1).  April,  1940. 
No.  41 — Front  lamps  for  tram-cars.  April,  1940. 
No.  43 — Closet  for  use  in  air-raid  shelters.  April,  1940. 
No.  47 — Testing   incombustible   material   to   provide   a   minimum 
standard  of  protection  against  incendiary  bombs.  August,  19 40. 
No.  48 — Fabric-bitumen     emulsion     treatment    for     roof    glazing. 
September,  1940. 

No.  52 — Simple  portable  standard  of  brightness  (including  notes  on 
the  measurement  of  low  values  of  brightness).  December,   1940. 
No.  53 — Detection    of    incendiary    bomb    fires    by    heat-sensitive 
devices.  February,  1941,  revised  March,  1941. 

No.  54 — Electrical  heating  of  shelters   (shelters  for  50  persons  01 
multiples  thereof.)  February,  1941. 

Great  Britain.  Ministry  of  Home  Security.  Research  and  Exper- 
iments  Department.    Bulletins. 

C  1 — New  design  methods  for  strutting  of  basements,  etc.:  Notes  on 
load  factor.  April,  1940. 

C  2 — Consolidation  of  earth  covering  on  Anderson  shelters.  June, 
1940. 

C  3 — The  propping  of  reinforced  concrete  beams.  July,  1940. 
C  4 — The  protection  of  glass  in  hospitals.  August,  1940. 
C  5 — Steps  that  should  be  taken  to  increase  the  resistance  of  "um- 
brella" type  shed  roofs  to  collapse  due  to  air  attack.  July,  1940. 
C  6 — Damage  to  cast  iron  pipes  in  works.  July,  1940. 
C  7 — The  protection  of  factory  glazing.  July,  1940. 
C  8 — Structural  damage  caused  by  recent  air  raids  to  some  single 
storey  buildings.  August,  1940. 

C  9 — The  protection  of  plate  glass  windows.  September,  1940. 
C  10 — Translucent  substitutes  for  glass.  March,  1942. 
C  11 — Chemical  fire  extinguishers:  their  application  to  incendiary 
bombs  and  resultant  fires.  September,  1940. 
C  12 — Single  storey  wartime  factory  design.  October,  1940. 
C  13 — Obscuration,  ventilation  and  protection  from  glass  in  large 
buildings.  November,  1940. 
C  14 — Refuge  room  dormitories.  March,  1941. 

C  15 — Strengthening  steel  framed  shed  buildings  against  collapse 
due  to  air  attack.  December,  1940. 

C  16 — Notes  on  indoor  (anti-debris)  shelters.  February,  1941. 
('  17 — Luminescent  materials  and  their  wartime  uses.  June,  1941. 
V  18 — Recent  developments  in  protective  wall  design  for  factories. 
June,  1941- 

C  19 — Welding  for  the  repair  of  steel  framed  shed  buildings  and  for 
strengthening  their  resistance  to  air  attack.  July,  1941. 
C  20— The  construction  of  reinforced  brick  walls  for  surface  shelters 
and  similar  protective  buildings.  June,   1941,   revised  September, 
I.94I.      • 

C  21 — Wooden  indoor  (anti-debris)  table  shelter.  August,  1941. 
C  22 — Automatic   devices  for  the   detection   of  incendiary  bombs. 
September,  1941. 

C  23 — Technical   notes   on   the    structural    protection    of  buildings 
against  incendiary  bombs.  October,  1941. 

(  '  24 — Protective  walls  in  single  storey  factories.  Methods  of  height- 
ening and  strengthening  existing  walls.  March.  194  i- 
('  25 — Protected  accommodation  in  large  buildings  of  load-bearing 
wall  construction.  April,  194 -'■ 

C  26 — Timber  shelters  for  countries   where  timber  is  plentiful  and 
steel  difficult  to  obtain.  April,  1942. 
C  27— Shelter  design  by  Professor  J.  F.  Baker.  April,  I!'',.'. 


580 


October,  1942    THE  ENGINEERING  JOURNAL 


Great  Britain.  Ministry  of  Labour  and  National  Service. 
Department  of  Scientific  and  Industrial  Research.  War 
Time  Building  Bulletins. 

No.  3 — Type  designs  for  small  huls. 

No.  5 — Economical  type  designs  in  reinforced  concrete  for   single 
storey  factories. 

No.  8 — Part  1A — Walls  for  factor  y  buildings;  Part  IB — Columns  for 
factory  buildings.   Part  2 — Tubular  steel  trusses  and  purlins  for 
factory  buildings.  Part  S — A  system  of  heating  for  wartime  factories. 
No.  9 — Conservation  of  cement  and  of  clay  bricks. 
No.  11 — Precautions  for  concreting  and  bricklaying  in  cold  weather. 
No.  12 — Emergency  pipe  repairs. 
No.  13 — The  fire  protection  of  structural  steel  work. 
No.  14 — Centreless  arch  designs. 

No.  15 — Standard  designs  for  single  storey  factories  for  war  indus- 
tries with  notes  on  sitting  and  layout. 
No.  15A — Supplement  to  Bulletin  No.  15. 
No.  16 — Jointing  mortars  for  brickwork. 

No.  17 — Resistance  of  reinforced  concrete  structures  to  air  attack. 
No.  18 — Fire  stops  for  timber  roofs. 
No.  19 — Economy  of  timber  in  building. 

Great  Britain.  Ministry  of  Home  Office  and  Home  Security 
Air  Raid  Precautions  Department: 

Memorandum  No.  12 — Protection  of  windows  in  commercial  and 
indxistrial  buildings. 

Memorandum  No.  16 — Emergency  protection  in  factories. 
Handbook  No.  5 — Structural  defence. 
Handbook  No.  9 — Incendiary  bombs  and  fire  precautions. 
Pamphlets — Memorandum  on  the  revised  code  "Air  raid  shelters  for 
persons  working  in  factories,  mines  and  commercial  buildings." 
Pamphlets — Air  raid  precautions  to  be  taken  by  users  of  ammonia. 
Pamphlets — Your  home  as  an  air  raid  shelter. 


MISCELLANEOUS  PUBLICATIONS 

Fire-detection  devices: 

With  special  reference  to  the  detection  of  incendiary  bombs.  London, 
The  Institution  of  Electrical  Engineers,  February,  1941. 

Proneness  to  damage  of  plant  through  enemy  action: 

London,  The  Institution  of  Mechanical  Engineers,  February,  1942. 
British  cities  at  war: 

A  report  by  James  L.  Sundquist  for  the  American  Municipal 
Association.  Chicago,  Public  Administration  Service,  Publication 
No.  76.  110  pp. 

Information  secured  in  Britain  by  American  observers: 

Principally  based  upon  questions  prepared  by  the  National 
Technological  Civil  Protection  Committee.  N.Y.,  Polygraphic 
Company  of  America,  Inc.,  April,  1941. 

Specification  for  stock-pile  asphalt  paving  mixtures  for  making 
quick  repairs  of  bombed  surfaces: 

N.Y..  The  Asphalt  Institute,  Construction  Specification  CP-1, 
March.  191^. 

The  Institute  of  Civil  Defence — London: 

Journal.  Issued  bi-monthly  since  December,  19S8. 
Air  raid  precautions  as  related  to  building  design: 

S.  D.  Lash.  The  Engineering  Journal,  Vol.  25,  No.  1,  January, 
1942. 

Some  of  the  engineering  implications  of  civilian  defence: 

Walter  D.  Binger.  The  Engineering  Journal,  Vol.  25,  No.  4,  April, 
1942. 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 
Monthly  Bulletin 

In  order  to  facilitate  the  centralization  of  certain  bodies 
operating  under  the  Department  of  Labour,  and  to  secure 
more  space  for  its  expanding  activities,  the  Bureau's  offices 
have  been  moved  from  the  Confederation  Building  to  the 
Motor  Building  at  238  Sparks  Street,  Ottawa. 

Early  in  August,  the  Bureau  opened  its  fifth  regional 
office  in  Halifax  with  the  arrival  there  of  Mr.  S.  W.  Gray, 
m.e.i. a,  who  had  come  from  Halifax  to  spend  a  month  in 
the  Bureau  to  become  familiar  with  its  policy  and  activities, 
as  reported  in  the  July  Bulletin.  Owing  to  the  fact  that 
industrial  activities  in  the  Maritimes  are  rather  widely 
dispersed,  it  would  be  difficult  for  the  Halifax  representative 
to  cover  all  the  Maritime  territory  without  being  in  the 
field  for  too  great  a  portion  of  his  time.  To  cover  centres 
away  from  Halifax,  the  Bureau  was  fortunate  in  securing 
the  services,  on  a  purely  honorary  basis,  of  two  Halifax 


engineers,  Mr.  A.  D.  Foulis,  m.e.i.c,  and  Mr.  G.  F.  Bennett, 
M.E.i.c,  whose  business  activities  require  one  or  the  other 
to  make  frequent  business  trips  to  most  of  the  industrial 
centres  in  the  Maritime  region.  They  are  available  to  sup- 
plement the  services  of  the  Bureau's  official  representative. 

A  native  of  Ottawa,  Mr.  Bennett  is  a  graduate  of  McGill 
University  in  electrical  engineering.  After  his  graduation, 
he  was  with  the  Canadian  Westinghouse  Company  Limited 
at  Hamilton,  Ontario,  and  later  was  Sales  Engineer  for  the 
same  Company  in  Halifax.  In  1941,  he  resigned  to  become 
Managing  Director  of  Foulis  and  Bennett  Electric  Com- 
pany Ltd.,  a  firm  representing  a  number  of  well  known 
electrical  companies. 

Mr.  Foulis  was  born  in  Yarmouth,  Nova  Scotia,  and  is  a 
graduate  of  Acadia  University  and  Nova  Scotia  Technical 
College  in  mechanical  engineering.  Formerly  associated 
with  the  Canadian  Fairbanks-Morse  Company,  Ltd.,  he 
resigned  to  establish  Foulis  Engineering  Sales  Ltd.  to 
represent  many  Canadian  and  American  manufacturers  in 
the  mechanical  and  electrical  fields.  To  take  care  of  rapidly 
expanding  business,  he  formed  the  Foulis  and  Bennett 
Electric  Company  with  Mr.  Bennett. 

At  the.  same  time,  arrangements  were  made  to  have 
honorary  representation  in  the  district  immediately  sur- 
rounding Quebec  City,  where  Dr.  Paul  E.  Gagnon,  m.e.i.c, 
has  consented  to  represent  the  Bureau  in  such  matters  as 
may  come  up  from  time  to  time.  Dr.  Gagnon  is  a  member 
of  the  Bureau's  Advisory  Board,  past  President  of  the 
Canadian  Chemical  Association,  Honorary  Treasurer  of  the 
Canadian  Institute  of  Chemistry,  and  President  of  the 
Graduate  School  of  Laval  University,  as  well  as  Director 
of  the  Departments  of  Chemistry  and  Chemical  Engineering 
of  the  Faculty  of  Science. 

The  Director,  Mr.  H.  W.  Lea,  m.e.i.c,  visited  Halifax 
shortly  after  that  office  was  opened,  thus  completing  a 
series  of  visits,  initiated  earlier  in  the  year,  to  all  regional 
offices.  Advantage  has  been  taken  of  these  visits  to  discuss 
local  Bureau  problems,  to  further  necessary  co-operation 
with  local  National  War  Services  Boards,  and  to  discuss 
technical  personnel  problems  with  various  provincial 
authorities  with  a  view  to  ensuring  the  greatest  possible 
degree  of  co-operation  from  the  Governments  of  the  prov- 
inces concerned. 

In  order  to  co-ordinate  the  work  of  all  regional  offices, 
one  of  the  Bureau's  officers  is  specifically  charged  with 
dealing  with  regional  contacts,  so  that  the  established  policy 
may  be  uniformly  observed  across  the  country,  and  so  that 
new  matters  of  interest  may  be  passed  on  in  a  systematic 
way  without  delay. 

Negotiations  were  completed  for  the  seconding  to  the 
Bureau  of  Colonel  G.  W.  Beecroft  from  National  Defence 
Headquarters  to  deal  with  the  large  volume  of  work 
involved  in  contacts  with  the  three  defence  services.  Colonel 
Beecroft  took  up  his  duties  with  the  Bureau  in  the  middle 
of  August,  and  there  is  already  ample  evidence  of  the  wis- 
dom of  making  such  an  arrangement.  By  mail,  by  personal 
interview  at  Ottawa,  and  by  reference  from  regional  offices, 
there  is  a  steady  flow  of  requests  for  guidance,  particularly 
from  young  engineers  and  scientists  who  are  in  need  of 
impartial  advice  as  to  where  best  their  technical  qualifica- 
tions might  be  used  in  one  of  the  services.  Apart  from  these 
cases  of  individuals,  it  is  now  possible  to  devote  further 
thought  and  discussion  to  broader  questions,  such  as  the 
possible  use  of  certain  technical  groups  on  the  establish- 
ment of  one  or  other  of  the  armed  forces  in  such  a  way 
that  definite  need  will  be  met  on  one  hand,  and  that 
opportunities  will  be  available  for  service  on  the  other. 

Colonel  Beecroft  saw  service  in  the  last  war,  and  is  a 
graduate  in  engineering  from  the  University  of  Toronto. 
He  was  employed  with  Imperial  Oil  Limited  and  Interna- 
tional Petroleum  Company,  Limited  in  their  South  American 
oil  fields,  and  at  Head  Office  in  Toronto  for  15  years.  He 
went  overseas  in  January,  1940,  with  No.  2  Army  Field 
Workshop,    R.C.O.C.,    and    commanded   that   unit   from 


THE  ENGINEERING  JOURNAL    October,  1942 


581 


May,  1940,  to  August,  1941.  On  return  to  Canada,  he  served 
in  the  Directorate  of  Mechanical  Maintenance  in  the 
M.G.O.'s  Branch  at  National  Defence  Headquarters  as 
Acting  Chief  Ordnance  Mechanical  Engineer. 

The  Bureau's  classification  sheet,  which  is  used  in  con- 
junction with  registration  of  technical  personnel,  was 
revised  in  June  so  as  to  include  a  number  of  fields  of  pure 
science  which  had  previously  not  been  specifically  men- 
tioned. This  has  facilitated  the  registration,  of  a  large  num- 
ber of  men  engaged  in  the  field  of  pure  science,  under 
classifications  which  more  closely  identify  with  their  train- 
ing and  experience. 

WASHINGTON  LETTER 

One  gets  a  better  perspective  of  Canada's  war  effort  from 
a  vantage  point  outside  the  country.  In  the  same  way,  the 
accomplishments  of  the  United  States  may  look  better 
from  Ottawa  than  they  do  from  Washington.  Nevertheless, 
one  of  the  things  which  has  struck  me  most  forcibly,  as  the 
result  of  talking  in  Washington  to  people  from  all  over  the 
world,  is  the  high  regard  in  which  Canada's  war  effort  is 
held.  An  equally  high  regard  is  also  held  for  the  manner  in 
which  Canada  has  accomplished  the  transition  from  peace 
to  war.  Her  wartime  legislation — the  organization  of  her 
various  wartime  boards — her  rationing  and  price  control 
schemes  have  all  been  watched  with  close  attention  and 
considerable  approval. 

The  national  income  of  the  United  States  is  sixteen  times 
that  of  Canada.  This  is  a  better  measure  of  productive 
capacity  than  population.  On  the  basis  of  a  ratio  of  sixteen 
to  one,  Canada,  who  had  no  aircraft  industry  shortly 
before  the  war,  will  this  year  produce  on  a  relative  basis  as 
many  aircraft  as  it  is  expected  will  be  produced  in  the 
United  States  in  the  same  period.  (This  is  exclusive  of  the 
engines  which  are  not  made  in  Canada).  On  the  same  basis, 
the  merchant  shipping  tonnage  which  is  scheduled  to  go 
down  Canadian  ways  this  year  will  be  relatively  twice  the 
American  programme.  Of  course,  Canada  had  a  head  start. 
The  figures  next  year  may  look  quite  different.  Nevertheless, 
it  is  recognized  that  Canada  has  achieved  amazing  results  in 
a  very  short  time.  For  instance,  gun  production  has  always 
been  regarded  as  the  special  task  for  established  and  long 
experienced  armament  firms.  Within  three  years  and 
starting  from  grass  roots,  Canada  now  has  in  production 
some  thirty  types  of  guns  ranging  from  service  rifles  to 
heavy  naval  and  anti-aircraft  guns,  and  experts  from  the 
United  States  are  now  going  to  Canada  to  study  the  new 
methods  evolved  in  Canadian  gun  plants.  I  have  frequently 
been  told  that  the  Canadian  job  of  machine  tooling  for  war 
production  compares  very  favourably  with  that  of  any 
other  country  in  the  world. 

Some  people  here  are  puzzled  and  inclined  to  be  a  little 
critical  over  Canada's  failure  to  introduce  conscription  for 
overseas  service,  but  they  realize  that  the  Canadian  army 
is  the  relative  equivalent,  on  a  population  ratio,  to  an 
American  army  of  about  six  million. 

In  the  matter  of  war  organization,  people  in  Washington 
complain  of  the  division  of  U.S.  control — of  the  multiplicity 
of  boards  and  organization — and  of  the  lack  of  stability 
regarding  the  bodies  themselves.  The  War  and  the  Navy 
Departments,  the  War  Production  Board,  the  Board  of 
Economic  Warfare  and  the  Office  of  Lend-Lease  Adminis- 
tration, and  the  Office  of  Price  Administration  are  the 
major  bodies  controlling  the  United  States  war  effort.  In 
Canada  the  functions  of  all  these  bodies  is  centralized  in  the 
comparatively  streamlined  Department  of  Munitions  and 
Supply  which,  in  turn,  is  closely  interlocked  with  the 
civilian  side  through  the  Wartime  Prices  and  Trade  Board. 

In  international  relations  between  U.S.  and  Canada,  an 
excellent  and,  in  many  senses,  a  pioneer  job  is  being  done 
by  the  Joint  War  Production  Committee  and  its  ten  joint 
technical   sub-committees   in    co-ordinating   all  phases  of 


Canadian  and  American  War  Production.  It  is  to  be  hoped 
that  the  foundations  of  our  future  relations  are  being  as 
carefully  prepared  for  our  political  co-operation  as  they  are 
for  our  industrial  co-operation. 

It  would  not  do,  however,  for  Canada  to  be  complacent  or 
self-satisfied  with  result  of  achievements  to  date.  In  this 
regard,  the  attitude  presently  prevailing  in  official  circles  in 
the  United  States  is  the  more  salutary  one.  Within  a  few 
days  of  each  other,  we  recently  had  four  pronouncements 
from  eminent  authorities  to  the  effect  that  America's  war 
effort  must  be  drastically  stepped  up.  In  his  Lend-Lease 
report  to  Congress,  the  President  said  that  the  United 
States  had  only  achieved  a  little  more  than  fifty  per  cent  of 
its  maximum  war  production.  Mr.  Donald  Nelson  appealed 
to  people  to  take  up  the  slack  in  our  wasteful  economy.  He 
declared  that,  from  now  on,  our  war  effort  is  "going  to 
hurt."  Nobody  who  has  access  to  the  mass  of  limitation 
orders,  restrictions,  and  prohibitions  which  the  War 
Production  Board  issues  from  day  to  day  under  his  direction 
will  doubt  that  he  means  what  he  says.  In  a  very  wide 
range  of  commodities,  the  people  of  the  United  States  are 
living  "off  the  shelf"  and  when  the  shelves  are  empty,  there 
won't  be  any  more  !  Mr.  Nelson  was  backed  up  by  a  nation- 
wide address  by  Ambassador  Grew,  recently  "returned" 
from  the  Far  East,  who  told  the  American  people  some 
home  truths.  On  top  of  all  this,  General  Lewis  B.  Hershey, 
National  Selective  Service  director,  warned  that  America  is 
going  to  need  an  army  of  from  ten  to  thirteen  million  men. 

Talking  about  U.S.  production,  it  will  probably  be  of 
interest  to  engineers  to  note  the  re-entry  into  the  active 
direction  of  the  General  Electric  Company  of  Owen  D. 
Young  and  Gerard  Swope  which  was  announced  as  I  write 
this  letter.  The  well-nigh  fabulous  collaboration  of  these 
two  men  in  building  up  the  General  Electric  Company  is  one 
of  the  great  stories  of  industrial  development.  Charles  E. 
Wilson  and  Phillip  D.  Reed,  who  took  over  from  Swope 
and  Young  a  few  years  ago,  have  both  been  called  to 
Washington.  Reed  has  been  an  official  of  the  War  Produc- 
tion Board  for  some  time,  while  Wilson  has  only  just 
been  appointed  as  chairman  of  the  Production  Executive 
Committee  of  the  same  organization.  This  committee,  will,  if 
I  read  the  signs  right,  become  an  important  and  powerful 
body.  One  of  its  members  is  Lt.-Gen.  Brehon  B.  Somervell. 

Over  in  Arlington,  across  the  Potomac,  the  new  Pentagon 
Building  of  the  War  Department  is  filling  up.  Designed 
under  the  direction  of  Lt.-Gen.  Somervell  when  he  was  in 
charge  of  Army  construction,  this  building  is  supposed  to 
be  the  "largest  in  the  world."  The  first  occupants  moved  in 
about  six  months  ahead  of  schedule.  Built  at  a  cost  of  about 
$31,000,000,  the  Pentagon  Building  will  have  a  floor  space 
of  over  4,000,000  square  feet  and  will  house  over  30,000 
people  under  one  roof  who  were  previously  distributed  in 
some  24  buildings  about  Washington.  Of  course,  the  Army 
is  growing  so  fast  that  many  of  these  24  buildings  will  still 
be  required  for  new  personnel.  The  traffic  problem  created 
by  this  building,  and  the  somewhat  smaller  Navy  building 
not  far  away,  is  being  taken  care  of  by  a  special  series  of 
roadways  and  two  new  pontoon  bridges  over  the  Potomac. 

Life  in  Washington,  though  hectic,  has  its  compensations. 
In  spite  of  temporary  construction,  Washington  is  still  a 
beautiful  city.  There  is  much  of  interest  for  the  historian 
or  scientist  or  antiginarian.  One  may  still  sit  under  the  stars, 
in  the  shadow  of  the  Lincoln  Memorial,  and  hear  Lily 
Pons  and  André  Kostelanetz;  one  may  still  attend  the 
various  affairs  at  Embassies  and  Legations,  mixing  with 
great  and  near  great  ;  one  may  still  find  persisting  the  habits 
and  equipment  of  a  former  standard  of  expensive  living. 
In  spite  of  all  this,  nobody  in  Washington  these  days  ever 
escapes  very  far  from  the  major  preoccupation.  The  war, 
either  directly  or  indirectly  runs  like  a  leitmotif  through  all 
activities  both  social  and  business.  The  other  evening  we 
were  having  dinner  under  a  romantic  moon  on  the  terrace 


582 


October,  1942    THE  ENGINEERING  JOURNAL 


of  the  famous  Shoreham  Hotel  overlooking  the  swimming 
pool,  coloured  fountains  and  Rock  Creek  park  beyond. 
Some  time  previously,  I  had  visited  the  War  Department  to 
discuss  food  problems,  including  dehydration  plant  and 
equipment  with  a  certain  colonel.  Well,  I  saw  the  good 
colonel  on  the  dance  floor,  in  this  romantic  setting,  in  the 
company  of  a  very  attractive  blonde.  As  he  danced  by,  I 
overheard  only  one  word  of  his  conversation.  It  was 
"dehydration!" 

E.  R.  Jacobsen,  m.e.i.c. 


VOCATIONAL  GUIDANCE  MANUAL 

The  Engineers'  Council  for  Professional  Development  has 
recently  issued  a  booklet  designed  to  help  engineers  and 
committees  acting  in  an  advisory  capacity  to  high  school 
students  who  consider  entering  the  engineering  profession. 
It  is  entitled  "Manual  for  Committees  of  Engineers 
Interested  in  Engineering  Education  and  the  Engineering 
Profession"  and  is  published  with  a  separately-bound 
appendix  addressed  to  the  student  as  a  prospective 
engineer. 

This  guidance  manual  offers  a  general  procedure  recom- 
mended to  individuals  or  groups  in  the  profession  for 
presenting  to  high  school  students  the  aims  and  essentials 
of  engineering  education,  the  aptitudes  required  and  the 
types  of  civilian  organizations  and  armed  forces  employing 
engineers.  It  presents  material  on  the  organization  and 
selection  of  these  committees  representing  local  sections  of 
national  societies  or  local  engineering  clubs  and  societies, 
and  points  out  the  necessity  of  co-operation  on  the  part  of 
these  committees  with  the  vocational  guidance  programmes 
already  established  in  the  secondary  schools,  and  with  other 
local  and  professional  groups  who  are  interested  in  the 
problem  of  helping  young  people  select  their  career. 

Direct  aids  in  counseling  are  given  in  outline  form,  and  the 
advisors  are  urged  to  present  their  case  in  the  form  of  (1) 
general  talks  to  student  bodies,  (2)  explanations  of  a  more 
technical  nature  to  small  groups  of  boys  having  a  definite 
interest  in  civil,  electrical,  or  other  branches  of  engineering, 
(3)  essay  contests  limited  to  500-word  papers  on  the  subject 
of  "Why  I  Believe  I  Should  be  an  Engineer,"  and  (4) 
when  practical,  inspection  trips  and  motion  pictures.  A  list 
of  books  and  pamphlets  on  vocational  guidance,  especially  in 
relation  to  engineering,  constitutes  a  final  section  of  the 
booklet.  The  booklet  purposes  to  make  available  to  high 
school  students  who  will  qualify  for  and  are  interested  in 
engineering,  full  information  on  the  engineering  field,  so 
that  engineering  colleges  may  be  supplied,  for  their  regular 
or  accelerated  beginning  classes,  with  competent  freshmen 
who  will  persist  until  the  training  is  completed. 

The  appendix  is  designed  for  use  by  the  student  in 
supplying  biographical  and  educational  background,  and 
should  be  reviewed  by  the  advisory  committee  or  counselor 
prior  to  a  conference  with  the  candidate. 

The  Committee  on  Student  Selection  and  Guidance  of 
E.C.P.D.  reports  that  advisory  committees  have  been 
established  in  several  centres  of  the  United  States  and  that 
in  New  York  City  alone,  3,000  boys  have,  during  the 
year,  been  enlightened  on  the  scope  of  the  engineering 
profession. 

In  Canada,  under  the  inspiration  of  the  Institute  Com- 
mittee on  the  Training  and  Welfare  of  the  Young  Engineer, 
fourteen  branches  have  organized  Student  Counseling 
Committees.  As  a  result  of  the  distribution  by  the  Institute, 
in  secondary  schools,  of  the  booklet  "The  Profession  of 
Engineering  in  Canada,  Information  for  Prospective 
Students,"  several  requests  for  additional  information  and 
counsel  have  been  received  at  Headquarters  and  have  been 
referred  to  the  Branch  Committees  in  the  regions  where  the 
inquiries  originated.  Copies  of  E.C.P.D.'s  vocational 
guidance  manual  have  been  distributed  to  these  Branch 
Committees  and  should  be  of  great  assistance  to  them  in 
this  work. 


CORRESPONDENCE 

Editor's  Note: 

At  the  regional  meeting  of  Council  in  Halifax,  pleasure 
was  expressed  at  the  good  health  and  continued  activity 
of  Mr.  H.  C.  Burchell,  who  has  been  a  Member  of  the 
Institute  since  1887.  Greetings  were  sent  to  him  from  the 
meeting,  and  the  following  letter  has  been  received  in 
acknowledgment.  The  brief  history  outlined  contains  a 
life-time  of  activity  in  the  professional  and  administrative 
field.  It  should  be  particularly  interesting  and  inspirational 
to  young  members  of  the  profession. 

Eastern  Lime  Company  Limited, 
Windsor,  N.S. 

September  10th,  1942. 
Mr.  L.  Austin  Wright,  m.e.i.c, 

General  Secretary ,The  Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  P.Q. 

Dear  Mr.  Wright  : 

More  than  I  can  express  do  I  appreciate  the  kind  remem- 
brance of  the  Council  and  its  members  at  their  Halifax 
meeting  on  August  7th.  It  happened  to  be  my  eighty- 
seventh  birthday. 

That  was  a  day  of  reminiscence.  Let  me  recount  in  brief 
outline  some  of  my  professional  history. 

Mount  Allison  and  McGill  Universities  in  the  early 
seventies. 

Nova  Scotia,  Colorado,  Rocky  Mountain  and  Chicago 
City  Belt  Line  railways. 

Missouri  coal  area  investigation  for  C.B.Q.  Copper 
mining. 

Newfoundland,  Deputy  Minister  of  Public  Works  and 
Chief  Engineer,  comprising  dry  docks  and  railway  building 
and  operation.  Railway  Commissioner,  Management  of 
Government  Telegraphs,  Chairman  of  St.  John's  City 
Council;  for  a  time,  all  concurrent. 

Director  of  Public  Works,  British  Honduras. 

Cement  manufacturing,  and  now  lime  and  limestone. 

Two  missions  to  Britain  and  to  Continental  countries 
(France,  Germany  and  Denmark),  one  for  the  Government 
of  Newfoundland  and  one  for  my  company. 

Fifty  years  of  married  life.  My  wife  was  a  daughter  of 
F.  N.  Gisborne,  a  charter  member  of  the  Institute. 

These  few  notes  of  a  long  record  beginning  in  the  early 
days  of  the  general  practitioner  may  interest  you. 

Many  thanks  for  the  warm  expression  of  good  will  and 
good  wishes  from  the  Council  and  from  your  good  self. 

Yours  sincerely, 
(Signed)  H.  C.  Burchell,  m.e.i.c. 


Royal  Arsenal,  Woolwich,  England, 
June,  1942. 
L.  Austin  Wright,  Esq., 
General  Secretary, 

The  Engineering  Institute  of  Canada, 
Montreal,  P.Q.,  Canada. 

Dear  Mr.  Wright  : 

May  I  tender  my  sincere  personal  thanks  to  The  Engineer- 
ing Institute  of  Canada  for  the  kindness  shewn  to  U.K. 
members  in  remitting  annual  fee. 

Regularly  each  month  since  I  returned  from  Canada  I 
have  been  receiving  my  copy  of  The  Engineering  Journal 
and  I  look  forward  to  the  time  when  I  shall  be  able  to  renew 
acquaintance  with  the  many  friends  I  made  whilst  in  Canada. 

Your  personal  offer  of  assistance  at  any  time  is  much 
appreciated  and  I  shall  be  glad  if  you  will  convey  my  thanks 
and  best  wishes  to  the  Council  at  their  next  meeting. 

Yours  very  sincerely, 

(Signed)  C.  S.  H.  Leheup,  m.e.i.c 


THE  ENGINEERING  JOURNAL    October,  1942 


583 


BIBLIOGRAPHY  PUBLISHED  ON  ELECTRICAL 
SAFETY 

The  third  bibliography  of  technical  literature  entitled 
"Bibliography  on  Electrical  Safety,  1930-1941"  has  just 
been  published  by  the  American  Institute  of  Electrical 
Engineers.  This  publication,  sponsored  by  the  AIEE  com- 
mittee on  safety,  is  designed  to  make  available  a  fund  of 
information  on  electrical  safety  which  should  be  of  special 
interest  at  a  time  when  accident  prevention  is  of  national 
importance.  A  list  of  American  and  Canadian  applicable 
standards,  specifications,  and  safety  codes  is  also  included. 
Information  on  safety  published  before  1930  may  be 
located  through  bibliographies  accompanying  articles 
listed. 

The  items  in  this  bibliography  are  divided  into  sections 
according  to  subject  matter  as  follows: 

A.  Electrical  Accidents  and  Their  Causes. 

B.  Accident  Prevention  Methods. 

C.  Safety  Codes  and  Standards. 

D.  Effects  of  Electric  Shock. 

E.  Resuscitation. 

The  "Bibliography  on  Electrical  Safety,  1930-1941"  is  a 
16-page  pamphlet,  8  H  by  11  inches.  It  may  be  obtained 
from  AIEE  headquarters,  33  West  39th  Street,  New  York, 
N.Y.,  at  25  cents  per  copy  to  Institute  members  (50  cents 
to  non-members)  with  a  discount  of  20  per  cent  for  quanti- 
ties of  10  or  more  mailed  at  one  time  to  one  address. 
Remittances,  payable  in  New  York  exchange,  should 
accompany  orders. 

Members  of  the  Engineering  Institute  may  obtain  copies 
of  the  bibliography  at  25  cents  each  from  their  own  Head- 
quarters. This  is  made  possible  owing  to  the  exchange 
arrangements  between  the  Institute  and  American  Societies. 

LAYAL  OPENS  NEW  DEPARTMENT  OF 
ELECTRICAL  ENGINEERING 

On  September  23rd,  the  Université  Laval  in  Quebec 
formally  opened  its  new  Department  of  Electrical  Engineer- 
ing, in  the  presence  of  a  large  group  of  important 
government,  educational,  and  industrial  personages.  Mgr. 
Camille  Roy,  Rector  of  Laval  University,  and  Mr.  Adrien 
Pouliot,  M.E.i.c,  Dean  of  its  Faculty  of  Science,  both  spoke 
briefly  and  presented  Mr.  René  Dupuis,  M.E.i.c,  the 
Director  of  the  new  department,  who  gave  a  brief  history 
of  the  foundation  of  the  department,  acknowledged  the 
financial  support  of  the  Quebec  government,  and  outlined 
the  programme  which  it  was  hoped  to  follow. 

Laval  University  has  been  giving  degrees  in  Medicine, 
Law,  Theology,  and  Arts,  for  over  ninety  years,  but  has 
only  recently  extended  its  activities  to  the  field  of  pure 
and  applied  science.  To-day,  its  Faculty  of  Science  gives 
degrees  in  Mathematics,  Physics,  Chemistry,  Biology,  and 
Geology,  as  well  as  in  Chemical,  Mining,  Metallurgical, 
Forestry  and  Electrical  Engineering.  The  department  just 
created  will  give  young  men  in  Quebec  and  lower  St.  Law- 
rence regions  additional  opportunities  to  enter  a  field  in 
which  there  now  exists  a  pressing  demand  for  qualified 
engineering  graduates. 

The  new  course  at  Laval  has  been  organized  largely  along 
the  lines  of  the  training  given  by  the  Department  of  Elec- 
trical Engineering  at  McGill  University  and  thanks  are  due 
to  Professor  C.  V.  Christie  and  Professor  G.  Wallace  of 
McGill  for  their  advice  and  collaboration.  During  the  first 
and  second  year,  all  engineering  students  follow  the  same 
basic  training  in  mathematics,  physics,  chemistry,  draw- 
ing, etc.  In  the  third  year,  they  are  grouped  according  to  the 
specialty  that  they  have  chosen;  electrical  engineering 
students  are  given  basic  theory  in  electrical  circuits  and 
machinery.  In  the  fourth  year,  they  may  take  either  the 


power  or  the  communications  option.  In  view  of  the  import- 
ance of  communications  in  the  present  war  and  the  great 
effect  that  present-day  developments  in  the  electronic  field 
will  have  on  civil  life  after  the  war,  considerable  attention 
will  be  given  at  Laval  to  the  communications  field. 


Main  Electrical  Laboratory. 

The  equipment  of  the  new  laboratories  has  been  hindered 
by  the  difficulty  of  obtaining  electrical  apparatus;  neverthe- 
less, apparatus  is  now  available  to  carry  out  normal 
instruction  in  all  subjects  of  the  curriculum.  The  facilities 
include  laboratories  devoted  to  machines,  meters  and  relays, 
illumination,  small  apparatus,  radio  and  telephone,  and  an 
electrical  shop.  A  flexible  distribution  system  provides  the 
following  currents  in  all  laboratories;  230-115  volts  D.C., 
220-110  volts  A.C.  single-phase,  220  and  110  volts  A.C., 
three-phase.  The  experimental  equipment  includes  a  40  kw. 
D.C.  generator  driven  by  a  50  hp.  induction  motor,  a  10  hp. 
D.C.  generator  set,  a  10  hp.  A.C.  phase  displacement 
dynamometer  set,  a  10  hp.  D.C.-A.C.  motor  generator  set, 
a  5  kw.  synchronous  converter,  a  5  hp.  squirrel-cage, 
induction  motor,  a  5  kw.  six-phase  mercury  vapour  rectifier, 
a  134  kw.  three-phase  mercury  vapour  rectifier,  three  23^ 
kva.  transformers,  one  30-ampere  three-phase  variac,  three 
50-ampere  core  type  variable  inductances,  several  resistor 
banks,  variable  condensers,  and  a  wide  assortment  of 
measuring  apparatus  and  meters  of  all  ranges.  A  typical 
2,200  volts  distribution  line  has  been  set  up  for  instruction 
in  transmission  line  working.  A  feature  of  the  illumination 
laboratory  is  a  room  with  movable  partitions  and  ceilings 
which  will  permit  practical  tests  of  reflecting  surfaces, 
luminaires,  etc.  The  communications  laboratory  already 
contains  a  cathode  ray  oscillograph,  an  electronic  switch, 
an  ohmmeter-voltmeter-milliammeter,  a  tube  tester  and 
numerous  small  components.  The  shop  is  equipped  with  a 
lathe,  drill,  press  and  wide  assortment  of  tools. 

The  University  has  aimed  at  getting  for  its  teaching 
staff  engineers  from  the  electrical  industry  who  have  had 
varied  and  successful  experience  in  the  electrical  field.  Mr. 
René  Dupuis,  m.e.i.c,  who  takes  charge  of  the  department 
as  Director,  studied  at  McGill  and  graduated  in  electrical 
engineering  from  the  University  of  Nancy,  France,  comes 
from  the  staff  of  the  Quebec  Power  Company  where  he  was 
assistant-superintendent.  The  Assistant-Director,  Mr.  E.  A. 
Bouchard,  graduated  in  civil  and  electrical  engineering  from 
the  Ecole  Polytechnique,  Montreal,  and  obtained  a  Master's 
degree  in  electrical  engineering  from  the  Massachusetts 
Institute  of  Technology  ;  he  was  with  the  Shawinigan  Water 
&  Power  Company  for  several  years.  Mr.  G.  E.  Sarault, 
m.e.i.c,  a  graduate  of  McGill  University  in  electrical 
engineering,  was  previously  regional  engineer  for  Quebec 
province  with  the  Canadian  Broadcasting  Corporation  and 
will  teach  communications.  The  department  has  received 
strong  support  from  the  provincial  Government  and  the 
electrical  industry  in  general.  The  Shawinigan  Water  & 
Power  Company  and  the  Quebec  Power  Company  have 
contributed   three   scholarships  of   250   dollars  each   and 


584 


October,  1942    THE  ENGINEERING  JOURNAL 


prizes  amounting  to  100  dollars  for  the  electrical  students, 
as  a  token  of  their  keen  interest  and  their  confidence  in  the 
new  department.  The  Canadian  Porcelain  Company, 
Northern  Electric  Company,  R.C.A.  Victor,  Montreal 
Light,  Heat  &  Power  Company,  Rivière-du-Loup  Power, 
Saguenay  Power  Company,  the  City  of  Quebec,  the  Hô- 
pital du  St-Sacrement  in  Quebec,  have  all  made  valuable 
contributions  to  the  laboratories. 


MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  September  19th,  1942,  at  ten 
thirty  a.m. 

Present:  President  C.  R.  Young  in  the  chair;  Vice- 
President  K.  M.  Cameron;  Councillors  J.  E.  Armstrong, 
E.  D.  Gray-Donald,  J.  G.  Hall,  R.  E.  Heartz,  W.  G.  Hunt, 
G.  M.  Pitts,  and  J.  A.  Vance;  Secretary  Emeritus  R.  J. 
Durley,  General  Secretary  L.  Austin  Wright,  and  Assistant 
General  Secretary  Louis  Trudel. 

The  recommendation  of  the  Finance  Committee  that  the 
two  new  Institute  medals  which  had  been  authorized  at 
the  February  meeting  of  Council,  be  known  as  (1)  The  T. 
C.  Keefer  Medal  for  papers  on  civil  engineering,  and  (2) 
The  R.  A.  Ross  Medal  for  papers  on  electrical  engineering, 
was  approved  unanimously.  No  action  was  taken  regarding 
the  preparation  of  designs  or  the  procuring  of  dies  for  the 
new  medals. 

The  general  secretary  reported  that  considerable  progress 
was  being  made  with  regard  to  the  Annual  Meeting,  which 
would  be  held  at  the  Royal  York  Hotel,  Toronto,  on 
Thursday  and  Friday,  February  11th  and  12th,  1943.  Mr. 
Ross  Robertson  has  been  appointed  chairman  of  the 
Finance  Committee,  and  Professor  R.  F.  Leggett  chairman 
of  the  Papers  Committee. 

The  papers  will  be  of  a  war  nature  and  will  feature  three 
of  the  important  committees  recently  appointed  by  Council 
— Post-War  Problems,  Civil  Defence  and  Industrial  Rela- 
tions. One  professional  session  will  be  devoted  to  a  discus- 
sion on  manpower  in  the  United  States  and  Canada.  It  is 
hoped  to  continue  the  custom  established  in  recent  years 
of  having  as  special  guests  the  presidents  and  secretaries 
of  the  American  Societies  Interesting  plant  visits  will  also 
be  arranged.  The  social  functions  will  be  of  an  informal 
character. 

Mr.  Hall,  chairman  of  the  Institute's  Membership  Com- 
mittee, reported  that  his  committee  had  studied  item  by 
item  the  resolution  of  the  Toronto  Branch  regarding  the 
consideration  of  applications  for  membership,  which  had 
been  referred  to  it  by  Council  some  time  ago.  The  com- 
mittee presented  a  detailed  report,  and  recommended  (1) 
that  Council  send  to  each  branch  a  memorandum  for  their 
guidance  in  considering  applications  for  admission;  and 
(2)  that  a  form  or  chart  be  used  by  all  branches  in  reporting 
their  findings  and  recommendations  to  Council. 

Mr.  Gray-Donald  thought  it  would  be  a  great  help  if 
instructions  or  rules  for  the  guidance  of  the  branches  in 
considering  applications  were  drawn  up.  He  felt  that  at 
the  present  time  the  classification  of  Institute  Affiliate  was 
being  given  to  candidates  who  were  not  eligible  for  full 
membership,  and  who  were  not  ready  to  take  the  Institute 
examinations.  His  understanding  of  that  classification  was 
that  it  should  be  given  to  persons,  not  necessarily  engineers, 
whose  past  experience  and  attainments  would  add  to  the 
prestige  of  the  Institute. 

Mr.  Hall  pointed  out  that  that  classification,  as  well  as 
that  of  Branch  Affiliate,  had  been  reported  on  some  time 
ago  by  the  Membership  Committee  which  was  still  endeav- 
ouring to  find  an  appropriate  name  for  Branch  Affiliates 
that  would  distinguish  them  from  Institute  Affiliates.  His 
interpretation  was  that  an  Institute  Affiliate  might  be  a 
person  of  a  very  high  calibre  but  not  necessarily  an  engineer. 

Mr.  Pitts  presented  a  suggestion  that  joint  membership 
in  the  Institute  and  a  professional  association  should  be 


recognized  by  some  new  designation  such  as  P.M.E.LC. 
He  thought  this  might  be  a  senior  classification  in  the 
Institute  which  would  attract  persons  who  were  not  now 
members  of  an  association  and  the  Institute.  The  president 
pointed  out  that  this  was  an  entirely  new  suggestion  which 
might  properly  be  referred  to  the  Institute  Membership 
Committee  for  consideration  and  report. 

Following  further  discussion,  on  the  motion  of  Mr.  Hall, 
seconded  by  Mr.  Vance,  it  was  unanimously  resolved  that 
the  report  of  the  Membership  Committee  be  adopted,  and 
that  copies  be  sent  to  all  branches  and  members  of  Council 
with  a  request  for  an  expression  of  opinion  on  the  draft 
form  suggested  for  the  use  of  branch  executive  committees. 

On  the  motion  of  Mr.  Vance,  seconded  by  Mr.  Heartz, 
it  was  unanimously  resolved  that  Dr.  J.  S.  Bates  and  Mr. 
Huet  Massue  be  appointed  members  of  the  Committee  on 
Post- War  Problems. 

In  presenting  the  progress  report  of  his  Committee  on 
the  Engineering  Features  of  Civil  Defence,  Mr.  Armstrong 
stated  that  since  the  last  council  meeting  his  committee 
had  made  rapid  progress.  Some  of  the  work  had  now 
advanced  to  a  stage  that  required  some  action  by  Council 
in  order  that  further  progress  might  be  made. 

Three  additional  branches  had  appointed  branch  com- 
mittees although  seven  of  the  branches  had  not  yet  taken 
this  action.  The  president  pointed  out  that  the  Cape  Breton 
Branch  would  not  appoint  a  committee  as  it  was  co-operat- 
ing with  the  Halifax  branch  under  the  chairmanship  of 
Councillor  I.  P.  Macnab. 

Mr.  Armstrong  then  commented  on  his  report  item  by 
item.  His  committee  was  still  co-operating  with  Dr. 
Manion's  committee  on  A.R.P.,  but  there  was  nothing 
special  to  report  at  the  moment  in  that  connection.  The 
main  committee  is  keeping  in  close  touch  with  the  branch 
committees.  The  sub-committee  on  protection  against 
bombing,  etc.,  was  at  work  under  the  chairmanship  of 
Councillor  G.  M.  Pitts,  but  no  report  had  yet  been  received 
from  that  committee. 

Professor  Legget,  Chairman  of  the  Sub-Committee  on 
Men,  Plant  and  Materials  for  Repairs  to  Major  Engineering 
Structures  and  Works,  has  been  very  active.  He  is  proceed- 
ing carefully  with  the  appointment  of  personnel  for  his  sub- 
committee with  a  view  to  having  its  membership  such  as 
to  serve  as  the  centering  points  throughout  Canada  for 
currently  carrying  on  the  work  of  the  sub-committee  during 
an  emergency.  He  has  tentatively  in  mind  a  representative 
in  the  maritime  provinces,  in  Quebec,  in  Ontario,  in  the 
prairie  provinces  and  in  British  Columbia.  In  the  mean- 
time, the  Toronto  Branch  Committee  has  offered  to  assist 
him  in  any  way  possible. 

Professor  Legget  is  now  in  touch  with  H.  W.  Lea, 
Director,  Wartime  Bureau  of  Technical  Personnel,  in 
regard  to  men  and  with  H.  H.  Bloom,  Administrator,  Farm 
and  Construction  Machinery,  Wartime  Prices  and  Trade 
Board,  in  regard  to  plant,  but  has  not  yet  made  the  type  of 
contact  he  desires  in  connection  with  materials.  An  attempt 
is  being  made  to  develop  a  single  contact  in  connection 
with  priorities  for  repair  materials,  if,  as  and  when  required, 
Such  a  contact  should  save  much  time  in  an  emergency  as 
compared  with  the  probable  alternative  of  approaching 
each  material  Controller  concerned  in  each  individual  case 
of  damage. 

President  Young  expressed  Council's  thanks  and  appre- 
ciation of  the  tremendous  amount  of  work  which  Mr. 
Armstrong  and  his  committee  had  done.  The  report  repre- 
sented one  of  the  finest  pieces  of  work  ever  undertaken  by 
the  Institute. 

In  response  to  a  request  from  the  secretary  of  the 
Canadian  Chamber  of  Commerce,  it  was  unanimously 
resolved  on  the  motion  of  Mr.  Vance,  seconded  by  Mr. 
Gray-Donald  that  Vice-President  deGaspé  Beaubien  be 
nominated  as  the  Institute's  representative  on  the  board 
of  directors  of  the  Canadian  Chamber  of  Commerce  for  the 
year  1942-1943. 


THE  ENGINEERING  JOURNAL    October,  1942 


585 


A  number  of  applications  were  considered  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 7 

Juniors .  .  ." 3 

Students 7 

Affiliate 1 

Transfers 

Junior  to  Member 4 

Student  to  Member 1 

Affiliate  to  Member 1 

It  was  noted  that  the  next  meeting  of  Council  would 
be  held  at  the  General  Brock  Hotel,  Niagara  Falls,  Ontario, 
on  Tuesday,  October  13th,  1942,  convening  at  two  o'clock 
p.m. 

The  Council  rose  at  one  forty  p.m. 

"LIONS'  GATE  BRIDGE"  PAPER  AVAILABLE 
IN  REPRINT  FORM 

The  excellent  paper  by  S.  R.  Banks,  m.e.i.c,  on  "The 
Lions'  Gate  Bridge"  published  in  four  instalments  in  recent 
issues  of  the  Journal,  has  been  reprinted  under  one  cover. 
This  unabridged  edition  contains  60  pages  and  is  amply 
illustrated. 

The  paper,  which  was  awarded  the  Gzowski  Medal  of  the 
Institute  for  1941,  is  a  faithful  record  of  the  various  phases 
of  the  work  on  the  design  at  Montreal,  and  the  construction 
at  Vancouver,  of  the  longest  suspension  bridge  in  the 
Dominion.  The  main  divisions  of  the  paper  indicate  its 
scope:  Substructure;  Design  and  Fabrication  of  Super- 
structure; North  Viaduct;  Erection  of  Superstructure; 
Electrical  Installation;  Particulars  Regarding  Contracts  and 
Personnel. 

Copies  of  the  reprint  may  be  obtained  at  30  cents  each 
from  Headquarters. 

LIST  OF  NOMINEES  FOR  OFFICERS 

The  report  of  the  Nominating  Committee,  as  accepted 
by  Council  at  the  meeting  held  on  September  19th,  1942, 
is  published  herewith  for  the  information  of  all  corporate 
members  as  required  by  Sections  19  and  40  of  the  By-laws: 

List  of  Nominees  for  Officers  for  1943  as 
Proposed  by  the  Nominating  Committee 


President K.  M.  Cameron. 

Vice-Presidents: 
*Zone  "A"  (Western 
Provinces) 

"Zone  "B"  (Province  of 
Ontario) 

*Zone  "C"  (Province  of 
Quebec) 


.  Ottawa 


.  W.  P.  Brereton.; Winnipeg 

L.  F.  Grant Kingston 

.  C.  K,  McLeod Montreal 


Councillors: 
^Vancouver  Branch.  .  . 
^Edmonton  Branch .... 
t Saskatchewan  Branch 
]Lakehead  Branch  .... 

iOttawa  Branch 

t  Toronto  Branch 

^Border  Cities  Branch . 


^London  Branch  . 
fKingston  Branch 
XMontreal  Branch 


\St.  Maurice  Valley  Branch  . 

^Saguenay  Branch 

^Saint  John  Branch 

t Halifax  Branch 


.  C.  E.  Webb Vancouver 

.  E.  Nelson Edmonton 

.A.  M.  Macgillivray .  .   Saskatoon 

.  H.  G.  O'Leary Fort  William 

.  N.  B.  MacRostie Ottawa 

.  H.  E.  Brandon Toronto 

G.  E.  Medlar Windsor 

J.  F.  Bridge Sandwich 

.  J.  A.  Vance Woodstock 

.A.  Jackson Kingston 

.  E.  V.  Gage Montreal 

J.  A.  Lalonde Montreal 

.  H.  J.  Ward Shawinigan  Falls 

.J.  W.  Ward Arvida 

.  J.  P.  Mooney Saint  John 

.C.  Scrymgeour Dartmouth 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  September  19th,  1942,  the  follow- 
ing elections  and  transfers  were  effected: 

Members 

Langevin,    Louis    Emilien,    b.a.Sc,    CE.    (Ecole    Polytechnique), 

consltg.  engr.,  513  Rachel  St.  East,  Montreal,  Que. 
Magnant,   Daniel  Armand,   b.a.Sc,   CE.    (Ecole  Polytechnique), 

development  engr.,  Bouchard  plant,  Defence  Industries  Limited, 

Ste.  Thérèse,  Que. 
Swinton,    Kurt   Rudolf,    b.sc,   m.sc.    (Technical   Univ.,    Vienna), 

Lieut.,   R.C.C.S.,   on  staff  of  Director  of  Signals  Design,   Army 

Engrg.  Design  Br.,  Dept.  of  Munitions  &  Supply,  Ottawa,  Ont. 
Theriault,  L.  Leon,  b.sc.  (Univ.  of  N.B.),  motor  vehicle  dept.,  Dept. 

of  Public  Works,  Fredericton,  N.B. 
Tourigny,  Charles  E.,  b.a.Sc,  CE.  (Ecole  Potytechnique) ,  director 

of  customers'  service  bureau,  Shawinigan  Water  A  Power  Company, 

Montreal,  Que. 
Van  den  Broek,  Jan  A.,  b.sc.  (Univ.  of  Kansas),  Ph.D.  (Univ.  of 

Mich.),  professor  of  engineering  mechanics,  University  of  Michigan, 

Ann  Arbor,  Mich. 
Watts,  Thomas  Ord,  b.sc.   (Queen's  Univ.),  works  mgr.,  Sutton- 

Horsley  Co.  Ltd.,  Toronto,  Ont. 

Juniors 

Caverly,  Jefferson  Austin,  B.Eng.  (Geol.),  (Univ.  of  Sask.),  explora- 
tion engr.,  for  Howe  Sound  Co.  of  New  York,  at  Snow  Lake,  Man. 

Dillon,  Eldridge  Arthur,  B.Eng.  (N.S.  Tech.  Coll.),  student  engr., 
Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 

Laari,  William,  b.a.Sc.  (Univ.  of  Toronto),  jr.  field  engr.,  Canadian 
Allis  Chalmers  Mfg.  Co.,  Toronto,  Ont. 


Swanston,    Murray 

Gander,  Nfld. 


Affiliate 
Maxwell,    Flying   Officer, 


R.C.A.F.    Station, 


: 


*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. 


Transferred  from  the  class  of  Junior  to  that  of  Member 
Charlewood,   Charles   Benjamin,   Lieut.,   R.C.A.,   B.sc.    (Mech.) 

(McGill   Univ.),   c/o   British  Columbia  House,    1-3    Regent  St 

London,  S.W.I,  England. 
Grant,  Wilfrid  John,  b.a.Sc.  (Univ.  of  Toronto),  engrg.  dept.,  Fraser 

Brace  Ltd.,  Montreal,  Que. 
Jackson,  William  Hayes,  b.a.Sc.  (Univ.  of  Toronto),  chief  dfsman., 

De  Havilland  Aircraft  of  Canada  Ltd.,  Toronto,  Ont. 
Petursson,  Hannes  Jon,  b.sc.  (Univ.  of  Man.),  instr'man.,  Dept.  of 

Highways  of  Ont.,  Longlac,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Miller,    Dudley   Chipman   Raphael,   b.a.Sc.    (Univ.   of  Toronto), 
supt.  of  optical  shops,  Research  Enterprises  Limited,  Toronto,  Ont. 

Transferred  from  the  class  of  Affiliate  to  that  of  Member 

Haltrecht,  Arnold,  M.E.   (Tech.  Univ.  of  Darmstadt),  elec.  engrg. 
lab.,  National  Research  Council,  Ottawa,  Ont. 

Students  Admitted 

Albert,   Leo  Maurice   (St.    Francis  Xavier   Univ.),   P.O.   Box  458, 

Edmundston,  N.B. 
Boulet,  Lionel  (Laval  Univ.),  172  St.  Olivier  St.,  Quebec,  Que. 
Edwards,  George  Robert  (N.S.  Tech.  Coll.),  Improver  1st.,  H.M.C. 

Dockyard,  Halifax,  N.S. 
Near,   Frank  Manning   (Univ.   of  Toronto),   39  Alexandra  Blvd., 

Toronto,  Ont. 
Provias,   Peter    (McMaster   Univ.),    R.C.A.F.    (Air   Crew),    No.    3 

Manning  Depot,  Edmonton,  Alta. 
Syme,  Thomas  Duff  (Univ.  of  B.C.),  8208  Hudson  St.,  Vancouver, 

B.C. 
Tulk,  Egbert  Gordon  (N.S.  Tech.  Coll.),  electrician's  helper,  H.M.C. 

Dockyard,  Halifax,  N.S. 
Vail,  Bert  Frank  (N.S.  Tech.  Coll.),  953  Barri ngton  St.,  Halifax,  N.S. 


COMING  MEETINGS 

Canadian  Institute  on  Sewage  and  Sanitation- 
Ninth  annual  convention,  Royal  York  Hotel,  Toronto. 
October  29-30. 

Interprovincial  Highway  Conference  at  Seigniory 
Club,  Montebello,  Que.,  October  28-29. 

Canadian  Good  Roads  Association — Annual  general 
meeting  in  Conference  Hall  of  Seigniory  Club,  Montebello, 
Que.,  at  5  p.m.,  October  29.  Secretary-treasurer,  Geo.  A. 
McNamee,  New  Birks  Bldg.,  Montreal,  Que. 


586 


October,  1942    THE  ENGINEERING  JOURNAL 


RULES  GOVERNING  AWARD  OF  INSTITUTE  PRIZES 


THE  SIR  JOHN  KENNEDY  MEDAL 

A  medal,  called  the  "Sir  John  Kennedy  Medal,"  was  estab- 
lished in  1927,  to  be  awarded  under  the  following  rules  in  com- 
memoration of  the  great  services  rendered  to  the  development  of 
Canada,  to  engineering  science  and  to  the  profession  by  the  late 
Sir  John  Kennedy,  past-president  of  The  Engineering  Institute  of 
Canada. 

(1)  The  medal  shall  be  awarded  by  the  council  of  the  Institute, 
at  intervals  of  not  less  than  two  years,  but  only  when  the  occa- 
sion Warrants,  as  a  recognition  of  outstanding  merit  in  the 
profession  or  of  noteworthy  contribution  to  the  science  of  engi- 
neering or  to  the  benefit  of  the  Institute. 

(2)  As  a  guide  in  making  the  award,  the  council  of  the  Institute 
shall  take  into  consideration  the  life,  activities  and  standing 
in  the  community  and  profession  of  the  late  Sir  John  Kennedy. 

(3)  Awards  shall  be  limited  to  corporate  members. 

(4)  At  the  beginning  of  the  year  of  award,  all  members  of  Council 
shall  be  asked  for  their  recommendations,  supported  by  reasons, 
for  the  award  of  the  medal,  which  must  be  submitted  to 
council  not  later  than  May  first.  The  council  of  the  Institute 
shall  then  give  consideration  to  the  recommendations,  but 
will  not  necessarily  adopt  any  of  them.  If,  in  the  opinion 
of  the  council,  no  corporate  member  of  the  Institute  thus 
recommended  is  of  sufficient  merit  or  distinction,  no  award 
shall  be  made. 

(5)  The  award  shall  be  decided  by  letter  ballot  of  the  council 
in  a  form  to  be  prescribed  by  the  council.  The  ballot  shall 
be  mailed  to  each  member  of  the  council  and  shall  state  the 
date  of  the  council  meeting  at  which  it  is  proposed  to  canvass 
the  ballot,  which  shall  not  be  less  than  twenty  days  after  the 
issue  of  the  ballot.  Unless  at  least  twenty -five  votes  are  cast  there 
shall  be  no  award.  There  shall  be  no  award  if  more  than  two 
negative  votes  are  cast. 

(6)  Announcement  of  an  award  shall  be  made  in  The  Engineering 
Journal  and  at  the  annual  meeting,  and,  if  possible,  the 
presentation  shall  take  place  at  that  meeting. 


THE  JULIAN  C.  SMITH  MEDAL 

This  medal  was  founded  in  1939  by  a  group  of  senior  members  to 
perpetuate  the  name  of  the  late  past-president  of  the  Institute.  It  is 
awarded  for  "achievement  in  the  development  of  Canada."  The 
inaugural  awards — eleven  in  number — were  made  in  1940  and  1941, 
but  subsequent  awards  are  limited  to  not  more  than  two  each  year. 

The  general  secretary  shall  ask  each  past-president  and  each  vice- 
president  of  the  Institute  for  nominations,  which  shall  be  submitted 
to  a  committee  of  three  consisting  of  the  president  and  two  members 
of  Council  appointed  by  him.  This  committee  may  select  not  more 
than  two  names  from  the  nominations,  which  name  or  names  shall 
be  submitted  by  open  letter  ballot  to  all  councillors  not  later  than 
October  first  of  each  year.  At  least  twenty  days  shall  elapse  before 
the  ballot  is  closed.  Unless  at  least  twenty-five  votes  are  cast  there 
shall  be  no  award.  There  shall  be  no  award  if  more  than  two  negative 
votes  are  cast. 

It  is  possible  that  some  special  occasion — a  centenary  celebration 
or  the  like — may  arise  when  it  would  evidently  be  desirable  to  award 
more  than  two  Julian  C.  Smith  medals.  In  such  a  case  departure 
from  the  prescribed  limit  may  be  permitted,  but  only  if  authorized 
by  a  formal  resolution  of  Council,  stating  the  special  reasons  for  the 
action. 


the  Institute,  or  directly  to  Headquarters.  They  shall  not  have 
been  presented  previously  to  any  other  body  or  meeting. 

(3)  Papers  to  be  eligible  for  this  competition  shall  deal  with  subjects 
concerning  the  use  of  metals  for  structural  or  mechanical  pur- 
poses. Without  limiting  the  generality  of  the  foregoing,  it  is 
suggested  that  the  following  topics  come  within  this  category; 
viz.:  the  economic  and  theoretical  elements  of  design,  fabrica- 
tion, machinery,  transporting,  erecting,  the  investigation  of 
problems  or  failures,  methods  of  overcoming  difficulties,  new 
methods  of  design  or  manufacturing,  the  recording  of  tests, 
and  other  features  that  add  to  engineering  knowledge. 

(4)  Papers  shall  be  the  bona  fide  production  of  the  author  and 
proper  credit  shall  be  given  for  any  assistance  received  from 
other  parties,  partners  or  reports.  The  relation  "of  the  author 
to  the  work  shall  be  clearly  stated.  Papers  shall  be  compiled 
and  arranged  with  proper  regard  to  literary  value  and  shall 
constitute  worthy  contributions  to  the  records  of  the  engin- 
eering profession. 

In  judging  the  competition  consideration  will  be  given 
to  the  personal  knowledge  and  appreciation  of  the  problems 
and  processes  involved  and  the  joint  application  of  theoretical 
and  practical  considerations  to  the  execution  of  the  subject 
which  are  displayed  on  the  part  of  the  author. 

(5)  The  papers  shall  be  judged  by  a  committee  of  three  corporate 
members,  eminent  in  the  corresponding  branch  of  the  profes- 
sion, appointed  for  the  purpose  by  council  as  required. 

(6)  The  award  shall  be  made  only  when  a  paper  of  sufficient 
merit  is  presented.  The  prize  year  shall  be  from  July  1st  to 
June  30th  and  papers  must  be  presented  to  Headquarters  of 
the  Institute  by  the  30th  day  of  June. 

(7)  The  prize  shall  be  awarded  at  the  annual  meeting. 


THE  GZOWSKI  MEDAL 

A  gold  medal,  called  "The  Gzowski  Medal,"  is  provided  from 
the  fund  established  in  1889  by  Col.  Sir  Casimir  Gzowski,  a.d.c, 
k.c.m.g.,  late  past-president  of  the  Institute,  and  will  be  awarded 
according  to  the  following  rules  for  papers  presented  to  the  Institute. 

(1)  Competition  for  the  medal  shall  be  open  only  to  those  who 
belong  to  the  Institute. 

(2)  The  award  of  medals  shall  not  be  made  oftener  than  once  a 
year,  the  medal  year  shall  be  the  year  ended  June  last  previous 
to  the  annual  meeting  at  which  the  award  is  to  be  made. 

(3)  The  papers  entered  for  competition  shall  be  judged  by  a  com- 
mittee of  five,  to  be  called  the  Gzowski  Medal  Committee, 
which  shall  be  appointed  by  the  council  as  soon  after  the 
annual  meeting  of  the  Institute  as  practicable.  Members  and 
Honorary  Members  only  shall  be  eligible  to  act  on  this 
committee. 

(4)  Papers  to  be  eligible  for  competition  must  be  the  bona  fide 
production  of  those  who  contribute  them,  and  must  not  have 
been  previously  made  public,  nor  contributed  to  any  other 
society  in  whole  or  in  part. 


DUGGAN  MEDAL  AND  PRIZE 

A  prize  of  a  medal  and  cash  to  a  combined  value  of  approximately 
one  hundred  dollars  was  established  in  1935,  to  be  given  each  year 
from  the  proceeds  of  a  donation  by  Past-President  G.  H.  Duggan, 
d.sc.  ll.d..  m.e.i. a,  for  the  purpose  of  encouraging  the  development 
of  the  branches  of  engineering  in  which  he  practised. 

The  prize  will  be  awarded  for  the  best  paper  presented  to  the 
Institute  in  accordance  with  the  following  rules: 

(1)  Competition  shall  be  open  to  all  members  of  the  Institute. 

(2)  The  papers  shall  be  presented  to  the  Institute  either  at  the 
regular  meeting  of  a  branch  or  at  a  professional  meeting  of 


(5)  The  medal  shall  be  awarded  for  the  best  paper  of  the  medal 
year,  provided  such  paper  shall  be  adjudged  of  sufficient 
merit  as  a  contribution  to  the  literature  of  the  profession  of  civil 
engineering,  but  not  otherwise. 

(6)  In  the  event  of  the  committee  not  considering  a  paper  in  any 
one  year  of  sufficient  merit,  no  award  shall  be  made;  but  in 
the  following  year  or  years,  it  shall  be  in  the  power  of  the 
committee  to  award  the  accumulated  medals  to  the  authors 
of  different  papers  which  may  be  deemed  of  sufficient  merit. 

(7)  The  medal  shall  be  suitably  engraved  by  the  Institute,  and 
shall  be  handed  to  the  successful  authors  at  the  annual  meet- 
ing, or  be  given  to  them  as  soon  afterwards  as  possible. 


THE  ENGINEERING  JOURNAL     October,  1942 


587 


THE  LEONARD  MEDAL 

A  gold  medal,  called  "The  Leonard  Medal,"  is  provided  from  the 
annual  proceeds  of  a  fund  established  in  1917  by  the  late  Lieut.-Col. 
R.  W.  Leonard,  and  will  be  awarded  in  accordance  with  the  following 
rules  for  papers  on  mining  subjects  presented  either  to  The  Canadian 
Institute  of  Mining  and  Metallurgy  or  to  The  Engineering  Institute  of 
Canada. 

(1)  Competition  for  the  medal  shall  be  open  to  those  who  belong  to 
The  Canadian  Institute  of  Mining  and  Metallurgy  or  to  The 
Engineering  Institute  of  Canada. 

(2)  Award  shall  be  made  not  oftener  than  once  a  year,  and  the 
medal  year  shall  be  the  year  ended  June  last  previous  to  the 
year  in  which  the  award  is  made. 

(3)  The  medal  shall  be  presented  at  annual  meetings  of  The  En- 
gineering Institute  of  Canada. 

(4)  A  committee  of  five  shall  judge  the  papers  entered  for  com- 
petition,, all  of  whom  shall  be  members  both  of  The  Canadian 
Institute  of  Mining  and  Metallurgy  and  The  Engineering 
Institute  of  Canada,  this  committee  to  be  appointed  by  the 
council  of  The  Engineering  Institute  of  Canada. 

(5)  All  papers  presented  shall  be  the  work  of  the  author  or  authors 
and  must  not  have  been  made  previously  public,  except  as  part 
of  the  literature  of  The  Canadian  Institute  of  Mining  and 
Metallurgy  or  The  Engineering  Institute  of  Canada. 

(6)  Should  the  committee  not  consider  the  papers  presented  in  any 
one  year  of  sufficient  merit,  no  award  shall  be  made,  but  in  the 
following  year,  or  years,  the  committee  shall  have  power  to 
award  the  accumulated  medals  or  to  award  a  second  prize  in 
the  nature  of  a  silver  medal,  or  a  third  prize  of  books  to  be 
selected  by  the  committee. 

(7)  The  medal  shall  be  suitably  engraved,  containing  the  name  of 
The  Engineering  Institute  of  Canada,  and  the  words,  "The 
Leonard  Medal"  together  with  the  adopted  design,  and  on  the 
reverse  side  the  name  of  the  recipient,  the  date  and  any  other 
inscription  that  may  be  decided  upon  by  the  committee. 


THE  PLUMMER  MEDAL 

A  gold  medal,  called  "The  Plummer  Medal,"  is  provided  from  the 
annual  proceeds  of  a  fund  established  in  1917  by  J.  H.  Plummer, 
d.c.l.,  and  will  be  awarded  according  to  the  following  rules  for  papers 
on  chemical  and  metallurgical  subjects  presented  to  the  Institute. 

(1)  Competition  for  the  medal  shall  be  open  to  those  who  belong 
to  The  Engineering  Institute  of  Canada,  and  to  non-members 
if  their  papers  have  been  contributed  to  the  Institute  and 
presented  at  an  Institute  or  Branch  meeting. 

(2)  Award  shall  be  made  not  oftener  than  once  a  year,  and  the 
medal  year  shall  be  the  year  ended  June  last  previous  to  the 
year  in  which  the  award  is  made. 

(3)  The  medal  shall  be  presented  at  annual  meetings  of  The  En- 
gineering Institute  of  Canada. 

(4)  A  committee  of  five  shall  judge  the  papers  entered  for  competi- 
tion, all  of  whom  shall  be  members  of  The  Engineering  Institute 
of  Canada,  and  shall  be  appointed  by  the  council  of  the  Institute. 

(5)  All  papers  presented  shall  be  the  work  of  the  author  or  authors 
and  must  not  have  previously  been  made  public,  except  as  part 
of  the  literature  of  The  Engineering  Institute  of  Canada. 

(6)  Should  the  committee  not  consider  the  papers  presented  in  any 
one  year  of  sufficient  merit,  no  award  shall  be  made,  but  in  the 
following  year,  or  years,  the  committee  shall  have  the  power  to 
award  the  accumulated  medals  or  to  award  a  second  prize  in 
the  nature  of  a  silver  medal,  or  a  third  prize  of  books  to  be 
selected  by  the  committee. 

(7)  The  medal  shall  be  suitably  engraved,  containing  the  name  of 
The  Engineering  Institute  of  Canada,  and  the  words,  "The 
Plummer  Medal,"  together  with  the  adopted  design,  and  on 
the  reverse  side  the  name  of  the  recipient,  the  date  and  any 
other  inscription  that  may  be  decided  upon  by  the  committee. 


PRIZES  TO  STUDENTS  AND  JUNIORS 

(1)  Five  prizes  may  be  awarded  annually  for  the  best  papers 
presented  by  Students  or  Juniors  of  the  Institute  in  the  vice- 
presidential  zones  of  the  Institute,  as  follows: — 

The  H.  N.  Ruttan  Prize- 
in  Zone  A — The  four  western  provinces. 

The  John  Galbraith  Prize, — 

in  Zone  B — The  province  of  Ontario. 


The  Phelps  Johnson  Prize, — 

for  an  English  Student  or  Junior  in  Zone  C — The 
province  of  Quebec. 

The  Ernest  Marceau  Prize, — 

for   a   French   Student   or   Junior    in    Zone    C — The 
province  of  Quebec. 

The  Martin  Murphy  Prize, — 

in  Zone  D — The  Maritime  provinces. 

(2)  Awards  shall  only  be  made  if,  in  the  opinion  of  the  examiners 
for  a  zone,  a  paper  of  sufficient  merit  has  been  presented  to  a 
branch  in  that  particular  zone. 

(3)  The  winner  of  a  prize  shall  be  required  to  specify  such  technical 
books  or  instruments  as  he  may  desire  to  the  total  value  of 
approximately  twenty-five  dollars  when  suitably  bound  and 
printed  or  engraved,  as  the  case  may  be. 

(4)  The  award  of  prizes  shall  be  for  the  year  ending  June  thirtieth. 
On  that  date,  each  branch  secretary  shall  forward  to  the 
examiners  for  his  partcular  zone  all  papers  presented  to  his 
branch  by  Students  and  Juniors  during  the  prize  year,  regardless 
of  whether  they  have  been  read  before  the  branch  or  not. 

(5)  The  prizes  shall  be  awarded  only  to  those  who  are  in  good  stand- 
ing as  Students  or  Juniors  of  the  Institute  of  June  thirtieth 
following  the  presentation  of  the  paper. 

(6)  The  papers  must  be  the  bona  fide  production  of  those  contribut- 
ing them  and  must  not  have  been  previously  made  public  or 
contributed  to  any  other  society  in  whole  or  in  part.  It  is  to  be 
understood,  however,  that  a  paper  which  has  won  or  been  con- 
sidered for  a  branch  prize  is  nevertheless  eligible  for  the 
Institute  Prize.  No  paper  shall  be  considered  for  more  than  one 
of  the  five  prizes. 

(7)  The  examiners  for  each  zone  shall  consist  of  the  vice-president 
of  that  zone  and  two  councillors  resident  in  the  zone,  appointed 
by  council.  In  the  case  of  Zone  C,  two  groups  of  examiners  shall 
be  appointed  under  the  two  vice-presidents,  one  for  the  English 
award  and  one  for  the  French  award.  The  awards  shall  be 
reported  to  the  annual  meeting  of  the  Institute  next  following 
the  prize  year,  and  the  prizes  presented  as  soon  thereafter  as  is 
reasonably  possible. 


PRIZES  TO  UNIVERSITY  STUDENTS 

In  1930  Council  established  eleven  cash  prizes  of  twenty-five  dollars 
each  for  competition  among  students  of  Canadian  engineering 
schools,  in  the  year  prior  to  the  graduating  year.  Awards  are  now 
made  annually  to  the  following  institutions:     . 

University  of  Alberta 
University  of  British  Columbia 
Ecole  Polytechnique,  Montreal 
Laval  University,  Quebec 
University  of  Manitoba 
McGill  University 
University  of  New  Brunswick 
Nova  Scotia  Technical  College 
Queen's  University 
Royal  Military  College 
University  of  Saskatchewan 
University  of  Toronto. 

It  is  the  desire  of  council  that  the  method  of  their  award  shall  hi 
determined  by  the  appropriate  authority  in  each  school  or  university 
so  that  a  prize  may  be  given  to  the  student  in  any  department  o 
engineering  who  has  proved  himself  most  deserving,  not  only  in  con 
nection  with  his  college  work,  but  also  as  judged  by  his  activities  in 
the  student  engineering  organization,  if  any,  or  in  the  local  branch  of  a 
recognized  engineering  society. 

It  is  not  necessary  for  the  recipient  to  belong  to  the  Institute,  and 
in  this  respect  the  prizes  are  quite  distinct  from  those  offered  to 
Students  and  Juniors  of  the  Institute,  or  from  the  prizes  which  are 
offered  by  a  number  of  our  branches  to  the  Students  attached  to  them. 

It  is  felt  that  the  establishment  of  these  prizes  not  only  aids  deserv- 
ing students,  but  assists  in  developing  their  interest  in  engineering 
societies'  work,  and  in  the  resulting  acquirement  and  interchange  of 
professional  knowledge. 


588 


October,  1942    THE  ENGINEERING  JOl'KNAL 


Personals 


Fraser  S.  Keith,  m.e.i.c,  is  the  new  president  of  the  McGill 
Graduates  Society.  Graduating  with  honours  in  1903,  Mr. 
Keith  remained  on  the  staff  for  a  year  as  senior  demonstrator 
in  the  electrical  department.  Following  a  number  of  years 
devoted  to  technical  journalism,  he  went  to  Vancouver 
where  he  was  engaged  in  concrete  construction  and  the 
manufacture  and  sale  of  concrete  materials. 

Returning  East  early  in  1915,  he  became  eastern  manager 
of  technical  publications  with  the  MacLean  Publishing 
Company.  He  became  managing  editor  of  Construction  in 
Toronto,  from  which  position  he  was  appointed  to  the 
position  of  first  full-time  secretary  of  the  Canadian  Society 
of  Civil  Engineers,  which  changed  its  name  to  "The 
Engineering  Institute  of  Canada"  a  year  later.  Mr.  Keith 
designed  and  inaugurated  for  the  Institute  the  Engineering 
Journal  and  was  its  first  editor  and  manager. 


Fraser  S.  Keith,  M.E.I.C. 

In  1925  Mr.  Keith  resigned  to  accept  the  position  which 
he  still  occupies,  that  of  manager  of  the  Department  of 
Development  of  The  Shawinigan  Water  and  Power  Com- 
pany, Montreal. 

Gordon  McL.  Pitts,  m.e.i.c.,  retiring  president  of  the 
McGill  Graduates  Society  has  been  elected  to  the  Board  of 
Governors  of  his  University.  Mr.  Pitts  is  a  member  of  the 
Council  of  the  Institute  as  well  as  president  of  the  Royal 
Architectural  Institute  of  Canada. 

James  B.  Woodyatt,  m.e.i.c,  has  been  elected  first  vice- 
president  of  the  McGill  Graduates  Society.  Graduated  from 
the  class  of  1907  he  served  an  apprenticeship  with  the 
Canadian  Westinghouse  Company  Limited  and  during  the 
winter  of  1908  and  1909  he  carried  out  investigations  of  ice 
conditions  in  the  Gulf  and  River  St.  Lawrence  for  the 
government.  Later  he  was  a  sales  engineer  for  Allis-Chal- 
mers-Bullock  Company  Limited  and  in  1910  he  became 
superintendent  of  the  Sherbrooke  Railway  and  Power 
Company,  being  appointed  general  manager  in  1916,  and 
in  1920  vice-president.  In  1925  he  became  president  of  the 
company.  Mr.  Woodyatt  is  also  vice-president  and  general 
manager  of  the  Power  Corporation  of  Canada,  Limited. 

R.  E.  Stavert,  m.e.i.c,  vice-president  of  the  Consolidated 
Mining  and  Smelting  Company  of  Canada  Limited,  has 
been  elected  to  the  Executive  Committee  of  the  McGill 
Graduates  Society. 

G.  E.  Booker,  m.e.i.c,  is  now  employed  by  Wartime 
Housing  Limited  and  is  on  loan  to  Gore  and  Storrie, 
consulting  engineers  of  Toronto.  For  the  past  few  years  Mr. 
Booker  had  been  on  the  staff  of  the  Bathurst  Power  and 
Paper  Company,  at  Bathurst,  N.B. 


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


R.  H.  Rimmer,  m.e.i.c,  is  the  newly  elected  chairman  of 
the  Saguenay  Branch  of  the  Institute.  Born  at  Burlington, 
N.C.,  U.S.A.,  he  was  educated  at  the  University  of  North 
Carolina,  where  he  graduated  as  bachelor  of  science  in 
chemical  engineering  in  1918.  Upon  graduation  he  joined 
the  United  States  Navy  as  a  chemist  and  inspector.  From 
1919  to  1922  he  was  with  E.  I.  DuPont  deNeMours  Com- 
pany at  Wilmington,  Del.,  as  a  chemist.  In  1922  he  joined 
the  research  bureau  of  the  Aluminum  Company  of  America 
at  Badin,  N.C.,  as  a  chemical  engineer  and  remained  in  the 
bureau  till  1928  when  he  was  transferred  to  the  Aluminum 
Company  of  Canada,  Limited,  at  Arvida,  Que.  In  1930  he 
became  assistant  superintendent  of  the  Aluminum  plant  at 
Arvida.  At  present  he  is  in  charge  of  the  research  and 
development  work  at  Arvida. 

Major  A.  Sidney  Dawes,  m.e.i.c,  has  recently  been 
elected  to  the  board  of  Montreal  Light,  Heat  and  Power 
Consolidated.  Educated  at  Montreal  High  School  and 
McGill  Uuiversity,  where  he  graduated  as  a  bachelor  of 
science  in  1910,  Mr.  Dawes  began  his  engineering  career 
as  an  apprentice  in  the  Canadian  Westinghouse  Company's 
shops  at  Hamilton,  Ont.  Early  in  1914,  he  joined  the  Atlas 
Construction  Company  but  on  the  declaration  of  war 
enlisted  in  the  Canadian  Field  Artillery. 

Proceeding  to  France  in  1915  he  was  twice  wounded, 
received  his  captaincy  in  1917;  a  year  later  he  was  promoted 
major  and  awarded  the  Military  Cross.  On  demobilization 
he  rejoined  the  Atlas  Construction  Company,  of  which  he  is 
presently  president  and  managing  director. 

Major  Dawes  is  president  and  managing  director  of  the 
Belmont  Construction  Company,  vice-president  of  Federal 
Aircraft  Limited,  president  of  the  Windsor  Mills  Elementary 
Flying  School — now  a  part  of  the  British  Commonwealth 
Air  Training  Plan- — and  a  director  of  the  Reliance  Insurance 
Company. 

J.  E.  St.  Laurent,  m.e.i.c,  has  been  appointed  vice- 
president  of  the  National  Harbours  Board  at  Ottawa.  He 
had  been  chief  engineer  of  the  River  St.  Lawrence  Ship 
Channel,  Department  of  Transport,  Montreal,  since  1937. 
He  was  previously  with  the  Department  of  Public  Works  in 
Ottawa.  Mr.  St.  Laurent  graduated  from  the  Ecole  Poly- 
technique,  Montreal,  in  1909  and  since  then  has  been 
employed  in  various  capacities  throughout  Canada  with 
the  above  department.  He  was  for  a  time  district  engineer 
at  Port  Arthur  and  also  at  Winnipeg.  He  has  been  in 
Ottawa  since  1925. 

Captain  F.  S.  Jones,  m.e.i.c,  has  been  promoted  to  the 
position  of  chief  engineer  of  the  River  St.  Lawrence  Ship 
Channel's  Branch  of  the  Department  of  Transport  at 
Ottawa.  Mr.  Jones  joined  the  department  in  1916  upon  his 
graduation  from  the  University  of  New  Brunswick  and  he 
has  been  assistant  chief  engineer  since  1937.  During  the 
last  war  he  served  overseas  with  the  Royal  Canadian 
Engineers  and  received  the  Military  Cross. 

J.  M.  M.  Lamb,  m.e.i.c,  has  been  appointed  district 
engineer  of  the  Department  of  Transport  at  St.  John,  N.B., 
succeeding  Lieutenant-Colonel  H.  F.  Morrisey,  m.e.i.c, 
who  died  last  summer.  Mr.  Lamb  received  his  engineering 
education  at  the  University  of  New  Brunswick.  He  has 
been  in  the  service  of  the  Dominion  Government  for  the 
last  29  years,  having  joined  the  Department  of  Public 
Works  as  assistant  engineer  in  1913. 

R.  E.  Farmer,  m.e.i.c,  division  engineer  with  the  Canadian 
Pacific  Railway  at  Woodstock,  N.B.,  has  been  transferred 
to  the  same  position  at  Sudbury,  Ont. 


THE  ENGINEERING  JOURNAL     October,  1942 


589 


S.  G.  Porter,  M.E.I.C. 


Augustus  Griffin,  M.E.I.C 


G.  P.  F.  Boese,  M.E.I.C. 


S.  G.  Porter,  M.E.I.C,  a  past  president  of  the  Institute, 
has  recently  retired  from  the  position  of  manager  of  the 
Department  of  Natural  Resources  of  the  Canadian  Pacific 
Railway  at  Calgary,  Alta.  He  has  occupied  this  position 
since  1927.  Mr.  Porter  joined  the  company  in  1918  as 
superintendent  of  operation  and  maintenance  of  the 
southern  section  of  the  Canadian  Pacific  Railway  irrigation 
system  with  headquarters  at  Lethbridge.  Mr.  Porter  will 
succeed  P.  L.  Naismith  as  chairman  of  the  Advisory  Com- 
mittee to  the  Department  of  Natural  Resources  and  will 
continue  as  president  of  the  Lethbridge  Collieries  Limited, 
which  position  he  has  held  since  the  establishment  of  the 
collieries. 

Augustus  Griffin,  M.E.I.C.,  for  the  past  year  assistant 
manager  of  the  Department  of  Natural  Resources  of  the 
Canadian  Pacific  Railway  at  Calgary  has  taken  over  as 
manager  of  the  department  succeeding  S.  G.  Porter  who  has 
retired. 

Mr.  Griffin  has  been  in  the  service  of  the  Company  since 
1918.  He  was  born  in  Visalia,  California.  In  1906  he  grad- 
uated 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 
Canadian  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  headquarters  were  moved  to  Strathmore,  Alta.,  where 
he  supervised  the  operation  of  the  Company's  Western 
Section  Irrigation  Project.  He  is  a  recognized  authority  on 
irrigation,  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  covers  in  a  general  way  the 
natural  resources  of  the  Company  in  western  Canada. 

G.  P.  F.  Boese,  m.e.i.c,  has  been  appointed  chief  engineer 
of  the  Department  of  Natural  Resources,  Canadain 
Pacific  Railway,  following  Mr.  A.  Griffin,  who  succeeded  to 
the  management  of  the  Department  on  the  retirement  of 
Mr.  S.  G.  Porter,  effective  September  1st. 

Mr.  Boese  was  educated  in  England  and  came  to  Canada 
in  1907.  He  entered  the  Engineering  Department  of  the 
railway  that  year  and  was  subsequently  engaged  on  points, 
including  Ottawa,  Montreal,  Hamilton,  the  Laurentians 
(Quebec),  the  north  shore  of  Lake  Superior,  and  the  north 
shore  of  Lake  Ontario  where,  until  coming  west  in  1915,  he 
was  resident  engineer  on  construction  work. 


During  the  past  25  years  Mr.  Boese  has  been  connected 
with  the  Department  of  Natural  Resources  and  most  of  that 
period  he  was  engaged  as  assistant  to  the  chief  engineer  for 
the  Company's  irrigation  projects  in  Alberta.  He  has  been 
chairman  of  the  Calgary  Branch  of  the  Institute  and  also 
a  member  of  Council. 

S.  D.  Lash,  m.e.i.c,  is  now  assistant  professor  of  civil 
engineering  at  Queen's  University,  Kingston,  Ont.  He 
joined  the  teaching  staff  at  Queen's  last  year  as  a  lecturer  in 
civil  engineering. 

T.  A.  Carter,  m.e.i.c,  is  now  with  the  Aluminum  Produc- 
tion Company  of  India  in  Travancore,  South  India.  Since 
his  graduation  in  electrical  engineering  from  Queen's 
University  in  1931  he  has  been  employed  with  the  Saguenay 
Power  Company  in  northern  Quebec. 

W.  G.  Jewitt,  m.e.i.c,  who  was  employed  with  Con- 
solidated Mining  and  Smelting  Company  at  Goldfields. 
Sask.,  has  been  transferred  to  the  company's  plant  at 
Yellowknife,  N.W.T. 

Henry  Jasen,  m.e.i.c,  is  now  employed  with  the  Aluminum 
Company  of  Canada  at  Montreal. 

John  Middleton,  m.e.i.c,  has  recently  been  admitted  as 
an  associate  member  of  the  Institute  of  Naval  Architects, 
London,  Eng.  He  is  an  assistant  engineer  in  the  Department 
of  National  Defence,  Naval  Service,  Ottawa. 

C.  E.  Wright,  m.e.i.c,  is  now  employed  in  the  Special 

Products  Division  of  the  Northern  Electric  Company, 
Montreal.  He  was  previously  located  at  Winnipeg,  Man.,  as 
an  inspecting  engineer  with  the  Western  Canada  Insurance 
Underwriter's  Association. 

A.  M.  Thurston,  jr. e. i.e.,  was  appointed,  last  June,  plant 
manager  of  the  Dominion  Electric  Protection  Company  at 
Montreal.  He  joined  the  company  in  December  1941.  after 
having  been  five  years  with  the  Shawinigan  Water  and 
Power  Company  at  Montreal.  He  graduated  in  electrical 
engineering  from  McGill  in  1936. 

Gordon  T.  Tibbo,  S.E.I.C.,  is  now  employed  with  Colas 
Newfoundland  Limited  as  chemist  and  production  engineer. 
He  served  as  Sub-Lieutenant  in  the  R.C.N.V.R.  from 
December  1940  to  November  1941,  when  he  was  discharged 
as  medically  unfit.  Mr.  Tibbo  graduated  in  mechanical 
engineering  from  the  Nova  Scotia  Technical  College  in 
1940. 

H.  F.  Duffy,  s.E.i.c,  is  now  employed  with  the  Saguenay 
Power  Company  at  Arvida,  Que.  He  was  previously  located 
at  Fredericton,  N.B.,  having  graduated  in  electrical 
engineering  from  the  University  of  New  Brunswick,  in 
1939. 


590 


October,  1942    THE  ENGINEERING  JOURNAL 


Z.  E.  Demers,  s.e.i.c,  is  now  employed  with  H.  G.  Acres 
Company  on  the  Shipshaw  power  development  at  Keno- 
;ami,  Que.  He  is  a  graduate  of  Queen's  University  in  the 
•lass  of  1941. 

E.  M.  Cantwell,  s.e.i.c,  has  joined  the  staff  of  the  Con- 
solidated Mining  and  Smelting  Company  Limited  at 
ïellowknife,  N.W.T.  He  graduated  last  spring  from 
VlcGill. 

Bernard  Beaupré,  s.e.i.c,  has  been  granted  a  fellowship 
:>y  the  Kellogg  Foundation  and  has  entered  the  University 
)f  Toronto  where  he  will  do  post-graduate  work  in  health 
mgineering.  Mr.  Beaupré  graduated  from  the  Ecole 
Polytechnique  of  Montreal  in  1941  and  spent  the  past  year 
ya  the  staff  of  Dominion  Bridge  Company,  Limited,  at 
Montreal. 

Robert  Davis,  Affiliate  e.i.c,  has  recently  returned  with 
the  Dominion  Bridge  Company,  Limited,  in  Toronto,  Ont., 
after  having  been  on  loan  for  a  few  months  to  the  Wartime 
Merchant  Shipping  at  Montreal.  Mr.  Davis  has  been  with 
bhe  Dominion  Bridge  Company  since  he  came  to  Canada 
from  Scotland  in  1923. 

Anthony  B.  Rossetti,  s.e.i.c,  is  employed  with  Defence 
Industries  Limited,  Montreal.  He  graduated  last  spring  in 
mechanical  engineering  from  the  Nova  Scotia  Technical 
College. 

\V.  D.  Mackinnon,  s.e.i.c,  is  now  employed  by  No.  2 
Training  Command,  R.C.A.F.,  Works  and  Buildings 
Division  as  junior  engineer  at  No.  5.  Air  Observers  School 
Winnipeg,  Man.  He  graduated  in  civil  engineering  from 
the  University  of  Manitoba  in  1941. 


VISITORS  TO  HEADQUARTERS 

H.  G.  Angell,  m. e.i.c,  recently  returned  from  Bermuda, 
on  September  2nd. 

H.  J.  Hamilton,  Wartime  Bureau  of  Technical  Personnel, 
Ottawa,  Ont.,  on  September  2nd. 

P.  E.  L'Heureux,  jr.E.i.c,  Department  of  Roads,  Sher- 
brooke, Que.,  on  September  5th. 

H.  P.  Moller,  m. e.i.c,  Lake  St.  John  Power  and  Paper 
Company,  Dolbeau,  Que.,  on  September  8th. 

M.  Fast,  s.e.i.c,  Aluminum  Company  of  Canada,  Shawin- 
igan  Falls,  Que.,  on  September  12th. 

N.  D.  Paine,  m. e.i.c,  from  Kenogami,  Que.,  on  September 
16th. 

John  D.  Johnson,  American  Consul,  Montreal,  Que.,  on 
September  17th. 

S.  D.  Lash,  m. e.i.c,  Queen's  University,  Kingston,  Ont., 
on  September  17th. 

P  O   J.    B.    Sweeney,   s.e.i.c,   Eastern   Air   Command, 
Halifax,  N.B.,  on  September  18th. 

K.  M.  Cameron,  M. e.i.c,  Chief  Engineer,  Department  of 

Public  Works,  Ottawa,  Ont.,  on  September  19th. 

■ 

J.   Gordon   Kirkwood,   s.e.i.c,   Canadian   Bridge  Com- 
pany, Windsor,  Ont.,  on  September  22nd. 

Gustave    St-Jacques,    m. e.i.c,    Public    Service    Board, 
Quebec,  Que.,  on  September  23rd. 

M.  S.  Mitchell,  s.e.i.c,  Foothills,  Alta.,  on  September 
25th. 

W.  V.  Morris,  s.e.i.c,  Aluminum  Company  of  Canada, 
Winnipeg,  Man.,  on  September  25th. 

P  O  Jean   Dessaulles,   s.e.i.c,   Bombing  and   Gunnery 
I  School,  R.C.A.F.,  Mont  Joli,  Que.,  on  September  26th. 


Obituaries 


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

Willie  Harry  Baltzell,  m. e.i.c,  died  at  his  home  in 
Pittsburgh,  Pa.,  on  September  2,  1942.  Born  in  Washington 
County,  Maryland,  U.S.A.,  on  August  4th,  1868,  he  moved 
to  Pittsburgh  in  1891  where  he  entered  the  steel  business  as 
chief  engineer  for  the  Schoenberger  Works.  When  the  plant 
was  merged  with  the  American  Steel  and  Wire  Company  he 
became  district  engineer  of  that  company.  Later  he  was 
chief  engineer  of  the  Donora  works  of  the  United  States 
Steel  Corporation  and  then  he  went  with  the  Canadian 
Steel  Corporation  at  Ojibway,  Ont.  He  retired  in  1938  and 
returned  to  Pittsburgh. 

In  1911  to  1914  he  designed  and  built  the  noted  Midland 
Works  of  the  Crucible  Steel  Company  of  Pittsburgh 
(subsidiary  of  the  Crucible  Steel  of  America).  This  plant 
was  known  to  be  the  most  modern  plant  in  the  country  at 
that  time.  Carefully  designed  for  future  development, 
economically  constructed,  and  operating  with  less  man- 
power than  any  competitors,  its  capitalization  per  ton  of 
steel  made  it  the  ranking  plant  in  the  steel  world.  It  is  still 
keeping  pace  with  modern  methods  of  to-day. 

During  the  first  World  War  about  1914  to  1915  he 
designed  and  built  furnaces  fcr  the  Aetna  Chemical  Com- 
pany at  Heidelberg,  near  Pittsburgh,  where  the  famous 
Rittman  process — producing  tri-nitro-toluol  (T.N.T.)— 
was  being  used.  Here  he  developed  certain  valuable  for- 
mulae for  that  work. 

He  was  a  life  member  of  the  American  Society  of  Mechan- 
ical Engineers  and.  the  Engineers  Society  of  Western 
Pennsylvania.  He  also  held  memberships  in  the  Association 
of  Iron  and  Steel  Engineers,  American  Iron  and  Steel 
Engineers  and  the  Association  of  Mining  and  Metallurgical 
Engineers. 

Mr.  Baltzell  joined  the  Institute  as  a  Member  in  1920. 
He  was  instrumental  in  the  establishment  of  the  Border 
Cities  Branch  in  which  he  remained  very  active. 

Lawson  B.  Porter,  jr.E.i.c,  died  in  the  hospital  at  Freder- 
icton,  N.B.,  on  March  30,  1942.  Born  at  Albert,  N.B.,  on 
February  20,  1908,  he  received  his  engineering  education  at 
the  University  of  New  Brunswick.  In  the  years  1929  and 
1930  he  was  engaged  in  electrical  inspection  with  Cadillac 
Motors,  at  Detroit,  Mich.  From  1930  to  1938  he  was 
employed  with  the  Saint  John  Harbour  Commission  at 
Saint  John,  N.B.,  in  charge  of  field  surveys.  From  1938  to 
1940  he  was  associated  with  Mr.  Clare  Mott,  architect  of 
Saint  John,  N.B.,  on  the  construction  of  several  buildings. 
He  joined  the  staff  of  the  Newfoundland  Railway  as  bridge 
engineer  in  St.  John's  in  1940  and  up  to  his  death  he  was  in 
charge  of  the  field  construction  on  the  programme  for  the 
rehabilitation  of  the  main  line  bridges. 

Mr.  Porter  joined  the  Institute  as  a  Junior  in  1938. 

Philip  Reynolds,  M. E.I.C,  died  suddenly  at  his  home  at 
Dorset,  England,  ©n  July  22,  1942.  Born  at  Swindon, 
Wiltshire,  Eng.,  on  January  29,  1878,  he  received  his 
education  at  Swindon  Technical  School.  He  served  his 
apprenticeship  from  1895  to  1900  with  the  Great  Western 
Railway  and  came  to  Canada  in  1901  as  marine  engineer 
with  the  Canadian  Pacific  Railway  at  Vancouver.  From 
1904  to  1915  he  was  employed  in  the  Mechanical  Depart- 
ment of  the  Canadian  Pacific  Railway.  In  1915  to  1916  he 
was  employed  with  the  Imperial  Munitions  Board.  From 
1916  to  1920  he  was  engaged  in  the  production  of  munitions 
as  superintendent  for  L.  M.  Lymburner  Limited,  at  Mont- 
real. From  1921  to  1923  he  was  chief  draftsman  of  the  St. 
Lawrence  Welding  and  Engineering  Company  at  Montreal. 
In  1923,  he  was  appointed  chief  engineer  of  the  Shell  Oil 
Company  of  Canada,  Limited,  Toronto,  Ont.,  a  position 
from  which  he  retired  in  1937.  At  that  time  he  returned  to 
live  in  Wiltshire,  Eng. 

Mr.  Reynolds  joined  the  Institute  as  a  Member  in  1932. 


THE  ENGINEERING  JOURNAL    October,  1942 


591 


Harry  Randall  Webb,  m.e.i.c,  died  in  a  mountain 
accident  at  Mount  Serrail.  near  Banff,  Alta.,  on  September 
6th,  1942.  He  was  born  at  Lucan,  Ont.,  on  January  13, 
1900,  and  was  educated  at  Victoria  High  School  in  Ed- 
monton and  at  the  University  of  Alberta,  where  he  received 
the  degree  of  Bachelor  of  Science  in  engineering  in  1921 
and  of  Master  of  Science  in  1922.  Upon  graduation  he 
joined  the  staff  as  a  lecturer  in  civil  engineering.  In  1928  he 
became  assistant  professor  and  in  1932  he  was  appointed 
associate  professor  of  civil  engineering.  For  several  years  he 
carried  on  consulting  work  outside  the  university  and  took  a 
leading  part  in  important  engineering  projects  in  Canada 
and  eastern  United  States. 

Last  year  he  was  resident  engineer  in  charge  of  construc- 
tion of  the  Minnewanka  dam,  just  outside  of  Banff.  When 
he  met  his  death,  he  was  engaged  in  the  work  connected 
with  the  construction  of  an  impounding  reservoir  at  Lake 
Kananaskis.  He  had  been  investigating  streams  in  the 
neighbourhood  to  obtain  a  better  idea  of  the  potential 
water  supply. 

Professor  Webb  joined  the  Institute  as  a  Student  in  1919, 
transferring  to  Junior  in  1297.  He  became  an  Associate 
Member  in  1932  and  transferred  to  Member  in  1938.  He 
was  chairman  of  the  Edmonton  Branch  of  the  Institute  in 
1934.  Professor  Webb  was  instrumental  in  bringing  about 


H.  R.  Webb,  M.e.i.c. 


the  agreement  between  the  Institute  and  the  Association  of 
Professional  Engineers  of  Alberta,  and  for  the  past  three 
years  he  had  been  registrar  of  the  Association.  At  the 
University  he  was  closely  connected  with  the  Students' 
Engineering  Society  and  was  a  former  honorary  president. 


News  of  the  Branches. 


HAMILTON  BRANCH 


A.  R.  Hannaford,  m.E.i.C. 
W.  E.  Brown,  jr.E.i.c. 


Secretary-  Treas  urer 
Branch  News  Editor 


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


On  the  afternoon  of  August  7th,  the  completed  work  of  the 
Shand  Dam,  near  Fergus,  Ont.,  was  officially  opened  by 
Premier  Mitchell  Hepburn.  The  day  was  ideal  and  a  large 
number  of  invited  guests  were  received  by  the  Grand 
River  Conservation  Commission  together  with  a  consider- 
able crowd  from  the  surrounding  country.  Our  chairman, 
S.  Shupe,  and  other  officers  and  members  of  the  Hamilton 
Branch  were  among  the  invited  guests. 

Before  the  Premier  was  introduced,  William  Philip, 
chairman  of  the  Grand  River  Conservation  Commission, 
reviewed  the  history  of  the  work  and  gave  great  praise  to 
W.  H.  Breithaupt,  who  was  the  first  to  envisage  a  plan  to 


The  Shand  Dam. 


592 


control  the  river  and  expressed  his  pleasure  that  Mr. 
Breithaupt  was  able  to  be  present  to  see  his  dream  come 
true.  Mr.  Philip  paid  special  tribute  to  H.  G.  Acres  for  the 
masterly  manner  in  which  he  carried  out  his  part  of  this 
great  achievement.  On  being  introduced  by  C.  Gordon 
Cockshutt,  chairman  of  the  old  Grand  River  Board  of 
Trade,  the  Premier  of  Ontario  was  given  a  rousing  reception 
as  he  rose  to  speak. 

Mr.  Hepburn  congratulated  all  those  who  had  contributed 
to  the  realization  of  a  cherished  dream — the  scientific 
control  of  the  waters  of  the  Grand  river.  The  Shand  Dam 
and  the  other  projects  completed  in  connection  with  it 
would  ensure  an  ample  water  supply  in  the  dry  season  and 
would  eliminate  pollution  from  industrial  wastes.  It  would 
ensure  no  repetition  of  the  disastrous  floods  of  the  past, 
particularly  the  flood  of  1929.  He  spoke  at  length  on  war 
matters  and  said  that  there  was  far  too  much  apathy,  with 
enslavement  facing  us,  even  in  Canada.  His  closing  remark 
was,  "I  now  declare  the  Shand  Dam  officially  opened." 

The  secretary  of  the  Commission,  Captain  Roberts,  had 
prepared  refreshments  in  the  form  of  sandwiches,  cake  and 
soft  drinks  for  the  guests  and  a  great  many  of  the  spectators 
had  the  pleasure  of  being  guests  of  the  Commission  at  this 
stage  of  the  occasion. 

The  event  was  a  great  success  but  space  does  not  permit 
mention  of  all  the  distinguished  politicians,  engineers, 
contractors,  etc.,  who  were  present. 


LONDON  BRANCH 


H.  G.  Stead,  Jr.,  e.i.c.    - 
A.  L.  Furanna,  Jr.,  e.i.c. 


Secretary 

Branch  News  Editor 


The  first  meeting  of  the  Branch  after  the  summer  recess 
was  held  on  Friday  night,  September  25,  1942,  at  which 
the  guest  speaker  was  Dr.  A.  E.  Berry,  Director  of  Sani- 
tation, Engineering  Department  of  Health,  Toronto. 

The  speaker  was  introduced  by  Mr.  W.  C.  Miller.  Dr. 
Berry  is  a  graduate  in  civil  engineering  and  public  health 
of  the   University   of  Toronto.   His   chosen   subject   was 

October,  1942    THE  ENGINEERING  JOURNAL 


Some    Changing    Concepts    in   Public    Health    Engi- 
neering. 

Dr.  Berry  first  described  public  health  engineering.  It 
deals  with  water  supply,  sewage  and  milk,  with  its  objective 
the  control  of  disease  and  human  welfare.  The  changing 
concepts  are  brought  about  in  many  ways.  They  are  linked 
with  chemistry,  bacteriology,  medicine  and  research;  but 
they  are  also  affected  by  advertising,  shows  and  confusion 
which  tend  to  sway  public  opinion. 

Water  supplies  can  be  the  origin  of  many  serious  epidemics 
as  they  were  in  England  and  in  Europe.  Although  the  gen- 
eral principles  of  filtration  have  changed  little  throughout 
the  years,  the  technique  has  changed.  The  introduction  of 
mechanical  equipment  has  given  better  control.  Recently, 
much  work  has  been  done  in  the  development  of  taste 
control.  These  new  techniques  have  made  it  possible  to 
lower  the  quality  of  the  water  accepted  and  at  the  same 
time  raise  the  standard  of  the  final  product. 

In  discussing  sewage  treatment,  Dr.  Berry  stated  that 
there  are  two  predominant  viewpoints  on  the  use  of  streams 
for  sewage  dilution.  Fishermen  argue  that  no  sewage  should 
be  permitted  in  streams  unless  100  per  cent  treated,  so  as 
not  to  be  detected.  However,  the  sewage  engineer  maintains 
that  the  stream  may  be  used  to  dispose  of  all  sewage  possible, 
provided  that  harmful  bacteria  has  been  removed.  There 
are  many  new  concepts  in  the  actual  treatment  of  sewage. 
Old  settling  tanks  have  been  replaced  by  mechanical  devices 
to  remove  sediment.  Of  course,  screens  can  remove  solids, 
and  sludge,  but  100  per  cent  treatment  can  not  be  accom- 
plished by  screens  alone.  In  the  bacterial  treatment,  trickle 
filters,  although  an  old  process,  have  come  back  into  com- 
mon use,  due  to  new  development  in  rapid  filters.  This 
treatment  is  ideal  for  small  plants.  Recently,  chlorine  has 
become  recognized  in  the  treatment  of  bacteria  and  in  cer- 
tain cases  up  to  99  per  cent  treatment  has  been  obtained 
with  chlorine  alone.  But,  due  to  the  fact  that  chlorine  can 
not  completely  attack  solids,  the  remaining  one  per  cent 
pollution  may  be  dangerous  and  thus  some  other  form  of 
treatment  is  necessary  in  conjunction  with  chlorine. 

For  the  collection  of  refuse  there  are  also  two  points  of 
view,  namely,  dumps  and  incinerators.  Of  course,  inciner- 
ators are  ideal,  but  their  cost  is  often  excessive.  Dumps 
are  controllable.  They  are  very  inexpensive  and  when 
properly  covered  with  earth,  the  refuse  harmlessly  rots 
away.  There  has  been  no  record  of  any  case  where  a  dump 
was  proved  to  be  a  menace  to  public  health,  but  some  have 
been  found  to  have  damaged  surrounding  property. 

With  reference  to  bathing,  the  speaker  claimed  that  there 
is  a  real  need  for  chlorination. 

The  last  topic  to  be  discussed  by  Dr.  Berry  was  the 
pasteurization  of  milk.  This  process  too  has  been  subject 
to  change.  While  the  old  flash  pasteurization  method  was 
in  vogue  for  some  time,  it  was  replaced  by  a  system  in 
which  the  milk  was  held  at  a  low  temperature  for  a  peiod 
of  time.  However,  the  second  method  was  then  replaced 
by  its  predecessor  which  is  now  accepted  as  the  best  method. 
To-day  90  per  cent  of  the  milk  in  Ontario  is  being  pas- 
teurized. 

OTTAWA  BRANCH 


A.  A.  SwiNNERTON,  M.E.I.C. 

R.  C.  Purser,  m.e.i.c.     - 


-  Secretary-Treasurer 

-  Branch  News  Editor 


At  the  noon  luncheon  held  at  the  Chateau  Laurier  on 
Wednesday,  16th  September,  the  Ottawa  Branch  was 
favoured  with  an  address  by  the  national  president,  C.  R. 
Young,  of  Toronto.  Dean  Young  was  introduced  by  Vice- 
President  K.  M.  Cameron,  with  the  local  chairman,  N.  B. 
MacRostie,  presiding. 

The  president  spoke  on  the  past  year's  activities  and 
stated  that  it  was  one  of  the  best  in  the  Institute's  history. 
Regarding  the  future  he  predicted  that  there  would  be 
more  and  better  engineers  in  this  country  than  ever  before. 
Then  the  "great  backlog  of  invention  and  discovery"  will 


be  utilized  by  the  large  number  who  will  be  technically 
trained. 

He  stated  that  ho  did  not  agree  with  those  who  said  that 
the  Institute  should  curtail  its  activities  during  war  time. 
To  do  so,  he  said  would  be  to  miss  many  great  opportunities. 
"We  are  not  going  back  to  the  old  methods  of  engineering," 
he  remarked,  "We  are  going  ahead." 

VANCOUVER  BRANCH 


P.  B.  Stroyan,  m.e.i.c. 
P.  Peebles,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  Vancouver  Branch  opened  its  winter  programme  with 
a  well  attended  meeting  in  the  Medical-Dental  building  on 
Thursday,  September  17.  The  address  was  entitled  "The 
Failure  of  the  Tacoma  Narrows  Bridge,"  and  given  by 
A.  H.  Finlay,  Associate  Professor  of  Civil  Engineering  at 
the  University  of  British  Columbia. 

The  collapse  of  the  Tacoma  Narrows  Bridge  was  one  of 
the  most  serious  engineering  failures  ever  to  occur  on  this 
continent.  This  six  million  dollar  structure  had  been 
designed  by  an  eminent  engineer  having  many  successful 
major  structures  to  his  credit.  It  was  fabricated  and  erected 
using  the  best  materials  and  highly  skilled  labour.  Why 
should  a  structure  upon  which  no  expense  and  skill  was 
spared  collapse  after  only  four  months  of  use  ?  An  official 
report  has  been  submitted  after  very  careful  investigation 
and  study  but  the  question  cannot  yet  be  answered  com- 
pletely. It  can  only  be  said  that  failure  was  caused  through 
a  behaviour  not  previously  encountered  in  large  suspension 
bridges,  and  admittedly  not  understood  by  structural 
engineers.  A  brief  description  of  what  took  place  some  time 
prior  to  and  just  before  failure  will  serve  to  indicate  the 
complexity  of  the  problem  to  be  solved  before  a  complete 
answer  is  possible. 

The  Tacoma  Narrows  Bridge  had  a  main  span  of  2,800 
ft.  and  the  main  cables  were  39  ft.  centre  to  centre.  This 
made  it  a  very  slender  structure  in  terms  of  the  ratio  of 
floor  width  to  centre  span.  It  represents  the  climax  of  a 
tendency  in  suspension  bridge  design  towards  such  slender- 
ness  which  can  be  seen  in  several  of  the  large  bridges  con- 
structed during  recent  years.  Perhaps  too  large  a  step  had 
been  taken  in  that  direction  in  this  case;  yet  it  received 
the  same  careful  study  and  was  subject  to  the  same  methods 
of  analysis  as  other  structures  which  are  rendering  satis- 
factory service.  Another  departure  from  more  conventional 
previous  designs  was  the  8  ft.  deep  plate  girder  stiffener, 
in  place  of  the  more  common  stiffening  truss.  The  floor 
system  was  fastened  at  about  the  mid-height  of  this  girder. 

As  soon  as  the  bridge  was  completed  it  began  to  give 
evidence  of  its  slenderness  by  a  vertical  wave  motion  of 
the  deck  during  light  winds.  Although  this  movement  of 
the  deck  gave  some  concern  to  the  owners  and  designers 
of  the  bridge,  it  was  not  thought  that  failure  would  occur. 
Some  steps  were  taken  to  analyze  this  behaviour  and  to 
determine  what  remedies  might  be  possible,  if  any.  The 
Washington  Toll  Bridge  Authority,  owners  and  operators 
of  the  bridge,  financed  the  construction  of  a  50  ft.  model 
of  the  structure  at  the  University  of  Washington,  under 
the  direction  of  Prof.  F.  B.  Farquarson  of  that  institution. 

After  extensive  tests  with  the  model,  holding  down 
cables  were  installed  under  the  side  spans  of  the  bridge 
which  effectively  reduced  the  motion  of  those  spans. 
Hydraulic  buffers  were  set  at  the  towers  to  take  the  shock 
and  prevent  damage  due  to  movement  of  the  floor.  It  was 
proposed  but  not  put  into  effect,  to  install  a  type  of  fairing 
mounted  on  brackets  outside  of  the  stiffening  girders  to 
act  as  streamlining  and  break  the  main  force  of  winds 
blowing  laterally  against  the  stiffening  girders.  Contracts 
for  this  work  were  let  but  nature  intervened  and  failure 
took  place  before  the  work  could  be  done.  Its  effectiveness 
can  only  be  surmised  since  the  idea  was  based  upon  tests 
made  on  models  of  short  sections  of  the  deck. 

On  the  morning  of  failure  a  stiff  wind  blew  up  the  sound, 


THE  ENGINEERING  JOURNAL     October,  1942 


593 


but  its  velocity  was  only  half  that  for  which  the  structure 
had  been  designed.  The  usual  vertical  wave  motion  was 
taking  place  and  traffic  was  using  the  bridge.  The  waves 
were  long  and  undulating,  presenting  5  waves  with  9  nodal 
points  and  a  vibration  period  of  36  cycles  per  min.  On  other 
occasions  the  motion  had  varied  from  one-half  to  5  complete 
waves  and  the  period  from  8  to  36  cycles  per  min.,  depending 
on  wind  velocity.  Lateral  deflection  of  the  main  span  was 
less  than  2  ft.,  though  it  was  designed  for  a  maximum 
deflection  of  20  ft.  The  floor  was  not  twisting  and  both 
girders  appeared  to  vibrate  together. 

About  an  hour  before  failure,  the  motion  changed  sud- 
denly from  5  waves  to  one  wave  with  a  node  at  the  mid 
point  and  at  each  tower.  The  period  became  14  cycles  per 
min.  Quite  as  suddenly,  the  two  sides  got  out  of  phase  with 
each  other,  and  the  roadway  began  to  twist  as  one  side  in 
the  trough  of  a  wave  was  opposite  a  point  at  the  crown  of 
the.  wave.  Sighting  along  the  span,  one  saw  lamp  posts 
which  should  have  been  in  line,  cross  each  other  at  an  angle 
of  90  degrees,  indicating  that  the  floor  was  tilted  at  45 
degrees.  Under  these  conditions,  Prof.  Farquarson,  who  was 
on  the  structure  at  the  time,  was  just  able  to  make  his  way 
back  to  the  towers  by  following  the  traffic  line  in  the  centre. 
During  this  time  the  side  spans  were  practically  stationary. 
The  above  motion  continued  for  nearly  an  hour,  subjecting 
the  suspender  ropes  to  terrific  pulls,  before  the  first  section, 
probably  30  ft.  long,  dropped  out  at  the  center  of  the  span. 
Shortly  afterwards  a  section  about  600  ft.  long  fell  into  the 


sound  and  very  soon  the  balance  of  the  centre  span  was 
gone.  The  sudden  release  of  dead  load  caused  the  towers  to 
swing  shorewards  an  estimated  27  ft.,  and  the  side  spans 
to  drop  60  ft.  The  towers  did  not  collapse  and  the  side  spans 
remained  intact. 

The  speaker  summed  up  this  dramatic  episode  by  stating 
that  in  one  sense  the  bridge  destroyed  itself.  Self-induced 
vibration,  increased  by  the  forces  which  it  produced  itself, 
built  up  to  a  point  which  the  structure  could  not  stand. 
Such  vibrations  are  very  rare,  and  are  not  studied  by 
structural  engineers.  They  occur  in  ice  laden  transmission 
lines  and  in  a  few  other  instances,  but  prior  to  the 
catastrophe  described  were  not  considered  in  the  realm 
of  structural  engineering.  It  is  to  be  hoped  valuable 
information  will  be  secured  from  studies  now  under 
way  at  the  University  of  Washington  in  a  specially 
constructed  wind  jet,  which  will  render  impossible  any 
repetition  of  failure  such  as  that  of  Tacoma  Bridge. 

The  address  concluded  with  the  showing  of  two  reels  of 
motion  pictures.  The  first,  taken  during  the  four  months 
the  bridge  was  in  use,  and  the  second  showing  what  occurred 
just  prior  to  failure  as  well  as  the  actual  collapse,  gave  an 
impressive  visual  account  of  what  took  place.  Great  credit 
is  due  Prof.  Farquarson,  who  photographed  the  scenes. 

The  meeting  was  presided  over  by  W.  O.  Scott,  branch 
chairman,  and  a  hearty  vote  of  thanks  was  proposed  by 
Major  J.  R.  Grant.  Fifty-five  members  and  guests  were 
•  present. 


Library  Notes 


CANADIAN  ENGINEERING  STAND- 
ARDS ASSOCIATION 

APPROVALS  DIVISION 

On  and  after  September  1st,  1942,  by 
mutual  agreement  between  the  National 
Research  Council  and  the  Canadian  Engineer- 
ing Standards  Association,  the  listing  of  equip- 
ment and  materials  found,  after  examination 
and  testing,  to  comply  with  the  requirements 
of  appropriate  specifications  respecting  fire 
hazard,  will  be  undertaken  by  the  Canadian 
Engineering  Standards  Association,  instead  of 
by  the  National  Research  Council  as  formerly. 

Such  equipment  and  materials  will  be  tested 
in  laboratories  named  by  the  Canadian  Engi- 
neering Standards  Association,  under  a  pro- 
cedure similar  to  that  now  followed  by  the 
National  Research  Council.  Listing  will  be 
based  upon  the  laboratory  report  of  the  tests. 

The  following  equipment  and  materials  will 
be  accepted  for  testing  and  listing  by  the  Can- 
adian Engineering  Standards  Association  on 
and  after  the  above-mentioned  date.  Accept- 
ance of  other  similar  items  will  be  considered 
on  receipt  of  application. 

Domestic  Oil-Burning  Equipment: 

Automatic  Furnace  Burners  (Gun  Type). 

Manual  Range  anil  Heater  Burners  (Shell 
Type  and  Put  Type). 

Cooking  Stoves  (Shell  Type  and  Pot  Type). 

Space  Heaters  (Shell  Type  and  Pot  Type). 

Water  Heaters,  Storage  and  Side- Arm 
(Shell  Type  and  Pot  Type). 

Radiant- F  lame  Heaters  (Thermal  Vapor- 
izing Type). 

Domestic  Gasoline-Rurning  Equipment: 

Cooking  Stoves  (Thermal  Vaporizing 
Type). 

Space  Heaters  (Thermal  Vaporizing  Type). 

Radiant-Flame  Heaters  (Thermal  Vapor- 
izing Type). 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


Gasoline  Safety  Cans: 
Degreasing  Solvents: 

As  from  the  above  mentioned  date,  all  list- 
ings granted  by  the  National  Research  Coun- 
cil will  be  cancelled.  Equipment  and  materials 
previously  listed  by  the  National  Research 
Council  will  be  granted  temporary  listing  by 
the  Canadian  Engineering  Standards  Associa- 
tion, on  application,  on  a  basis  of  the  former 
National  Research  Council  listing. 

Adjustments  will  be  made,  where  necessary, 
respecting  such  National  Research  Council 
Factory  Inspection  and  Labelling  Service 
Agreements  as  are  in  force  at  the  time  of  the 
above-mentioned  transfer  of  authority. 

Manufacturers  desiring  to  have  equipment 
or  materials  listed  under  the  Canadian  Engi- 
neering Standards  Association  fire  hazard 
testing  procedure,  should  apply  to  the  Can- 
adian Engineering  Standards  Association  for 
application  forms  and  information  relative  to 
test  procedure,  annual  listing,  fees,  etc. 

Address  all  inquiries  to  The  Secretary, 
Approvals  Division,  (  'anadian  Engineering 
Standards  Association,  3010  National  Re- 
search Building,  Ottawa. 

TECHNICAL  BOOKS 

Engineering  Mechanics: 

2nd  ed.  Frank  L.  Brown.  N.Y.,  John 
Wiley  and  Sons,  Inc.,  1942.  6x9in.  $4.00. 

Strength  and  Properties  of  Materials: 

John  Elberfeld.  N.Y.,  Harper  and  Broth- 
ers, 1942.  Rochester  Technical  Series. 
6)4  x  9%  in.  S  1.75. 

Machine  Shop  Practice: 

Sherman  B.  Hagberg.  N.Y.,  Harper  ami 
Brothers,  1942.  Rochester  Technical  Series. 
8lAx  11  in.  $2.50. 


Wood  and  Charcoal  as  Fuel  for  Vehicles: 

2nd  éd.,  revised  and  enlarged.  R.  Ruedy, 
Ottawa,  National  Research  Council,  1942- 
8\i  x  10}/2  in.  $2.00  (N.R.C.  Publication 
No.  1074). 

Canadian  Engineering  Standards  Associ- 
ation: 

Construction  and  test  of  Electric  Ranges 
C  22.2— No.  61— 1942.  50c. 

REPORTS 

Purdue    University — Engineering    Bulle- 
tin: 

Heat  transfer  by  natural  and  forced  con- 
vection— Research  series  No.  84 — Proceed- 
ings of  the  fwenly-eighth  annual  Road 
School  held  at  the  University  January,  1942 
Management  personnel  responsibility  for 
all-out  war  effort:  proceedings  of  the  Per- 
sonnel and  Industrial  Relations  Conference 
held  at  the  University  May,  1942 — Exten- 
sion series  No.  53  and  54. 

Northwestern  University: 

Announcement  of  courses  in  the  Technologi- 
cal Institute  for  the  year  1942-48. 

Hydro-Electric     Power     Commission     of 
Ontario: 

Thirty-fourth  annual  report  for  the  year 
ended  Ocboter  1941. 

Electrochemical  Society: 

Current  leakage  through  cascaded  cells — 
Preprint  No.  82-6. 

Cornell   University — Engineering  Experi- 
ment Station: 

Some  factors  influencing  the  heat  output  of 
radiators — Bulletin  No.  29. 


594 


October,  19V2    THE  ENGINEERING  JOURNAL 


Power  Corporation  of  Canada: 

Annual  report  for  the  year  ending  June, 
1W2. 

Asphalt  Institute: 

Specification  for   sand-asphalt    base   and 
surface  courses  (hot  mix  type),  July,  1942. 

BOOK  NOTES 

The  following  notes  on  new  hooks  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. 

AIRCRAFT  YEAR  BOOK  for  1942,  24th 
Annual  Edition 

Edited  by  H.  Mingos.  Aeronautical  Cham- 
ber of  Commerce  of  America,  New  York, 
1942.    693    pp.,    illus.,    diagrs.,    charts, 
tables,  9x6  in.,  cloth,  85.00. 
The  1942  issue  of  this  annual,  like  its  pre- 
decessors, is  intended  to  provide  a  record  of 
all  important  happenings  during  the  past  year 
in  aviation.  An  accurate,  concise  account  of 
aviation's  part  in  the  war,  of  our  army  and 
navy  air  forces,  of  the  government's  part  in 
training  and   education   and   of  government 
civil  aviation  forms  a  large  part  of  the  book. 
Air  transport  facilities,  private  flying,  civilian 
defence,  airports  and  airways  receive  due  at- 
tention. Aircraft  designs  are  shown  and  much 
statistical  material  is  included. 

ANGLO  -  POLISH  TRANSLATION  OF 
WORKSHOP  TERMS  (Slownictwo  War- 
sztatowe  Angielsko-Polskie) 

Compiled  by  W.  Bastyr  and  E.  Paszkowski, 
edited  and  published  by  the  Association  of 
Polish    Engineers    in    Great    Britain,    18 
Devonshire    Street,    London,    W.l,    1941- 
43  pp.,  diagrs.,  7x5  in.,  paper,  3s. 
This  pamphlet  contains  drawings  of  about 
five  hundred  Polish  and  English  machine-shop 
terms,   accompanied  by  drawings  which   re- 
move all   uncertainty   as  to   meanings.   The 
publication  is  sponsored  by  the  Association 
of  Polish  Engineers  in  Great  Britain. 

BAUGHMAN'S  AVIATION  DICTION- 
ARY AND  REFERENCE  GUIDE,  Aero- 
Thesaurus 

By  H.  E.  Baughman .  2  ed.  Aero  Publish- 
ers,   120   North    Central    Ave..    Glendale, 
Calif.,  1942.  906  pp.,  illus.,  diagrs  cha?-ts, 
tables,  9Vo  x  6  in.,  leather,  $6.50. 
This  work  presents  in  one  volume  a  useful 
dictionary  of  terms  and  abbreviations  used  in 
aviation,  a  directory  and  a  large  amount  of 
reference    information    upon    flying,    aircraft 
design  and  aircraft  production.  The  material 
included  is  eminently  practical,  and  the  book 
answers  most  ordinary  questions  very  satis- 
factorily. The  new  edition  has  been  thoroughly 
revised,  and  enlarged  by  the  addition  of  many 
new  terms. 

DIESEL  ENGINES,  a  Complete  Diesel 
Home  Study  Course 

Edited  by   L.    H.    Morrison   and  others. 

Diesel  Publications.  New  York,  1942.  824 

pp.,  illus.,  diagrs.,  charts,  tables,  9x/i  x  6 

in.,  cloth,  88.00. 
This  volume  provides  the  would-be  Diesel 
engineer  with  a  paractical  course  of  study, 
suited  to  self-instruction.  The  presentation  is 
clear  and  simple,  and  is  largely  descriptive 
and  non-mathematical. 

IRON  PIONEER:  Henry  W.  Oliver  1840- 
1904 

By  H.  O.  Evans.  E.  P.  Dutton  &  Co.,  New 

York,  1942.  370  pp.,  illus.,  diagrs.,  maps, 

tables,  9  x  6  in.,  cloth.  S3. 50. 

This  interesting  book  tells  the  story  of  a 

prominent   Pittsburgh  industrial  leader  of  a 

generation  ago.  Oliver  played  an  important 

part   in  the  development  of  the   Minnesota 

orefields  and  the  Bisbee  copper  district,  and 


in  railroad  building  in  the  Pittsburgh  region. 
His  biography  contains  much  information  on 
the  steel  industry. 

MACHINE  SHOP  PRACTICE  (Rochester 
Technical  Series) 

By  S.   B.   Hagberg  in  collaboration  with 
M.    S.    Corrington    and    R.    M.    Biehler. 
Harper  &  Brothers,  New  York  and  Lon- 
don, 1942.  311  pp.,  illus.,  diagrs.,  charts, 
tables,  11  x  8]/2  in.,  cloth,  $2.50. 
This  textbook  is  one  of  a  series  developed 
at  the  Rochester  Athenaeum  and  Mechanics 
Institute  as  a  part  of  its  programme  for  devel- 
oping teaching  materials  which  are  practical 
in  nature  and  closely  related  to  the  actual  re- 
quirements of  various  jobs  in  industry.  It  is 
a  shop  workbook,  intended  to  be  used  at  the 
machine  or  bench  by  the  student,  which  pro- 
vides a  series  of  projects  of  increasing  difficulty 
which  will  enable  the  student  to  master  the 
fundamental  processes  and  skills  involved  in 
machine  shop  work. 

(The)  MACHINE  SHOP  YEARBOOK  AND 
PRODUCTION    ENGINEERS'    MANUAL 

Edited  by  H.   C.   Town,  foreword  by  Sir 
A.  Herbert.  Paul  Elek  Publications,  Africa 
House,  Kingsway,  London,  W.C.2,  1942. 
558  pp.,  illus.,  diagrs.,  charts,  tables,  8Y2  x 
0V2  in-,  cloth,  25s. 
The  first  issue  of  what  is  planned  as  an 
annual  reference  book  on  engineering  practice, 
this  volume  presents  a  variety  of  useful  in- 
formation. The  first  section  consists  of  a  num- 
ber   of    articles    on    timely    topics,    such    as 
machineability,  diamond  tools  and  grinding, 
by  well-known  speialists.  Section  two  is  a  re- 
view of  established  practice  in  machine  work, 
illustrated  by  descriptions  of  typical  machines. 
The  final  section  contains  extensive  abstracts 
of  important  recent  papers  on  materials,  heat 
treatment,  testing,  machinery,  etc.,  selected 
from  American  and  European  journals. 

MACHINERY'S  HANDBOOK  for  Ma- 
chine Shop  and  Drafting-Room 

By  E.  Obrrg  and  F.  D.  Jones.  11  ed.  Indus- 
trial Press,  New   York,   1942.   1,815  pp., 
diagrs.,   tables,   7x/2  x  4Vi  in.,  fabrikoid, 
$6.00. 
This   popular   reference   book    is  too  well- 
known  to  need  description.  It  presents  a  great 
store   of   practical    information    on    machine 
design  and  shop  practice,   of  the  kind  con- 
stantly   wanted    by    mechanical    engineers, 
draftsmen  and  machinists.  The  new  edition 
has  been  revised  thoroughly. 

MANUAL  OF  MOMENT  DESIGN 

By   J.    Singleton.    American   Institute   of 
Steel  Construction,  New  York;  H.  M.  Ives 
&  Sons,  Topeka,  Kansas,  1941-  146  pp., 
illus.,  diagis.,   charts,  tables,   10  x  7  in., 
fabrikoid,  $4.00. 
This  book  is  intended  to  provide  the  de- 
signer with  a  ready  method  of  calculating  the 
bending    moments    in    prismatic    continuous 
beams  and  frames,  and  to  eliminate  much  of 
the   drudgery   of   computation.   The   user   is 
assumed  to  be  conversant  with  the  theory 
of  continuity. 

MOLECULAR  FILMS,  THE  CYCLO- 
TRON AND  THE  NEW  BIOLOGY 

Essays  by  H.  S.  Taylor,  E.  O.  Lawrence 
and  I .  Langmuir.  Rutgers  University  Press 
New  Brunswick,  N.J.,  1942.  95  pp.,  illus., 
diagrs.,  charts,  tables,  9x/2  x  6  in.,  cloth, 
$1.25. 
These  essays  by  three  distinguished  scien- 
tists present  historical  and  contemporary  con- 
cepts that  will  help  to  solve  some  of  the  most 
difficult  problems  in  biology.  Dr.  Taylor  pro- 
vides the  historical  background  with  a  review 
of  scientific  thought  during  the  last  two  cen- 
turies. Dr.  Lawrence  describes  the  cyclotron 
and  calls  attention  to  its  promise  as  a  means 
for  studying  biological  problems.  Dr.   Lang- 
muir presents  the  surface-film  method  of  in- 
vestigation,  describes  some  results  obtained 
and  suggests  further  uses. 


National  Research  Council,  HIGHWAY 
RESEARCH  BOARD,  PROCEEDINGS  of 

the  Twenty-First  Annual  Meeting,  held 
at  Johns  Hopkins  University,  Baltimore, 
Md.,  Dec.  2-5,  1941 

National  Research  Council,   Washington, 
D.C.,  I.942.  561  pp.,  illus.,  diagrs.,  charts, 
tables,  maps,  10  x  6]/2  in.,  cloth,  $3.25. 
These  Proceedings  bring  together  the  re- 
cords of  the  important  investigations  of  high- 
way  problems   carried   out  during  the   past 
year,  as  reported  by  various  committees  of 
the  Board.  Questions  of  finance,  economics, 
design,  materials,  construction,  maintenance, 
traffic,  safety  and  soils  are  discussed  by  engi- 
neers of  wide  experience. 

PLASTICS 

By  J.   H.   DuBois.   American   Technical 
Society,    Chicago,    1942.    295   pp.,    illus., 
diagrs.,  charts,  tables,  814  x  5lA  in.,  cloth, 
$3.00. 
This  book  is  written  for  users  of  plasties 
who   wish   practical   information   concerning 
these  materials.  The  history  and  origin  of  the 
various  types  and  the  sources  of  their  raw 
materials  are  explained.  Their  physical,  chemi- 
cal and  electrical  properties  are  discussed,  as 
well   as  their  advantages  and   defects.   Due 
attention  is  paid  to  their  fabrication,  and  in- 
formation on  design  is  presented.  The  work 
will  be  very  useful  to  engineers  and  designers. 

SHIP  REPAIR  AND  ALTERATION 

By  G.  V.  Holiday  and  W.  E.  Swanson. 

Cornell  Maritime  Press,  New  York,  1942. 

378  pp.,  diagrs.,  charts,  tables,  7  x  5x/2  in., 

lea.,  $2.75. 
The  handbook  is  a  practical  reference  work 
for  shipfitters,  especially  those  engaged  in 
altering  and  repairing  ships.  Part  one  describes 
methods  of  carrying  out  hull  repairs  of  all 
kinds.  Parts  two  and  three  present  the  mathe- 
matical and  geometric  knowledge  needed  by 
the  shipfitter.  Part  four  deals  with  the  devel- 
opment and  layout  of  sheet-metal  work.  Other 
features  are  mathematical  tables  and  a  glos- 
sary of  shipbuilding  terms  and  abbreviations. 

STRENGTH   AND   PROPERTIES   OF 
MATERIALS  (Rochester Technical  Series) 

By  J.  Elberfeld.  Harper  &  Brothers,  New 
York  and  London,   1942.   150  pp.,  illus., 
diagrs.,  charts,  tables,  9x/2  x  6  in.,  cloth. 
$1.75. 
This  textbook  aims  to  present,  in  one  small 
volume,  the  essential  information  on  materials 
needed  by  those  engaged  in  the  various  indus- 
tries, and  is  intended  a  preparation  for  courses 
in  tool,  machine  and  structural  design.  Only 
elementary  mathematical  knowledge  is  nec- 
essary. 

WATER  HANDBOOK,  Chemical  Analyses 
and  Interpretations 

Published  by  W.  H.  and  L.  D.  Betz,  Frank- 
ford,    Phila.,    Pa.,    1942.    64   pp.,   illus., 
diagrs.,  charts,  tables,  11  x  8x/2  in.,  paper, 
spiral  binding,  50c. 
This  handbook  is  in  two  parts.   Part  one 
gives  clear,  definite  directions  for  water  an- 
alysis, covering  all  the  tests  commonly  used 
in    industrial    plant    control    and    presenting 
simple  methods  which  do  not  require  previous 
chemical  experience.   Part  two  discusses  the 
interpretation  of  the  tests  and  their  applica- 
tion to  plant  control. 

WELDING  HANDBOOK 

American    Welding   Society,    New    York. 
1942  ed.  1,593  pp.,  illus.,  diagrs.,  chaits, 
tables,  9x6  in.,  cloth,  $6.00  in  U.S.A.; 
$6.50  in  foreign  countries;  $5.00  to  mem- 
bers. 
The  aim  in  preparing  this  work  has  been 
to  give  engineers  an  authoritative,  up-to-date 
reference    book    on    the    technical    phase    of 
welding.  The  physics  and  metallurgy  of  weld- 
ing,  the  weldability  of  steels,   welding  pro- 
cesses,    brazing,     soldering,     facing,     metal 
spraying,  metal  cutting,  metals  used,  training, 
inspection,  safety,  design  and  testing  of  welds, 
and  applications  are  discussed.  Each  topic  is 
treated  by  a  committee  of  experts. 


THE  ENGINEERING  JOURNAL    October,  1942 


595 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


September  28th,  1942. 

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  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  Bhall  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  matriculatian  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 

GREEN— LAWRENCE  JOHN,  of  Norwood  Grove,  Man.  Born  at  Winnipeg, 
July  17th,  1899;  Educ;  B.  Arch.,  Univ.  of  Man.,  1926;  1922-23,  dftsman.,  Albert 
Kahn,  Detroit;  1923-26,  dftsman.,  Zachary  T.  Davis,  Chicago;  1927-28,  chief 
dftsman.,  Oman  &  Lilienthal,  Chicago;  1928-29,  chief  dftsman.,  Maurice  L.  Bein, 
Chicago;  1929-31,  office  mgr.,  chief  dftsman.,  and  chief  engr.,  A.  A.  Stoughton, 
Winnipeg  (now  of  New  York);  1931-42,  i/c  of  structl.,  elec,  mech.,  and  acoustical 
engrg.  in  own  office — Green,  BlankBten,  Russell  &  Ham,  Architects,  Reg'd.  Architects 
in  Ontario,  Manitoba,  Sask.,  Alta.,  and  B.C.  Personally  engineered  acoustical  work 
and  sound  isolation  in  about  40  theatres,  3  radio  broadcasting  studios,  offices,  etc. 
Also  process  steam  and  low  pressure  steam  in  hospitals,  convents  and  hotels;  at 
present,  engr.  (mech.),  in  Works  &  Bldgs.  Branch,  Naval  Services  of  Canada,  Ottawa, 
Ont. 

References:  N.  M.  Hall,  E.  P.  Fetherstonhaugh,  W.  F.  Riddell. 

LACE— GEORGE  SUTTON,  of  424  Tweedsmuir  Ave.,  Westboro,  Ont.  Born  at 
Liverpool,  England,  Aug.  22nd,  1898;  Educ:  Central  Technical  School,  Liverpool; 
1914-19,  ap'tice  marine  engr.,  Clover,  Clayton  &  Co.,  Liverpool;  1927-29,  inspr., 
aircraft  constrn.,  Canadian  Vickers  Ltd.,  Montreal;  1929-30,  inspr.,  aircraft  constrn., 
Curtiss  Reid  Ltd.,  Montreal;  1930-36,  air  engr.,  eastern  divn.,  Canadian  Airways; 
1936-37,  chief  engr.,  Eastern  Canada  Air  Lines,  Moncton,  N.B.;  1937-40,  station 
engr.,  Atlantic  Divn.,  Nffd.  &  New  York,  Imperial  Airways;  1940-41,  foreman, 
aircraft  engine  overhaul,  Ottawa  Car  &  Aircraft;  1941  to  date,  engineer  officer, 
Aircraft  Production  Branch,  Dept.  of  Munitions  &  Supply,  Ottawa,  Ont.  (Developing 
sources  of  manufacture,  in  Canada,  of  engine  parts,  and  technical  advisor  on  operation 
of  engine  overhaul  plants  controlled  by  dept.). 

References:  D.  Giles,  L.  B.  Rochester,  C.  O.  Wood,  S.  H.  Wilson,  J.  L.  Smith, 
E.  P.  Murphy. 

LAURIAULT— WILFRID  ELDIGE,  of  Montreal,  Que.  Born  at  Montreal,  Nov. 
24th,  1899;  Educ:  B.A.Sc,  Civil  Engr.,  Chem.  Engr.,  Ecole  Polytechnique,  1922; 
Q.L.S.,  R.P.E.  of  Que.;  1922,  asst.  engr.,  Dept.  of  Lands  &  Forests;  1923,  asst. 
engr.,  Belgo  Paper  Company,  Shawinigan  Falls;  1924-26,  professor,  School  of  Paper- 
making,  Three  Rivers;  1926-28,  asst.  supt.  and  tech.  engr.,  Quebec  Pulp  &  Paper 
Co.,  Chicoutimi;  1928-34,  engr.,  technical  service,  City  of  Montreal;  1935  to  date, 
consulting  engineer  and  Quebec  Land  Surveyor,  Montreal,  Que. 

References:  G.  R.  MacLeod,  J.  A.  Beauchemin,  J.  A.  Lalonde,  O.  O.  Lefebvre, 
E.  Prévost,  F.  J.  Leduc,  L.  Trudel. 

RIDDELL— JOHN  MORRISON,  Major,  R.C.E.,  of  21  Findlay  Ave.,  Ottawa, 
Ont.  Born  at  Toronto,  March  9th,  1892;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1913. 
D.L.S.,  O.L.S.;  1911-13  (summers),  asst.  on  Ontario  and  Dominion  surveys;  1914-16, 
junior  geodetic  engr.;  1916-19,  overseas.,  Lieut,  and  Capt.,  Candn.  Engrs.;  1919-26, 
surveys  engr.,  Geodetic  Survey  of  Canada;  1926-29,  senior  asst.  engr.,  Dominion 
Parks' Branch;  1929-41,  district  engr.,  Geodetic  Survey  of  Canada;  1941, enlist  de  for 
active  service  with  3rd  Reserve  Field  Coy.,  R.C.E.,  and  at  present,  Officer  Com- 
manding, 28th,  Field  Coy.,  R.C.E.  (A). 

References:  N.  J.  Ogilvie,  J.  L.  Rannie,  J.  M.  Wardle/N.  B.  MacRostie,  C.  A.  Price. 

SAINTONGE— JEROME,  of  564— 12th  Street,  Arvida,  Que.  Born  at  Valleyfield, 
Que.,  Feb.  22nd,  1912;  Educ:  B.  A,  Séminaire  de  Valleyfield,  1934;  I.C.S.  and  private 
study;  1937  (summer),  helper  in  machine  shop;  1937-38,  checking  from  drawings, 
1938-40,  collecting  data,  measurements,  etc.,  for  catalogue  of  mech.  equipment, 
and  from  August  1940  to  date,  inspector  of  mech.  equipment,  Arvida  Works,  Alumi- 
num Company  of  Canada. 

References:  M.  G.  Saunders,  B.  E.  Bauman,  J.  W.  Ward,  R.  H.  Rimmer,  L.  A. 
Cantin. 

WIDEMAN— NORMAN  EDWARD,  of  100  Summit  Ave.,  Port  Arthur,  Ont. 
Born  at  Markham,  Ont.,  Nov.  9th,  1903;  Educ:  B.A.Sc.  (E.E.),  Univ.  of  Toronto, 
1927.  R.P.E.  of  Ont.;  with  the  H.E.P.C.  of  Ontario  as  follows:  1927-29,  engr. -in- 
training,  1929-36,  district  meter  engr.  at  Stratford,  London  and  Chatham;  1936-40, 
district  relay  and  meter  engr.,  Hanover;  1940  to  date,  relay  and  meter  engr.,  Thunder 
Bay  system  and  Patricia  District  of  Northern  Ontario  properties. 

References:  R.  J.  Askin,  J.  M.  Fleming,  E.  L.  Goodall,  T.  M.  S.  Kingston,  E. 
M.  G.  MacGill,  R.  B.  Young. 

FOR  TRANSFER   FROM  JUNIOR 

COWIE— NORMAN  CLAUDE,  of  26  Coulson  Ave.,  Sault  Ste.  Marie,  Ont. 
Born  at  Espanola,  Ont.,  Oct.  2nd,  1907;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1931; 
Previous  to  1929,  summer  and  one  whole  year,  gen.  machine  shop,  foundry  and 
elec  mtce.  experience,  Northern  Foundry  &  Machine  Co.  Ltd.,  and  Algoma  Steel 
Corpn.;  1929  (summer),  elec  dfting,  Algoma  Steel  Corpn.  Ltd.;  with  the  Great 
Lakes  Power  Co.  Ltd.,  as  follows:  1930  (summer),  elec.  dfting.,  1931-32,  engr.  on 
switchboards,  etc.,  1932-37,  gen.  hydroelectric  power  system  mtce.  and  operation 
engrg.,  1937-38,  gen.  power  plant  operation  and  mtce.,  also  design  layout,  etc.,  power 
house  supervn.,  Dec.  1938  to  date,  gen.  operation  and  mtce.  engrg.,  estimates, 
assting  supervisory  work,  assistance  with  investigation  of  new  power  sources,  work 
on  property  records,  system  analysis  and  design.  (Jr.  1931). 

References:  A.  E.  Pickering,  R.  A.  Campbell,  E.  M.  MacQuarrie,  L.  R.  Brown, 

A.  M.  Wilson. 

D  WIS— WILLIAM  ROE,  Jr.,  of  Montreal,  Que.  Born  at  Calgary,  Alta.,  June 
28th  1909- Educ:  B.Sc  (E.E.),  Univ.  of  Alta.,  1934;  1928-30 and  1931-33  (summers), 
dftsman,  and  engrg.  asst.,  1934-35,  asst.  engr.,  hydrographie  survey,  and  1934-36, 
asst.  engr.,  transmission  and  distribution,  Calgary  Power  Co.  Ltd.;  1936  to  date, 
asst.  elec.  engr.,  design  and  constrn.,  Montreal  Engineering  Co.  Ltd.,  Montreal, 
Que.  (Jr.  1935). 

References:  G.  A.  Gaherty,  J.  H.  McLaren,  G.  H.  Thompson,  J.  T.  Farmer,  H. 

B.  LeBourveau,  W.  E.  Cornish. 

FORBES— DONALD  ALEXANDER,  of  Kenogami,  Que.  Born  at  Fort  William, 
Scotland  May  14th,  1907;  Educ:  B.Sc.  (Civil),  Univ.  of  Sask.,  1934;  1928-30, 
rodman,  1930-32,  instr'man.,  Sask.  Dept.  Highways;  1934-35  (summers),  rodman, 
C  N.R.,  chief  of  party,  water  resources  survey,  Dept.  of  Mines;  1936-37,  dftsman., 
1937-40,  asst.  divnl.  "engr.,  mill  mtce.  design  and  Bupervn.,  1940-41,  general  asst., 
assisting  mill  mgr.  in  operating  problems,  Consolidated  Paper  Corporation,  Port 
Alfred,  Que.;  1941  to  date,  asst.  to  chief  engr.,  Price  Bros.  &  Co.  Ltd.,  Kenogami, 
Que.  (Jr.  1936). 

References:  G.  F.  Layne,  N.  F.  McCaghey,  E.  B.  Wardle,  F.  W.  Bradshaw,  C. 
H.  Jette,  A.  Cunningham. 

FORD— JOHN  NORMAN,  of  Calgary,  Alta.  Born  at  Calgary,  May  6th,  1909; 
Educ:  B.Sc.  (E.E.),  Univ.  of  Alta.,  1934;  1934-36,  mtce.  work,  Prairie  Power  Co., 
Regina;  1936-40,  junior  engrg.  course,  1940  to  date,  constrn.  and  mtce.  engr.,  Calgary 
Power  Company,  Calgary,  Alta.  (Jr.  1940). 

References:  H.  B.  LeBourveau,  J.  McMillan,  H.  B.  Sherman,  T.  D.  Stanley,  W. 
J.  Gold. 

FULLERTON— ROLAND  McNUTT,  of  Arvida,  Que.  Born  at  Halfway  River, 
N.S.,  Oct.  25th,  1906;  Educ:  B.Sc  (E.E.),  N.S.  Tech  Coll.,  1933;  1930-31  sum- 
mers), N.S.  Dept.  of  Highways,  and  Canada  Electric  Co.,  Amherst,  N.S.;  1935-37, 
electrician  on  constrn.  at  various  mines  in  north  western  Quebec;  1937-38,  asst. 
engr  ,  Northern  Electric  Co.  Ltd.,  Montreal;  1938,  asst.  engr..  1938-39,  asst.  to 
power  engr.,  1939-40,  plant  engr.,  Use  Maligne  station,  Saguenay  Power  Company 
Ltd  •  1940  to  date,  shift  engr.,  Arvida  Works,  Aluminum  Co.  of  Canada  Ltd.  (ht. 
193 1',  Jr.  1937). 

References:  McN.  DuBose,  F.  L.  Lawton,  J.  W.  Ward,  A.  C.  Johnston,  J.  R. 
Hango. 


596 


October,  1942    THE  ENGINEERING  JOURNAL 


GORDON— HAROLD  COWAN  MORTON,  of  Westville,  N.S.  Born  at  Leven, 
Scotland,  Oct.  9th,  1899;  Educ:  B.Sc.  (Mining),  McGill  Univ.,  1923;  1923-28, 
mining  engrg.  dept..  Dominion  Coal  Company;  1929,  res.  engr.  and  a9st.  supt., 
Nova  Scotia  Steel  &  Coal  Co.;  1929-37,  asst.  mining  engr.,  Acadia  Coal  Company 
&  Cumberland  Railway  and  Coal  Company;  1937-41,  asst.  to  gen.  mgr.  (coal  divn.), 
Dominion  Steel  &  Coal  Corpn. ;  Jan.  1942  to  date,  president  and  gen.  mgr.,  Acadia 
Coal  Co.  Ltd.,  Old  Sydney  Collieries  Ltd.,  Stellarton,  N.S.  (Jr.  1924). 

References:  T.  L.  McCall,  F.  W.  Gray,  W.  S.  Wilson,  S.  C.  Mifflen. 

GUENETTE— JOSEPH  ANTOINE  PAUL,  of  St.  Jerome,  Que.  Born  at  Mont- 
real, June  13th,  1908;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  1935-36 
(summers),  Royal  Candn.  Sch.  of  Signals,  Camp  Borden;  1938,  health  inspr.,  Quebec 
Prov.  Board  of  Health;  1939-40,  efficiency  engr.,  Dufresne,  McLagan  &  Associates, 
Montreal;  1940,  asst.  res.  engr.,  Quebec  Roads  Dept.;  Feb.  1941,  asst.  engr.,  City 
of  Outremont;  1941-42,  industrial  engr.,  and  Jan.  1942  to  date,  head  of  planning 
dept.,  Regent  Knitting  Mills  Co.  Ltd.,  St.  Jerome,  Que.  (St.  1930,  Jr.  1941). 

References:  L.  A.  Wright,  L.  Trudel,  J.  P.  Leroux,  J.  A.  A.  P.  Bourgeois,  A. 
Frigon,  P.  P.  Vinet,  deG.  Beaubien. 

HIGGINS— EDGAR  CLARENCE,  of  Toronto,  Ont.  Born  at  Montreal,  March 
HSth,  1894;  Educ:  Montreal  Technical  School — maths,  and  strutl.  engrg.  Dominion 
Hridge  Company — 2  years  night  classes.  I.C.S.  and  private  study;  R.P.E.  of  Ont.; 
1912-19,  dftsman.,  Dominion  Bridge  Co.  Ltd.;  1919-20,  dftsman.,  Phoenix  Bridge 
Co.  Ltd.;  1920-21,  checker  and  designer,  Canadian  Allis  Chalmers;  1921-22,  dftsman., 
1922  to  date,  asst.  engr.,  supervising  design  of  power  house  superstructures,  trans- 
former stations,  galvanized  steel  structures,  operators'  colonies,  etc.,  H.E.P.C.  of 
Ontario,  Toronto,  Ont.  (Jr.  1921). 

References:  H.  E.  Brandon,  J.  W.  Falkner,  O.  Holden,  A.  H.  Hull,  H.  L.  Wagner. 

LYNCH— JOHN  FRANKLIN,  of  Brownsburg,  Que.  Born  at  Fredericton,  N.B., 
Sept.  25th,  1905;  Educ:  B.Sc  (E.E.),  1929,  B.Sc  (CE.),  1933,  Univ.  of  N.B.; 
1928  (4  mos.),  student  helper,  Can.  Gen.  Elec  Co.  Ltd.;  1929-32,  engr.,  Northern 
Electric  Co.  Ltd.;  1934-37,  asst.  elec.  engr.,  to  H.  C.  Moore,  E.E.;  1937-39,  highway 
engr.,  Dept.  of  Public  Works  of  N.B.;  1940,  asst.  res.  engr.,  1940  to  date,  res.  engr., 
Defence  Industries  Limited,  Brownsburg,  Que.  (Jr.  1932). 

References:  A.  B.  McEwen,  D.  A.  Killam,  J.  Stephens,  A.  F.  Baird. 

NEILSON— CHARLES  SHIBLEY,  of  1156  Windermere  Road,  Toronto,  Ont. 
Born  at  Harrowsmith,  Ont.,  Oct.  19th,  1902;  Educ:  B.Sc.  (Civil),  Queen's  Univ., 
1920;  1926-33,  detailing  and  checking,  and  surveying,  Canadian  Bridge  Co.  Ltd., 
Walkerville,  Ont.;  1934  (summer),  foreman,  Brockville  Divn.,  Ont.  Dept.  of  High- 
ways; 1934-36,  asst.  supt.  of  constrn.,  Kingston  Lumber  Co.,  Kingston,  Ont.;  1936, 
cheeking  and  estimating,  Canadian  Bridge  Co.  Ltd.,  1936-39,  checking,  Hamilton 
Bridge  Company,  Hamilton;  1939  to  date,  squadboss,  layout,  checking  and  estimat- 
ing, Canadian  Bridge  Co.  Ltd.,  Walkerville,  Ont.  (St.  1925,  Jr.  1931). 

References:  D.  T.  Alexander,  W.  G.  Mitchell,  P.  E.  Adams,  G.  V.  Davies,  H.  J. 
A.  Chambers. 

WELLWOOD— FRANK  ELVIN,  of  Toronto,  Ont.  Born  at  Richmond  Hill,  Ont., 
Apr.  22nd,  1902;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1925.  R.P.E.  of  Ont.;  1925, 
dftsman.,  Canadian  Bridge  Co.,  Quebec  Development  Co.,  and  Aluminum  Co.  of 
Canada;  with  the  latter  company  at  Arvida,  as  follows — 1925-26,  designer,  1926-27, 
engr.  (field  concrete),  1927,  engr.  (field-indus.  bldg.);  1927-29,  engr.,  examiner  of 
plans,  1929-32,  asst.  to  chief  concrete  engr.,  City  Architects'  Dept.,  Toronto;  1932 
to  date,  asst.  to  plan  examining  engr.,  Dept.  of  Bldgs.,  Citv  Hall,  Toronto,  Ont. 
(St.  1921,  Jr.  1929). 

References:  L.  A.  Lee,  G.  L.  Wallace,  A.  H.  Harkness,  J.  M.  Oxley,  E.  A.  H. 
Menges,  P.  M.  Thompson. 

WILLIS— EDWIN  AUBREY,  of  170  Main  St.,  Ottawa,  Ont.  Born  at  Bolton, 
Lanes.,  England,  Dec  16th,  1908;  Educ:  Matric,  Univ.  of  London,  England; 
Grad.  in  Electricity,  Ottawa  Technical  School.  I.C.S.  Diploma  in  Elec.  Engrg.; 
1928-35,  lab.  asst.,  and  1935  to  date,  electrician,  Electricity  &  Gas  Inspection  Lab- 
oratory, Dept.  of  Trade  &  Commerce,  Ottawa,  Ont.  (Jr.  1939). 

References:  H.  A.  Dupre,  R    W.  Guy,  B.  G.  Ballard,  E.  O.  Way,  R.  H.  Field. 

FOR  TRANSFER  FROM  STUDENT 

AIRD— JOSEPH  ANDRE  PHILIPPE,  of  St.  Johns,  Que.  Born  at  Montreal, 
Nov.  14th,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1938;  1938  (summer) 
power  houses,  Shawinigan  Falls,  Que.;  1938-41,  apprent'ship  course  Shawinigan 
Water  &  Power  Co.;  1941  (6  mos.)  Sch.  of  Aeronautical  Engrg.,  1941-42,  No.  6 
Repair  Depot,  Trenton;  at  present,  Flving  Officer  i/c  of  depot  inspection,  No.  9 
Repair  Depot,  R.C.A.F.,  St.  Johns,  Que.  (St.  1936). 

References:  G.  J.  Papineau,  J.  A.  Lalonde,  L.  Trudel,  A.  S.  Runciman. 

ASSELIN— HECTOR,  of  5685  Gatineau  Ave.,  Montreal.  Born  at  Montreal, 
Nov.  3rd,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  R.P.E.  of  Quebec; 
1938  (summer),  inspr.  for  Ministry  of  Health,  Prov.  of  Quebec;  1939  (summer), 
J.  Eng.  Guay  Inc.,  consltg.  engrs.,  Montreal;  1939  to  date,  engr.  with  Arthur  Sur- 
veyer  &  Co.,  Montreal.  (St.  1937). 

References:  A.  Surveyer,  J.  G.  Chenevert,  E.  Nenninger,  J.  A.  Lalonde,  A.  Circe. 

BOISCLAIR— ROBERT,  of  1320  Demontigny  St.,  Montreal,  Que.  Born  at  St. 
Marcel,  Que.,  Dec.  14th,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1942;  1937-41 
(summers),  Dept.  of  Roads,  Prov.  of  Quebec;  1942  (June-Aug.),  engr.  estimator,  at 
Gander,  Nfld.,  for  Atlas  Construction  Co.,  of  Montreal;  Aug.  1942  to  date,  engr., 
Aluminum  Co.  of  Canada,  Arvida,  Que.  (St.  1938). 

References:  R.  Boucher,  S.  A.  Baulne,  A.  Circe,  O.  O.  Lefebvre,  A.  Gratton. 

BOUTILIER— TREMAINE  THOMPSON,  of  1499  Bishop  St.,  Montreal,  Que. 
Born  at  Hammonds  Plaine,  N.S.,  July  29th,  1913;  Educ:  B.  Eng.  (E.E.),  N.S. 
Tech.  Coll.,  1936;  1936  (summer),  bituminous  paving  inspection,  Milton  Hersey 
Co.  Ltd.;  with  Northern  Electric  Co.  Ltd.,  Montreal,  as  follows:  1937  (summer), 
final  test  and  inspection,  radio  dept.,  1937-38,  transformer  dept.,  1938,  radio  receiver, 
engrg.  dept.,  1938-40,  production  engr.,  electric  organ  assembly  dept.,  technical 
responsibility  for  mfre;  1940-42,  production  planning,  various  types  of  communica- 
tions and  other  electrical  equipment,  July  1942  to  date,  manufacturing  erlgr.,  trans- 
formers and  coils.  (St.  1937). 

References:  D.  S.  Nicoll,  G.  H.  Burchill,  A.  B.  Hunt,  J.  J.  H.  Miller. 

BOWERING— REGINALD,  of  Victoria,  B.C.  Born  at  Winnipeg,  Man.,  June 
16th,  1913;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1938.  M.A.Sc,  Univ.  of  Toronto, 
1939;  1937-38  (summers),  International  Nickel  Co.,  Sudbury;  May  1940  to  date, 
public  health  engr.  and  chief  sanitary  inspr.,  Prov.  Board  of  Health  of  B.C., Vic- 
toria, B.C.  (St.  1936). 

References:  K.  Moodie,  K.  Reid,  G.  M.  Irwin,  A.  E.  Macdonald,  A.  E.  Berry, 
A.  H.  Perry. 

BUTEAU— LUCIEN,  of  Quebec,  Que.  Born  at  Montreal,  Sept.  30th,  1913; 
Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1937;  1936,  Quebec  Bureau  of  Mines; 
with  the  Bell  Telephone  Company  of  Canada  as  follows — 1938-40,  asst.  engr.  on 
toll  pole  line  constrn.,  reconstrn.  and  relocation;  1940,  underground  conduit  and 
cable  constrn;  1941-42,  toll  cable  constrn.,  exchange  plant  reconstrn.,  rural  pole 
line  reconstrn.,  and  at  present,  field  engr.  on  constrn.  of  aerial,  block  and  under- 
ground telephone  plant,  and  on  design  of  toll,  exchange  and  rural  poll  lines,  plant 
engrg.,  eastern  divn.,  Quebec  District.  (St.  1936). 

References:  J.  Saint  Jacques,  P.  Vincent,  G.  St.  Jacques,  A.  E.  Pare,  D.  Rhodes. 

COTE— JOSEPH  LEON,  of  Montmagny,  Que.  Born  at  Isle  Verte,  Que.,  March 
17th,  1914;  Educ:  B.A.,  Laval  Univ.,  1939;  with  the  Quebec  Power  Company  as 
follows:  1939,  elec.  operator,  D.C.  and  A.C.;  1939-40,  dfting.,  surveying,  street 
lighting,  engrg.  dept.;  1940,  line  constrn.,  sub-station  installns.;  1940-41,  power 
house  operation  and  mtce;  March  1941  to  date,  Lieut.,  Administrative  and  Training 
Officer,  Le  Regiment  de  Montmagny,  Montmagny,  Que.  (St.  1940). 

References:  J.  Saint  Jacques,  R.  Dupuis,  H.  A.  Gauvin. 


CREPEAU— MARCEL,  of  Quebec,  Que.  Born  at  Montreal,  Nov.  12th,  1914; 
Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1938;  R.P.E.  of  Quebec;  1938  to  date, 
engr.  on  mtce.  of  bridges,  Dept.  of  Public  Works,  Que.  (St.  1936). 

References:  J.  E.  Chevalier,  R.  Marchand,  J.  G.  O'Donnell,  P.  Vincent,  L.  Martin. 

CUTHBERTSON— CHARLES  CASSELLS,  of  Shawinigan  Falls,  Que.  Born  at 
Glasgow,  Scotland,  Nov.  27th,  1913;  Educ:  B.Sc  (Chem.  Engrg.)  1938,  B.Sc. 
(Chemistry)  1939,  Queen's  Univ.;  1939  (summer)  gold  assayer,  metallurgical  lab., 
Canadian  Industries,  Ltd.,  Toronto;  1939-40,  chief  chemist;  1940-41,  supervisor, 
Caustic  Finishing  Dept.,  and  at  present  Process  supervisor,  Alkali  Works,  Canadian 
Industries  Ltd.,  Shawinigan  Falls,  Que.  (St.  1939). 

References:  A.  H.  Heatley,  H.  K.  Wvman,  E.  R.  McMullen,  W.  A.  E.  McLeish, 
M.  Eaton,  H.  J.  Ward. 

DAVIS— HAROLD  ARTHUR,  of  247  Simcoe  St.  N.,  Oshawa,  Ont.  Born  at 
Dunrobin,  Ontario,  Sept.  26th,  1910;  Educ:  B.Sc.  (Mech.)  Queen's  Univ.,  1938; 
1938-39,  mech.  lab.  instructor,  Queen's  Univ.,  Kingston;  1939-to  date,  supt.  coil 
spring  production  and  plant  engr.,  Ontario  Steel  Products  Co.  Ltd.,  Division  "A", 
Oshawa,  Ont.  (St.  1939). 

References:  L.  M.  Arkley,  L.  T.  Rutledge,  A.  Jackson,  H.  G.  Conn. 

DeGUISE— YVON,  of  Quebec,  Que.  Born  at  Verdun,  Que,  Mar.  10th,  1914; 
Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1937;  R.P.E.  of  Quebec;  1935  (summer) 
surveying;  1936  (summer)  oper.  in  substation,  Shawinigan  Water  &  Power  Co., 
Victoriaville;  1937-39,  test  course,  Canadian  General  Electric  Co.,  Peterborough  and 
Toronto;  1939  to  date,  civil  engr.,  Hydraulic  Service,  Dept.  of  Lands  &  Forests, 
Prov.  of  Quebec.  (St.  1936). 

References:  A.  B.  Normandin,  A.  E.  Pare,  P.  Vincent,  A.  Lariviere,  Y.  R.  Tasse 

DEMBIE— THOMAS,  of  Toronto,  Ont.  Born  at  Toronto,  August  25th,  1914: 
Educ:  B.A.Sc,  1936,  M.A.Sc.  (Civil),  1937,  Univ.  of  Toronto;  R.P.E.  of  Ont., 
1937  to  date,  with  the  Dominion  Bridge  Co.  Ltd.  as  follows:  plate  and  boiler  dept.; 
estimating  and  designing  (3  years),  dwg.  office  (0  mos.),  mech.  estimating  and  design 
(6  mos.);  1941  to  date,  estimating  and  design  dept.  of  McGregor-McIntyre  Divn 
Toronto,  Ont.  (St.  1934). 

References:C  R.  Young,  A.  R.  Robertson,  D.  C  Tennant,  G.  P.  Wilbur,  A.  S.  Wall. 

DESLAURIERS— CHARLES  EDOUARD,  of  Quebec,  Que.  Born  at  St.  Sauveur, 
Que.,  Nov.  2nd,  1913;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1940;  R.P.E.  of 
Que.  ;  1935-40  (summers),  dfting.,  design,  surveying,  etc.,  Ricard  and  Royer,  Quebec, 
and  Quebec  Streams  Commission;  1940  (June-Nov.),  production  engrg.  and  machine 
design,  Sorel  Industries,  Ltd.  ;  at  present,  engr.  with  hydraulic  service,  Dept.  of  Lands 
&  Forests  of  Quebec.  (St.  1940). 

References:  A.  B.  Normandin,  O.  O.  Lefebvre,  H.  S.  Steenbuch,  A.  E.  Pare, 
P.  Vincent,  S.  Plamondon. 

DUCKETT— WILLIAM  ANDERSON,  of  13  Dollard  Ave., Montreal  South,  Que 
Born  at  Montreal,  Nov.  10th,  1913;  Educ:  B.  Eng.  (Elec),  McGill  Univ.,  1937; 
1934-35-36  (summers),  engr's  asst.,  marine  survey,  St.  Lawrence  River,  Dept.  of 
Marine;  with  the  Bell  Telephone  Company  of  Canada  as  follows:  1937,  student 
engrg.  course,  1938,  line  constrn.,  1939-40,  installn.  and  mtce.,  1941  to  date,  asst. 
engr.  on  design  of  outside  telephone  plant.  (St.  1935). 

References:  C.  V.  Christie,  C.  G.  Cline,  N.  A.  Thompson,  L.  E.  Ennis,  W.  J.  S. 
Dormer. 

FRASER— THOMAS  BRYANT,  of  Franquelin,  Que.  Born  at  Montreal,  Aug. 
19th,  1902;  Educ  :  Central  Technical  School,  Toronto.  I.C.S.  Surveying  and  Mapping 
Elementary  concrete  design,  Wilson  Engrg.  Corpn.,  Cambridge,  Mass.;  1919  (sum- 
mer), township  surveys;  1921,  rodman,  H.E.P.C.  of  Ont.;  1922-23,  instr'man., 
Abitibi  Company,  Iroquois  Falls;  1924-25,  instr'man.,  Sutcliffe  Co.,  New  Liskeard; 
1926,  chief  of  party,  Wayagamack  Pulp  &  Paper  Co.;  1926-27,  asst.  field  engr., 
1927-30,  res.  engr.,  1931-32,  supt.,  Anticosti  Corpn.;  1932-34,  field  engr.,  Marien- 
Wilson,  Montreal;  1935-36,  supt.,  St.  Lawrence  Airways;  1936-37,  logging  engr., 
Ontario  Paper  Company;  1937  to  date,  plant  mgr.,  Quebec  North  Shore  Paper  Co., 
Franquelin,  Que.  (St.  1922). 

References:  A.  I.  Cunningham,  M.  H.  Jones,  A.  A.  Wickenden,  H.  W.  Sutcliffe, 
J.  M.  Gilchrist. 

FRIGON— RAYMOND  A.,  of  Outremont,  Que.  Born  at  Montreal,  Feb.  24th, 
1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1940.  M. Se,  Mass.  Inst.  Tech., 
1941;  Dec.  1941  to  date,  asst.,  materials  testing  and  research  laboratory,  Ecole 
Polytechnique,  Montreal,  Que.  (St.  1937). 

References:  S.  A.  Baulne,  R.  Boucher,  A.  Circe,  T.  J.  Lafreniere,  J.  A.  Lalonde. 

GODDARD— ALBERT  REGINALD,  of  696  Strathcona  St.,  Winnipeg,  Man. 
Born  at  Winnipeg,  Oct.  2nd,  1914;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1939;  1939- 
40,  Dept.  of  Mines  &  Nat.  Resources,  Man.  Govt.;  1940  to  date,  Dept.  of  National 
Defence,  works  and  bldg.,  No.  2.  T.C.,  R.C.A.F..  at  present,  junior  asst.  engr.  (St. 
1937) . 

References:  G.  H.  Herriot,  A.  E.  Macdonald,  E.  P.  Fetherstonhaugh,  N.  M.  Hall, 
A.  J.  Taunton. 

GOHIER— ROCH  EDOUARD,  of  29  St.  Ours  Road,  Sorel,  Que.  Born  at  Mont- 
real, June  15th,  1914;  Educ:  B.  Eng.  (Met.),  McGill  Univ.,  1939;  1936  (summer), 
dftsman.  and  instr'man.,  Aluminum  Co.  of  Canada,  Arvida;  1938  (summer),  flue 
gas  analysis  and  research  lab.,  Canadian  Copper  Refineries  Ltd.,  Montreal  East; 
1939-40,  asst.  engr.,  i/c  heat  treating  and  lab.,  International  Foils  Ltd.,  Cap  de  la 
Madeleine;  1940  to  date,  metallurgist,  Sorel  Industries  Ltd.,  Sorel,  Que.  (St.  1937). 

References:  A.  Surveyer,  C.  K.  McLeod,  E.  Gohier,  J.  A.  Lalonde,  deG.  Beaubien. 

HASELTON— WILLIAM  BEVERLEY,  of  Beebe,  Que.  Born  at  Beebe,  April 
30th,  1911;  Educ:  B.Sc.  (Civil),  Univ.  of  N.B.,  1934;  1934-35,  surveying  and  map- 
ping, Consolidated  Paper  Corporation,  Grand  Mere,  Que.;  1935  to  date,  manager 
and  operator,  The  W.  M.  Haselton  Granite  Quarries,  Beebe,  Que.  (St.  1934). 

References:  J.  Stephens,  E.  O.  Turner,  L.  A.  Wright,  L.  Trudel. 

HOPKINS— ALBERT  PARKER  EUGENE,  of  Toronto,  Ont.  Born  at  Toronto, 
August  19th,  1915.  Educ:  B.A.Sc,  Univ.  of  Toronto,  1937;  R.P.E.  of  Ont.,  1932- 
36  (summers),  asst.  to  supt.,  surface  constrn.,  underground  mining,  at  various  gold 
mines;  1937  (summer),  asst.,  Ontario  Geol.  Survey;  1939-41,  engr.  i/c  diamond 
drilling,  trenching,  geophysical  prospecting,  etc.,  for  Percy  Ë.  Hopkins,  consltg. 
engr.;  1941,  underground  sampler,  Hollinger  Gold  Mines;  1941-42,  field  engr., 
Keewatin  Explorations  Ltd.;  May  1942  to  date,  asst.  engr.,  Hallnor  Gold  Mine, 
Pamour,  Ont.  (St.  1937). 

References:  O.  Holden,  J.  F.  Robertson,  A.  D.  Campbell,  H.  E.  T.  Haultain, 
C.  G.  Williams. 

HOPKINS— ALFRED,  of  Shawinigan  Falls,  Que.  Born  at  Bishop's  Falls,  Nfld., 
April  2nd,  1914;  Educ:  B.  Eng.  (E.E.),  N.S.  Tech.  Coll.,  1936;  with  Canadian 
Westinghouse  Co.  Ltd.,  Hamilton,  Ont.  as  follows:  1936-38,  engrg.  ap'tioe,  1938-40, 
switchboard  dfting.,  special  apparatus  design,  etc.,  1940-42,  ignition  rectifiers,  engrg. 
dept.,  and  at  present,  supervision  of  rectifier  installn.,  service  dept.  (St.  1937). 

References:  F.  H.  Sexton,  H.  A.  Cooch,  D.  W.  Callander,  J.  T.  Thwaites. 

HUBBARD— SEWELL  FORTESCUE,  of  3429  Peel  St.,  Montreal,  Que.  Born  at 
Quebec,  Que.,  Aug.  8th,  1913;  Educ:  B.  Eng.  (Chem.),  McGill  Univ.,  1938;  1935 
(summer),  bench  chemiBt,  St.  Lawrence  Sugar  Refineries,  Montreal;  1937  (summer), 
paper  machines,  Anglo-Canadian  Pulp  &  Paper  Mills;  1939-40,  with  Mallinckrodt 
Chemical  Works,  Montreal — iodine  and  bromide  depts.,  inspr.  of  finished  chemicals, 
lab.  work,  1940-42, i/cof  organic  dept.,  mfg.  sulfa  drugs — reorganized  dept. — layout 
and  installn.  of  equipment,  etc.;  at  present  with  Stormont  Chemicals  Limited,  Corn- 
wall, Ont.  (St.  1938). 

References:  S.  E.  Oliver,  C  M.  McKergow,  J.  B.  Phillips,  E.  Brown,  J.  Ruddick. 


THE  ENGINEERING  JOURNAL    October,  1942 


597 


KENNEDY— DORWIN  ELMORE,  of  103  Silver  Birch  Ave.,  Toronto,  Ont. 
Born  at  Toronto,  Sept.  4th,  1910;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1940;  1940 
(2  mos),  dftsman.  with  G.  L.  Wallace,  consltg.  engr.;  July  1940  to  date,  junior  engr., 
H.E.P.C.  of  Ontario,  Toronto,  Ont.  (St.  1940). 

References:  O.  Holden,  J.  R.  Montague,  F.  W.  Clark,  S.  W.  B.  Black,  E.  B. 
Hubbard,  C.  R.  Young,  R.  F.  Legget. 

KENNEDY— HAROLD  EDWARD,  of  9  Castle  Frank  Crescent,  Toronto,  Ont. 
Born  at  Toronto,  May  13th,  1914;  Educ:  B.Sc.  (Mech.),  Queen's  Univ.,  1937; 
1934-35-30  (summers),  experimental  lab.  work,  etc.,  with  Aluminum  Co. of  Canada, 
Toronto;  1937-41,  strutl.  designer  and  dftsman.,  Shawinigan  Engineering  Company; 
1941  to  date,  structl.  designer  and  dftsman.,  H.E.P.C.  of  Ontario,  Toronto,  Ont. 
"(St.  1937). 

References:  J.  A.  McCrory.A.  L.  Patterson,  J.  D.Stott,  A.  S.  Poe,  R.  C.  McMordie 
E.  B.  Dustan. 

KENT— A.  DOUGLAS,  of  Arvida,  Que.  Born  at  Halifax,  N.S.,  Jan.  13th,  1915; 
Educ:  B.Sc,  Queen's  Univ.,  1937;  1930  (summer),  engr.,  Gibson  Mfg.  Co.,  Guelph, 
Ont.;  1930-38,  engr.,  General  Steel  Wares,  London,  Ont.;  1938-40,  sales  engr., 
Sheldons  Ltd.,  Gait,  Ont.;  1940-41,  lecturer  and  demonstrator,  Queen's  University 
Kingston;  1941  to  date,  factory  supt.,  Aluminum  Co.  of  Canada,  Arvida,  Que.  (St. 
1935). 

References:  L.  T.  Rutledge,  L.  M.  Arkley,  R.  F.  Legget,  M.  G.  Saunders. 

KERFOOT—  JOHN  GRENVILLE,  of  89  l'Espérance  St.,  St.  Lambert,  Que. 
Born  at  Prescott,  Ont.,  Aug.  11th,  1913;  Educ:  B.Sc,  Queen's  Univ.,  1930;  with 
Phillips  Electrical  Works  Ltd.  as  follows:  1935  (summer),  lab.  inspection,  1930-37, 
tool,  jig  and  fixture  design,  1938-39,  telephone  contract  engr.,  1940,  night  shift 
supervisor,  tool  room,  engr.  i ,/c  tool  and  material  procurement,  etc;  1940,  tool  and 
fixture  design  on  small  arms  ammunition,  1941,  i/c  dfting  room,  1942,  shift  super- 
visor, production  tool  dept.,  and  at  present,  tool  engr.  i/c  tool  design  and  develop- 
ment, Defence  Industries  Ltd.,  Verdun,  Que.  (St.  1936). 

References:  H.  W.  Lea,  A.  C.  Rayment,  H.  B.  Hanna,  L.  T.  Rutledge,  L.  M. 
Arkley. 

LACOMBE— JEAN  LOUIS,  of  Baie  Comeau,  Que.  Born  at  Sherbrooke,  Que., 
July  9th,  1910;  Educ:  B.  Eng.  (Civil),  McGill  Univ.,  1937;  1937-38,  instr'man.  and 
constrn.  engr.,  Ontario  Paper  Company;  1938-40,  dftsman.  and  concrete  designer, 
Truscon  Steel  Co.  of  Canada;  1940  to  date,  dfting.,  mtce.  and  mech.  designer, 
Quebec  North  Shore  Paper  Co.,  Baie  Comeau,  Que.  (St.  1937). 

References:  W.  G.  Reekie,  R.  DeL.  French,  L.  Trudel,  P.  G.  Gauthier,  D.  Ander- 
son. 

LEFORT— JEAN,  of  4051  Lacombe  St.,  Montreal,  Que.  Born  at  Montreal,  Jan. 
7th,  1915;  Educ:  B.  Eng.,  1936,  B.C.L.,  1939,  McGill  Univ.;  Junior  engr.  with  the 
following  firms;  1939,  Atlas  Constrn.  Co.,  1939-40,  Saguenay  Power  Company, 
1940-41,  Dufresne,  McLagan  and  Associates,  and  1941  to  date,  Stevenson  &  Kellog 
Ltd.,  Montreal.  (St.  1935). 

References:  P.  Kellogg,  L.  J.  Scott,  E.  H.  McCann,  C.  Miller,  T.  M.  Moran. 

LEROUX— GEORGE  GUSTAVE,  of  Montreal,  Que.  Born  at  Montreal,  Feb. 
10th,  1915;  Educ:  B.  Eng.,  McGill  Univ.,  1940;  1937-38  (summers),  Mclntyre 
Porcupine  Gold  Mines  &  Siscoe  Gold  Mines;  1939  (summer)  and  1940,  asst.  engr., 
aviation  divn.,  Dept.  of  Transport;  1940-42,  R.C.A.F.,  instructor  in  navigation, and 
at  present,  Flight-Lieut.,  asst.  chief  instructor,  No.  8  Air  Observer  School,  Ancienne 
Lorette,  Que.  (St.  1939). 

References:  R.  E.  Jamieson,  R.  DeL.  French,  G.  J.  Dodd,  F.  M.  Wood,  C.  M. 
McKergow. 

LEVINE— SAMUEL  DAVE,  of  Newark,  N.J.  Born  at  Selkirk,  Man.,  Mav  28th, 
1913;  Educ:  B.A.Sc  (Chem.),  Univ.  of  Toronto,  1940;  1937  (summer),  British  Tire 
Co.  of  Canada  Ltd.,  Lachine,  Que.;  1938  (summer),  with  R.  Thomas  Pollock,  con- 
sltg. engr.,  New  York;  Nov.  1940  to  date,  examiner,  Inspection  Board  of  the  United 
Kingdom  and  Canada,  at  Buffalo,  N.Y.,  Harrison,  N.J.,  and  at  present,  Newark, 
N.J.  (St.  1937). 

References:  C.  E.  Sisson,  J.  J.  Spence,  M.  B.  Watson,  W.  B.  Dunbar,  W.  S.  Wilson. 

LITTLE— HARRY,  of  5409  Vanutelli  Ave,  Montreal,  Que.  Born  at  Darlington, 
England,  March  15th,  1907;  Educ:  1922-28,  mech.  engrg.  course  (night  classes), 
Darlington  Technical  College;  1922-28,  engrg.  ap'tice,  Darlington  Railway  Plant  & 
Foundry  Co.,  and  1928-29,  junior  dftsman.  with  the  same  company;  1929-31, 
dftsman.  on  mtce.  and  new  equipment,  Aluminum  Co.  of  Canada  Ltd.,  Arvida, 
Que.;  1932,  dftsman.  on  fully  automatic  domestic  oil  burners,  Canadian  Oil  Heating 
Corporation,  Montreal;  1932-33,  dftsman.  on  oil  burners,  É.  &  T.  Fairbanks  Co. 
Ltd.,  Sherbrooke,  Que.;  1934-37,  sales  engr.,  1937-40,  asst.  sales  mgr.,  1940-42,  sales 
mgr.,  and  April  1942  to  date,  sales  mgr.  and  director,  R.  &.  M.  Bearings  Canada 
Ltd.,  Montreal.  Also — June  1942  to  date,  director  of  Aircraft  Bearings  Ltd.,  Toronto. 
(St.  1931). 

References:  R.  S.  Eadie,  J.  Smith,  J.  T.  Farmer,  M.  G.  Saunders,  J.  W.  Ward, 
C.  H.  Champion,  J.  A.  Ogilvy. 

LONDON— WOODROW  P.,  of  908  Roberts  St.,  Niagara  Falls,  Ont.  Born  at 
Millinocket,  Me.,  U.S.A.,  Jan.  28th,  1914;  Educ:  B.Sc.  (E.E.),  Univ.  of  N.B., 
1934;  1935-36,  dftsman.,  N.B.  Electric  Power  Commn.;  1937-38,  dftsman.,  1938-41, 
engr.,  mech.  design  and  layout  (mtce.  and  various  constrn.  projects),  Bathurst 
Power  &  Paper  Co.  Ltd.;  1941  to  date,  designing  dftsman.,  mech.  design  and  layout 
(steam  and  hydro-electric  plants),  H.  G.  Acres  &  Co.  Ltd.,  Niagara  Falls,  Ont. 
(St.  1934). 

References:  J.  Stephens,  G.  E.  Booker,  A.  W.  F.  McQueen,  H.  E.  Barnett,  J. 
H.  Ings. 

LOVE— EDWIN  REGINALD,  of  Winnipeg,  Man.  Born  at  Reading,  England, 
Jan.  18th,  1912;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1934;  R.P.E.  of  Man.  1930 
(summer),  rodman  and  calculator,  Slave  Falls  Plant,  City  of  Winnipeg  Hydro 
Electric  System;  1934  (Aug. -Oct.),  relief  sub-station  attendant,  Winnipeg  Electric 
Co.;  1934-35  (summers),  private  tutor  in  engrg.  subjects;  1934-35  and  1935-30, 
demonstrator  i/c  elec.  and  mech.  engrg.  labs.,  Univ.  of  Man.;  1936-38,  graduate 
ap'tice  course,  and  1938-40,  sales  engr.,  elec.  apparatus,  Canadian  Westinghouse 
Co.  Ltd.,  Hamilton,  Winnipeg  and  Regina;  Oct.  1940  to  date,  with  the  R.C.  Signals, 
C.A.  (Active),  at  present,  Capt.  2nd  in  Command,  School  of  Instruction,  Canadian 
Signal  Training  Centre,  Kingston,  Ont.  (St.  1931). 

References:  E.  P.  Fetherstonhaugh,  J.  W.  Sanger,  E.  V.  Caton,  E.  S.  Braddell, 
A.  E.  Macdonald,  G.  H.  Herriot. 

MENARD— RAYMOND,  of  7995  Casgrain  St.,  Montreal,  Que.  Born  at  Mont- 
real, May  20th,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  1937-38 
(summers),  Quebec  Streams  Commn.;  1938-39  (summers),  testing  lab.,  Le  Contrôle 
Technique;  1939  to  date,  res.  engr.,  Dept.  of  Roads,  Prov.  of  Quebec,  Montreal, 
Que.  (St.  1937). 

References:  E.  Gohier,  S.  A.  Baulne,  J.  A.  Lalonde,  A.  Gratton,  J.  O.  Martineau. 

MULLINS— HARRISON  ALEXANDER,  of  4931  Coronet  Ave.,  Montreal,  Que. 
Born  at  Herschel,  Sask.,  Nov.  23rd,  1912;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1937; 
1936-37,  Kipp-Kelly  Ltd.,  Winnipeg;  1937-38,  Maloney  Electric  Toronto;  1938-39, 
Taylor  Electric  Mfg.  Co.,  London,  Ont.;  March  1940  to  date,  asst.  project  engr., 
Defence  Industries  Ltd.,  Montreal.  (St.  1937). 

References;  C,  H,  Jackson,  M.  W.  Kerson,  E.  P.  Fetherstonhaugh,  A.  B.  McEwen. 


McCOLEMAN— HUGH  ALEXANDER,  of  3440  Peel  St.,  Montreal,  Que.  Born 
at  Redcliff,  Alta.,  March  11th,  1914;  Educ:  B.Sc.  (E.E.),  Univ.  of  Alta.  1930; 
1930-39,  asst.  electrician,  shift  engr.,  and  asst.  plant  engr.,  Dominion  Glass  Com- 
pany Ltd.,  Redcliff,  Alta.;  1939-40,  surveyor,  Canada  Land  &  Irrigation  Co.  Ltd., 
Medicine  Hat,  Alta.;  1940,  gen.  engrg.  dept.,  1941  to  date,  elec.  dept.,  on  layout 
and  detail  drawings  of  elec.  installns.  in  new  plant  and  extensions,  Aluminum  Co. 
of  Canada,  Montreal,  Que.  (St.  1930). 

References:  H.  J.  MacLeod,  C.  A.  Robb,  D.  W.  Hays,  W.  E.  Cornish,  S.  R. 
Banks,  D.  G.  Elliot. 

McMATH— JOHN  PROCTOR  CLARK,  of  3811  Prudhomme  Ave.,  Montreal, 
Que.  Born  at  Ranfurly,  Alta.,  Nov.  3rd,  1913;  Educ:  B.Sc.  (E.E.),  Univ.  of  Alta., 
1936;  1932-36  (summers),  municipal  surveys;  1937  to  date,  design  engr.,  wires  and 
cables,  Northern  Electric  Co.  Ltd.,  Montreal,  Que.  (St.  1936). 

References:  N.  L.  Morgan,  N.  L.  Dann,  W.  G.  Tyler,  W.  E.  Cornish. 

NADEAU— YVON,  of  128  St.  Laurent  St.,  Louiseville,  Que.  Born  at  St.  Hilaire, 
Que.,  Sept.  26th,  1912;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1940;  1937-38-39 
(summers),  highway  constrn.  in  Quebec  and  N.B.;  1940-41,  res.  engr.,  Dept.  of  Roads, 
Prov.  of  Quebec;  at  present,  instr'man.  and  asst.  engr.,  Fraser  Brace  Co.  Ltd.,  La 
Tuque,  Que.  (St.  1939). 

References:  A.  Circe,  R.  Boucher,  A.  Gratton,  F.  S.  Small,  A.  Morrissette. 

OSTIGUY— JOSEPH  EPHREM  MAURICE,  of  52  Grove  Ave.,  Granby,  Que. 
Born  at  St.  Hyacinthe,  Que.,  Nov.  20th,  1912;  Educ:  B.A.Sc,  CE.,  Ecole  Poly- 
technique, 1938;  1937-38  (summers),  instr'man.,  etc.,  and  1938  to  date,  asst.  divnl. 
engr.,  at  Waterloo,  Que.,  for  the  Dept.  of  Roads,  Prov.  of  Quebec  .(St.  1936). 

References:  A.  Circe,  A.  Gratton,  J.  A.  Lalonde,  L.  Trudel,  P.  P.  Vinet. 

PARK— FILLMORE  ROBERT,  of  Ottawa,  Ont.  Born  at  Port  Arthur,  Ont  , 
May  5th,  1914;  Educ:  B.Sc.  (E.E.),  Univ.  of  Alta.,  1936;  1937-39,  power  apparatus 
specialist  and  special  products  sales,  Northern  Electric  Co.  Ltd.,  Calgary,  Montreal 
and  Vancouver;  1939-40,  instr'man.  and  office  man.,  Dept.,  of  Transport,  Calgary; 
1940-41,  junior  asst.  engr.,  R.C.A.F.  works  and  bldgs.,  Dept.  of  National  Defence, 
Calgary;  1941  to  date,  junior  research  engr.  radio  divn.,  National  Research  Council, 
Ottawa,  Ont.  (St.  1930). 

References:  R.  W.  Boyle,  J.  McMillan,  C.  A.  Davidson,  N.  B.  LeBourveau,  W. 
F.  Suitor. 

RIOUX— JOSEPH  HENRI  RENE,  of  00  Blvd.  Benoit  XV,  Quebec,  Que.  Born 
at  Montreal,  July  3rd,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1938, 
R.P.E.  of  Que.;  1930  (summer),  Geol.  Surveys;  1937  (summer),  surveys  and  res. 
engr.,  1938-40,  res.  engr.,  and  August  1940  to  date,  asst.  divnl.  engr.,  Divn.  No.  4, 
Dept.  of  Roads,  Quebec,  Que.  (St.  1930). 

References:  R.  A.  Lemieux,  G.  F.  St.  Jacques,  J.  O.  Martineau,  E.  Gohier,  P. 
Vincent,  J.  P.  Lecavalier,  T.  M.  Dechene. 

ROBILLARD— RICHARD  FRANCOIS,  of  3070  Maplewood  Ave.,  Montreal, 
Que.  Born  at  L'Orignal,  Ont.,  April  3rd,  1912;  Educ:  1924-30,  classical  course, 
Univ.  of  Ottawa;  1930-33,  dftsman.,  Truscon  Steel  Co.  of  Canada,  Montreal;  1935- 
39,  asst.  engr.  in  design  and  installn.  of  automatic  fire  sprinkler  sytsems,  Grinnell 
Co.  of  Canada;  1939-40,  asst.  mgr.,  and  1941  to  date,  mgr.,  H.  G.  Vogel  &  Co.  Ltd., 
automatic  fire  sprinkler  systems,  Montreal,  Que.  (St.  1930). 

References:  A.  J.  Foy,  A.  J.  Wise,  G.  Graham,  G.  L.  Wiggs,  B.  R.  Heavysedge. 

ROWAN— RUSSELL  GILLESPIE,  of  549  King  Street,  Peterborough,  Ont. 
Born  at  North  Monaghan  Twp.,  Ont.,  Dec  20th,  1914;  Educ:  B.Sc,  Queen's  Univ.; 
1940;  1939  (summer),  on  constrn.  for  Algoma  ore  properties,  New  Helen  Mine, 
Ontario;  1941  to  date,  engrg.  asst.,  prov.  district  plant  dept.,  Bell  Telephone  Co. 
of  Canada,  Montreal,  Que.  (St.  1939). 

References:  W.  J.  S.  Dormer,  L.  E.  Ennis,  D.  S.  Ellis,  J.  B.  Baty,  L.  T.  Rutledge. 

SA INTONGE— JEAN-JACQUES  ROSAIRE,  of  Port  Alfred,  Que.  Born  at 
Valleyfield,  Que.,  Nov.  7th,  1910;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1937. 
R.P.E.  of  Que.;  1933-30  (summers),  instr'man.,  1937-41,  res.  engr.,  Dept.  of  Kouds, 
Prov.  of  Quebec;  at  present,  asst.  plant  engr.,  Port  Alfred  Divn.,  Consolidated  Paper 
Corporation  Limited.  (St.  1930). 

References:  C.  H.  Jette,  F.  W.  Bradshaw,  E.  B.  Wardle,  E.  Gohier,  L.  Trudel, 
A.  Gratton,  A.  Circe,  A.  Frigon. 

SHEARER— JOHN  ALEXANDER,  of  140  Cedar  St.,  Sudbury,  Ont.  Born  at 
Fredericton  Jet.,  N.B.,  July  0th,  1914;  Educ:  B.Sc.  (Civil),  Univ.  of  N.B.,  1941; 
1930-38  (summers),  rodman,  N.B.  Dept.  of  Highways;  1941  (summer),  rodman, 
and  1941  to  date,  transitman,  C.P.R.,  at  present  at  Sudbury,  Ont.  (St.  1941). 

References:  E.  O.  Turner,  J.  H.  Moore,  A.  O.  Wolff,  L.  M.  Duclos,  J.  Stephens. 

SINCLAIR— GEORGE,  of  171  King  Ave.,  Columbus,  Ohio.  Born  at  Hamilton, 
Ont.,  Nov.  5th,  1912;  Educ:  B.Sc,  1933,  M.Sc,  1935,  Univ.  of  Alta.  Three  years 
post-graduate  study,  Oliio  State  Univ.;  1936-37,  asst.  dept.  of  elec.  engrg.,  Univ. 
of  Alta.;  1937-39,  broadcasting  Corpn.,  Grande  Prairie,  Alta.;  1941  to  date,  asst. 
investigator,  war  research  project,  Ohio  State  Research  Foundation.  (St.  1933). 

References:  R.  S.  L.  Wilson,  H.  J.  MacLeod,  W.  E.  Cornish,  I.  F.  Morrison. 

STAFFORD— JAMES  WALTER,  of  48  Maple  Ave.,  Shawinigan  Falls,  Que 
Born  at  Lethbridge,  Alta.,  Nov.  25th,  1913;  Educ:  B.Sc.  (E.E.),  Univ.  of  Alta.. 
1937;  1935-36  (summers),  highways  br.,  Prov.  of  Alta.,  Northern  Alta.  Rlys.;  1936- 
37,  dftsman.,  Aluminum  Co.  of  Canada;  1937-38,  junior  engr.,  1938,  plant  engr., 
1938-39,  asst.  power  engr.,  and  1939-41,  test  engr.,  Saguenay  Power  Company; 
1941-42,  elec.  supt.,  plant  No.  1,  and  July  1942  to  date,  gen.  elec.  supt.,  plants  No. 
1  and  No.  2,  Shawinigan  Works,  Aluminum  Company  of  Canada  Ltd.  (St.  1936). 

References:  A.  W.  Whitaker,  Jr.,  McN.  DuBose,  F.  L.  Lawton,  C.  Miller,  M.  G. 
Saunders,  R.  S.  L.  Wilson. 

TORRINGTON— FRANK  DELBRIDGE,  of  7  Argyle  Ave.,  St.  Lambert,  Que. 
Bornât  Davidson,  Alta.,  Oct.  9th,  1912;  Educ:  B.Sc.  (Mech.),  Univ.  of  Sask.,  1940: 
1936-39  (summers),  mining  work,  Sylvanite  Gold  Mine,  Kirkland  Lake,  Ont.;  1940, 
Acme  Screw  Gear,  Toronto;  1940-41,  A.I.D.  (Aircraft  Inspection),  Dept.  of 
National  Defence;  1941  to  date,  Flying  Officer,  Aeronautical,  Engrg.  Branch, 
R.C.A.F.  (St.  1940). 

References:  C.  J.  Mackenzie,  I.  M.  Fraser,  R.  A.  Spencer,  W.  E.  Lovell,  S.  Young. 

WALLIS— WILLIAM  HERBERT  CYRIL,  of  1227  Sherbrooke  St.  W.,  Montreal, 
Que.  Born  at  Montreal,  July  13th,  1914;  Educ:  B.Sc.  (Civil),  Univ.  of  N.B.,  1936; 
1936-40,  inspection  work,  etc.,  Donald  Inspection  Co.,  Montreal,  Que.;  1940-41, 
Flying  Officer,  Works  &  Bldgs.  Divn.,  R.C.A.F.,  constrn.  of  schools  for  joint  air 
training  plan.  1941  to  date,  Pilot  Officer,  R.C.A.F.  Air  Crew,  instructing  in  service 
aircraft.  (St.  1930). 

References:  J.  Stephens,  A.  F.  Baird,  E.  O.  Turner,  J.  R.  Donald,  P.  F.  Sise, 
E.  R.  Smallhorn,  C.  D.  Harrington. 

WELDON— GEORGE  HORACE,  of  207  Woodlawn  St.,  Winnipeg,  Man.  Born 
at  Winnipeg,  June  7th,  1914;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1936;  1930  (sum- 
mer), paving  inspr.,  Manitoba  Good  Roads  Board;  1937-38,  layout  work  on  dam 
and  transmission  line  constrn.,  Power  Corporation  of  Canada;  1940  to  date,  super- 
visor, Defence  Industries  Limited,  Winnipeg.  (St.  1937). 

References:  H.  L.  Mahaffy. 

WOODS— GEORGE  MAITLAND,  of  081  Godin  Ave.,  Verdun,  Que.  Born  at 
Lang,  Sask.,  June  1st,  1913;  Educ:  B.Sc  (Mech.),  Univ.  of  Sask.,  19411  1933-37, 
boilerman  and  stillman,  Hi-Way  Oil  Refinery,  Rosetown,  Sask.;  1937-38,  rodman, 
1938-39,  instr'man.,  1939-40,  acting  district  engr.,  N.  W.  of  Saskatchewan,  water 
rights  br.,  Dept.  Natural  Resources,  Regina;  1940,  constrn.  engr.  and  acting  res, 
engr.  at  air  ports,  Dept.  of  Transport,  Regina;  1940-41,  foreman,  and  at  present, 
senior  foreman.  Defence  Industries  Limited,  Verdun,  Que.  (St.  1940). 

References:  C.  J.  McGavin,  I.  M.  Fraser,  N.  B.  Hutchcon,  E.  K.  Phillips,  F.  H. 
Barnes. 


598 


October,  1942    THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

MECHANICAL  ENGINEER  for  British  Guiana. 
Some  experience  on  diesels  and  tractors  preferred. 
Apply  to  Box  2482-V. 

ELECTRICAL  ENGINEER  with  at  least  five  years 
practical  experience  for  work  at  Mackenzie,  British 
Guiana.  Apply  to  Box  No.  2536-V. 

JUNIOR  MECHANICAL  ENGINEER  wanted  at 
Arvida,  recent  graduate  with  machine  shop  experi- 
ence to  act  as  assistant  to  shop  superintendent. 
Apply  to  Box  No.  2572-V. 

PERMANENT  POSITION  in  Toronto  or  Montreal 
areas  with  a  large  industrial  fire  insurance  organiza- 
tion. Previous  experience  in  this  work  is  not  necessary. 
Applicant  must  be  a  technical  graduate  with  manu- 
facturing or  engineering  experience  and  possess  a 
good  personality.  Several  months  training  with  full 
pay  will  be  given.  Please  send  photograph  with  letter. 
Apply  to  Box  No.  2588-V. 

JUNIOR  MECHANICAL  ENGINEER  wanted  at 
Kingston,  Ontario,  recent  graduate.  Apply  to  Box 
No.  2589-V. 

GRADUATE  MECHANICAL  ENGINEER,  prefer- 
ably a  man  with  paper  mill  experience  to  specialize 
in  sale  and  installation  of  material  handling  equip- 
ment. Apply  to  Box  No.  2590-V. 

GRADUATE  ENGINEER  or  man  with  sufficient 
experience  in  draughting  to  act  as  squad  leader  of 
four  to  six  men  on  reinforced  concrete  detailing, 
general  equipment  layout  or  mechanical  drawing. 
This  man  to  work  along  with  other  draughtsmen 
but  be  able  to  head  up  the  job,  lay  out  the  work 
and  check  the  drawings  for  issuing.  Applv  to  Box 
No.  2577-V. 

CERAMIC  ENGINEER  for  work  at  Arvida  Que. 
Apply  to  Box  No.  2591-V. 

CHEMICAL  OR  METALLURGICAL  ENGINEER 
with  flotation  experience  for  work  in  fluoride  depart- 
ment at  Arvida,  Que.  Apply  to  Box  No.  2592-V. 

MINING,  METALLURGICAL  OR  CHEMICAL 
ENGINEERS  for  work  at  Arvida,  Que.  Apply  to 
Box  No.  2593-V. 

CHEMICAL  ENGINEERS  for  work  at  La  Tuque, 
Que.  Apply  to  Box  No.  2594-V. 

CIVIL  ENGINEER  with  some  pile  driving  experience 
for  work  at  Mackenzie,  British  Guiana.  Apply  to 
Box  No.  2595-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. 


ELECTRICAL  ENGINEER  for  plant  and  townsite 
electrical  maintenance  work  at  Mackenzie,  British 
Guiana.  Apply  to  Box  No.  2596-V. 


SITUATIONS  WANTED 

INDUSTRIAL  ENGINEER,  m  .e.i.c.  Age  40, 
Canadian,  Married,  desires  position  as  production 
manager  or  other  executive  capacity.  Presently  em- 
ployed but  desires  change  to  plant  on  war  work. 
Understands  layout  thoroughly.  Location  Toronto 
area.  Salary  dependent  on  responsibility,  minimum 
$3,600.  Apply  to  Box  No.  717-W. 

MECHANICAL  DRAUGHTSMAN,  jr.E.i.c,  grad- 
uate of  the  University  of  Toronto  in  Electrical 
Engineering.  Some  six  years  of  practical  experience 
with  accent  on  electric  motor  design,  instruments  and 
small  tools.  Has  a  background  of  two  years  in 
electric  instrument  laboratory.  Desirous  of  making 
a  change  where  his  services  will  be  fully  utilized  and 
better  appreciated.  Apply  to  Box  No.  1486-W. 

CIVIL  ENGINEER,  b.a.  sc.  Age  33,  married.  Exper- 
ience covering  heating,  air  conditioning,  mining. 
Design,  construction  and  maintenance  of  Bewers, 
aqueducts,  streets  and  highways,  including  survey- 
ing, location,  estimating,  inspections,  drainage  and 
soundings.  Presently  emploved,  but  desires  advance- 
ment. Apply  to  Box  No.  1859-W. 

GRADUATE  CIVIL  ENGINEER,  s.e.i.c,  experience 
in  surveying  and  in  teaching  same,  location  surveys 
for  roads  and  railroads,  2  years  as  construction 
engineer  in  oil  fields  in  tropics  in  charge  of  roads, 
earth-moving  machinery,  anti-malarial  drainage, 
etc.  Experience  in  construction  of  bituminous  pave- 
ments. At  present  engaged  in  airport  construction. 
Available  from  September  first.  Age  30  years.  Apply 
to  Box  No.  1860-W. 


GRADUATE  ELECTRICAL  ENGINEER,  m.e.i.c, 
with  twenty-nine  years  experience  in  operation 
construction,  repairs  and  maintenance  of  paper  mill 
and  hydro  electric  system.  Bilingual.  Available 
September  first.  Apply  to  Box  No.  2443-W. 


TRANSITS  AND  LEVELS  WANTED 

The  Department  of  Munitions  and  Supply  at 
Ottawa  is  desirous  of  procuring: 

15  transits  5"  with  vertical  circle  theodolite 

including  tripod  case  and  accessories. 

19  8"  telescopic  levels — Dumpy  including 

tripod  case  and  accessories. 

Second-hand  instruments  will  be  acceptable 
providing    they    are   in    good    condition   and 
have  the  following: 
Transit 

(a)  Not  less  than  5  in.  horizontal  circle. 

(b)  Vertical  circle. 

(c)  Read  to  minutes. 

(d)  Carrying  case  tripod. 

(e)  Plump  bob,  objective  shade. 

(f)  Adjusting  keys. 
Level 

Dumpy  pattern  preferred  but  not  absolutely 
essential,  must  have: 

(a)  Telescope  not  less  than  8  in. 

(b)  Carrying  case  and  tripod. 

(c)  Objective  shade. 

(d)  Adjusting  keys. 

Please  communicate  direct  with:  L.  L.  Price, 
Director,  General  Purchasing  Branch,  Dept.  of 
Munitions  and  Supply,  Ottawa. 


^Ue,  ZnetPUf  Stoftd  &UoA,t 

When  an  individual,  either  as  an  enemy  agent  or  as  an  honest  person  who  believes  what  he  says, 
whispers  that  Canada's  Victory  Loan  Bonds  will  not  be  cashed  after  the  war,  he  does  not  go  far  enough. 
To  be  consistent,  and  fair,  he  should  add  that  any  future  condition  in  this  country  which  would  cancel 
out  the  value  of  Victory  Bonds  would  also  make  life  insurance  policies  worthless.  He  should  explain 
that  savings  accounts  would  be  wiped  out.  He  should  point  out  that  one  dollar  bills,  five  dollar  bills 
or  any  other  kind  of  currency,  including  silver  coins,  would  be  just  something  to  toss  into  the  ash  can. 

Victory  Bonds  cannot  be  set  aside  as  something  separate  and  apart  from  other  obligations  of  this, 
our  country.  They  are  just  as  sacred  a  "promise  to  pay"  as  the  one  dollar  bills  we  carry  in  our  pockets. 

These  bonds  are  held  by  the  people  of  Canada.  And  the  only  way  through  which  they  can  be 
repudiated  would  be  by  a  decision  of  the  people  of  Canada  not  to  pay  themselves  back. 

The  pessimist  is  out  of  order  in  Canada.  The  assets  and  resources  of  this  country  which  back  this 
loan  from  the  people  are  billions  and  billions  of  dollars  in  excess  of  the  loan  total.  Even  with  all  the 
borrowing  that  has  had  to  be  done  since  the  start  of  the  war  in  1939,  the  interest  cost  of  Canada's 
total  debt  to  this  date,  is  only  189  million  dollars  a  year. 

Canada  can  and  will  meet  indebtedness  of  that  size.  Fifty  years  from  now  our  children  and  our 
children's  children  will  likely  smile  at  the  small  financial  problem  which  we  thought  was  so  big. 

I  BUY   VICTORY    BONDS 


THE  ENGINEERING  JOURNAL    October,  1942 


599 


Industrial  News 


AIRCRAFT  SANDING 

An  8-page  booklet,  Form  No.  S 106,  just 
issued  by  Sterling  Tool  Products  Company, 
Chicago,  111.,  and  Toronto,  Ont.,  is  entitled 
"Hints  on  Aircraft  Sanding,"  and  presents 
some  thirty  hints  and  directions  on  how  to 
speed  production  by  the  use  of  the  "Sterling 
Speed  Bloc"  sander.  The  sander  is  air-driven, 
mounted  on  casters,  and  has  numerous  other 
features  which  add  to  its  efficiency  and  con- 
venience of  operation. 

THE  CIRCUIT 

The  July,  1942,  issue  of  "The  Circuit,"  pub- 
lished by  Canadian  Line  Materials  Limited, 
Toronto,  Ont.,  deals  with  "Electric  Cable  for 
Use  in  War  Time,"  and  the  first  article  re- 
views this  important  subject  pointing  out  the 
trend  towards  the  use  of  paper,  varnished 
cambric,  and  synthetic  rubber  insulations  and 
the  elimination  of  rubber  for  this  purpose. 
Testing  electrical  connectors  in  the  laboratory 
is  described  in  the  second  article,  and  is  fol- 
lowed by  a  third  entitled  "Shall  the  Code 
Become  the  Engineer's  Football." 

CONVEYING  AND  ELEVATING 
EQUIPMENT 

"The  Labor  Saver,"  Volume  189,  issued  by 
Stephens- Adamson  Manufacturing  Company 
of  Canada,  Limited,  Belleville,  Ont.,  contains 
a  series  of  brief  amply  illustrated  articles 
featuring  the  use  of  this  company's  conveying 
and  elevating  equipment  in  handling  products 
in  a  wide  variety  of  plants.  These  include  coal 
at  the  power  plant  of  the  United  States  Naval 
Academy;  the  elevating  and  storage  of  sulphur 
in  a  pulp  plant;  the  conveying  of  ores  in  min- 
ing; conveying  and  loading  cement;  handling 
baggage  at  a  passenger  terminal;  handling 
chemicals  for  water  treatment  at  plants  of 
thirteen  cities  in  California;  the  conveying  of 
walnuts;  the  elevating  of  anthracite;  handling 
food  products;  and  the  conveying  of  shellac. 

FIREPROOF  WALLBOARD 

Gypsum,  Lime  &  Alabastine  Canada,  Lim- 
ited, Toronto,  Ont.,  have  published  a  4-page 
folder  outlining  the  advantages  of  "Gyproc" 
fireproof  wallboard,  particularly  for  the  walls 
and  ceilings  in  the  remodelling  of  industrial 
plants,  offices,  stores  and  private  residences. 

FLOW  METERS 

"Flow  Meters  by  Cochrane"  is  the  title  of 
a  56-page  catalogue  being  distributed  by 
Cochrane  Corporation,  Philadelphia,  Pa., 
covering  the  company's  complete  line  of  flow 
meters.  Besides  describing  electric,  mechani- 
cal, linameter  (area),  ring  balance,  liquid  level 
and  weir  meters,  it  also  covers  the  new  2-pen 
electric  flow  recorder  with  ratio  indicating 
pointer,  an  improved  low  pressure  (1  in.  to  10 
ins.  water  differential)  electric  type  meter, 
and  the  ultra  high  pressure  (6,000  psi)  ring 
balance  meter.  This  catalogue  also  includes  a 
discussion  of  flow  metering  benefits  and  com- 
plete listings  of  specifications  and  ranges. 

GRITS  AND  GRINDS 

Vol.  33,  No.  5  of  "Grits  &  Grinds,"  pub- 
lished by  Norton  Company  of  Canada, 
Limited,  Hamilton,  Ont.,  features  an  article 
on  the  reconditioning  of  plug  gauges,  worn 
undersize  in  service,  not  only  once  but  several 
times  by  hard  chrome  plating  and  finishing 
to  original  size.  A  comparative  means  of  grad- 
ing cylindrical  surface  finish  by  means  of  a 
set  of  finish  standards  is  also  featured  and  is 
followed  by  a  description  of  two  new  motion 
pictures,  "Cutter  Grinding"  and  "The  Cylin- 
drical Grinder."  Special  large  refractory  bur- 
ner blocks  for  billet  heating,  heat  treating 
and  annealing  furnaces  are  featured  in  the 
final  article. 


600 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special     events  —  trade     literature 


FUSE  CONNECTORS 

A  leaflet  issued  by  Vaughan  Bedell  &  Com- 
pany, Toronto,  Ont.,  under  the  title 
"Modernize  Your  Old  Fuses,"  gives  full  details 
of  the  "Signalite  Fuse  Converter"  which  may 
be  quickly  and  easily  attached  to  fuses  at 
present  in  use.  These  fuse  converters  provide 
the  features  of  "Signalite"  fuses  whereby  a 
signal  light  will  instantly  indicate  which  fuse 
has  blown.  They  can  be  removed  from  a  blown 
fuse  and  attached  to  a  replacement  or  renewed 
fuse  in  a  few  seconds. 


HAND  SAW  FILING 

"Saw  Filing,  too,  is  an  Art!"  is  the  title  of 
a  4-page  bulletin  prepared  by  Nicholson  File 
Company,  Port  Hope,  Ont.,  which  contains 
simple  instructions  for  sharpening  hand  cross- 
cut saws  and  hand  rip  saws.  These  concise  in- 
structions are  set  in  large  easily  read  type 
and  are  accompanied  by  illustrations.  They 
are  given  under  the  following  headings:  hold- 
ing the  saw;  jointing;  shaping  teeth;  setting; 
filing  the  hand  cross-cut  saw;  and  filing  the 
hand  rip  saw.  Each  heading  represents  one 
of  the  four  operations,  the  first  three  being 
similar  for  both  the  cross-cut  and  the  rip  saws 
while  the  fourth  is  slightly  different  for  the 
two  types  of  saws. 

HOME  CONSERVATION  PLAN 

Alexander  Murray  &  Company,  Limited, 
Montreal,  Que.,  are  distributing  a  16-page 
booklet  entitled  "Introducing  the  Donnacona 
Wartime  Home  Conservation  Plan."  This 
booklet  deals  with  the  questions  arising  when 
the  building  or  renovating  of  a  home  is  con- 
sidered under  present  day  conditions.  It  an- 
swers many  questions  starting  with  the  first, 
"Can  I  do  it  ?"  Materials  available  are  dealt 
with  and  a  section  is  devoted  to  the  conserva- 
tion of  each  of  the  following:  fuel,  funds, 
space,  health,  values  and  efficiency.  Various 
"Donnacona"  and  "Murray"  building  pro- 
ducts are  illustrated  and  described. 

ILLUMINATED  MAGNIFIER 

The  Boyer-Campbell  '  Company,  Detroit, 
Mich.,  have  issued  a  4-page  bulletin  describ- 
ing this  company's  product  "Super  Sight," 
which  combines  magnification  and  properly 
directed  light.  The  bulletin  outlines  how 
"Super  Sight"  is  adapted  to  close  inspection, 
fine  assembly  and  precision  machines.  It  is 
supplied  with  either  4-in.  or  5-in.  lenses  and, 
besides  the  standard  models  with  various 
brackets  for  bench  and  machine,  there  is  a 
model  with  both  fluorescent  and  vaporproof 
lighting.  A  supplementary  folder  describes 
this  same  principle  of  properly  directed  light, 
plus  magnification,  as  adapted  to  first  aid  and 
hospital  use. 

JOINING  AND  REPAIRING  PIPE 

A  12-page  bulletin,  Form  402B,  just  issued 
by  Dresser  Manufacturing  Company,  Limit- 
ed, Toronto,  Ont.,  is  entitled  "How  to  Join 
and  Repair  Pipe."  The  subject  matter  is  cov- 
ered in  a  most  comprehensive  manner,  accom- 
panied by  numerous  illustrations  and  draw- 
ings. It  features  "Dresser"  couplings  and  re- 
pair devices  and  the  ease  and  rapidity  with 
which  the  work  can  be  done.  The  details  cov- 
ered include  various  styles  of  pipe  joints  and 
how  to  do  the  joining;  how  to  stop  leaks  in 
pipe  and  pipe  joints;  "Dresser"  repair  sleeves 
for  repairing  major  breaks;  various  types  of 
fittings;  fittings  for  every  purpose  and  other 
"Dresser"  products  for  special  conditions. 


MAINTENANCE  AND 
CONSTRUCTION  OF  BUILDINGS 

The     Tremco     Manufacturing     Company    [ 
(Canada)  Limited,  Toronto,  Ont.,  have  pub-    ■ 
lished  a  20-page  bulletin  entitled  "Tremco    | 
Quick  Reference  Guide,"  which  provides  use-    I 
ful  information  for  users  of  the  company's    i 
products — caulking  compounds,  glazing  com- 
pounds, paints  and  roofing  products.  The  text 
is   well   illustrated   and  is   given   under   the    I 
following  headings;  roof  maintenance;  floors    [ 
and  floor  maintenance;  caulking  and  pointing;    j 
glazing  greenhouses;  waterproofing  and  damp-    I 
proofing;  bonding  compounds;  interior  paint- 
ing; exterior  painting;  and  miscellaneous  coat- 
ings. 

MANUAL  ON  PAINTING 

A  48-page  manual  (revised  edition)  being 
distributed  by  Imperial  Varnish  &  Color 
Company,  Limited,  Toronto,  Ont.,  is  a  verj 
comprehensive  treatment  of  the  subject  ol 
painting  and  is  thoroughly  indexed.  EacI 
paragraph  is  numbered  so  that  any  particular 
item  can  be  easily  located.  The  text  is  arrang- 
ed under  a  number  of  general  headings,  in- 
cluding exterior  painting,  interior  painting, 
enamel  work  and  varnishing,  floor  treatment, 
roof  protection  and  decoration,  new  wood 
finishes,  interior  decoration,  etc. 

MAP  OF  EASTERN  HEMISPHERE 

A  folded  map,  18 Yi  ins.  by  24 ^  ins.,  in 
colour,  showing  the  Eastern  Hemisphere  as 
well  as  part  of  the  Western  Hemisphere  with 
distances  between  important  points,  has  been 
issued  by  Canadian  Line  Materials  Limited, 
Toronto,  Ont.  Information  is  also  included  on 
air  raid  precautions  and  bombs. 

OXY-ACETYLENE  TIPS 

"An  Aid  to  Better  Welding"  is  the  title  of 
the  leading  article  in  Vol.  XVII,  No.  5,  July, 
1942,  "Dominion  Oxy-Acetylene  Tips,"  pub- 
lished by  Dominion  Oxygen  Company,  Limit- 
ed, Toronto,  Ont.  This  article  thoroughly  illus- 
trates construction  details  of  a  homemade 
welding  positioner,  fabricated  at  a  moderate 
cost.  With  it,  welding  jobs  up  to  500  lbs.  in 
weight  can  be  readily  clamped  on  the  table 
top  and  then  quickly  rotated  to  any  position 
so  that  welds  otherwise  done  in  the  vertical 
or  overhead  position  can  be  made  in  the  flat 
position.  Other  articles  include:  suggestions 
to  get  best  results  in  bevel-cutting  operations; 
repairing  a  pulp-beater  drum;  removing 
"Dutchmen"  from  salvaged  pipe  fittings;  re- 
duced cost  by  stack-cutting,  and  a  page  on 
precautions  and  safe  practices. 

PENCILS,  ERASERS,  PENS,  ETC. 

Eberhard  Faber  Pencil  Company  of  Can- 
ada, Limited,  Toronto,  Ont.,  have  for  distribu- 
tion a  40-page  catalogue,  No.  C-l,  which  con- 
tains illustrations,  descriptions  and  specifica- 
tions covering  this  company's  extensive  line 
of  pencils,  erasers,  penholders,  rubber  bands, 
artists'  supplies,  mechanical  pencils,  fountain 
pens,  crayons,  stamp  pads,  etc. 

PORTABLE  ELEVATORS 

Catalogue  No.  12-E,  24  pages,  just  issued 
by  Mahaffy  Iron  Works,  Toronto,  Ont., 
features  the  company's  "Revolvator"  portable 
elevator.  Various  models  are  illustrated  with 
a  description  of  each  part  indicated  on  the 
illustrations;  dimensional  drawings  are  in- 
cluded with  tables  of  dimensions.  A  large 
number  of  illustrations  show  these  elevators 
in  operation  and  indicate  the  wide  range  of 
applications  of  the  various  models. 
(Continued  on  page  46) 


October,  1942    THE  ENGINEERING  JOURNAL 


FOR  PIPE  COVERING  .  : .  J-M  85%  Magnesia  Pipe  In- 
sulation is  furnished  in  3-ft.  sections  or  segments  in  the 
following  thicknesses:  Standard,  1&",|2",  2  &",  Double 
Standard  and  3"  (Double  Layer).  Often  used  as  a  second 
layer,  outside  of  J-M  Superex,  where  pipe  temperatures 
are  above  600°  F. 


and  for  good  reasons 

At  service  temperatures  up  to  600°  F.,  no 
insulation  delivers  more  thoroughly  satisfac- 
tory performance  than  J-M  85%  Magnesia. 
That's  a  fact  that's  been  proved  time  and 
again  in  power  plants  of  every  type.  Light  in 
weight,  readily  cut  and  fitted,  J-M  85%  Mag- 
nesia is  easy  to  install.  On  the  job,  it  pro- 
vides ample  mechanical  strength,  long  life 
and  high  insulating  efficiency.  Engineers 
agree  that,  wherever  used,  J-M  85%  Magne- 
sia assures  permanently  economical  service. 

Consult  your  nearest  J-M  District  Office 
today  about  your  Magnesia  requirements, 
or  write  direct  to  Canadian  Johns-Manville 
Co.,  Limited,  199  Bay  St.,  Toronto. 

PI-IO 


IN  BLOCK  FORM.;. J-M  85%  Magnesia  Blocks  are 
furnished  3"xl8",  6"x36",  12"x36",  in  thicknesses  of 
l"to4".  Weight,  about  1.4  lb.  per  sq.  ft.,  per  1" thick. 


eOf  'vce 


PR.ODUCTS 


THE  ENGINEERING  JOURNAL    October,  1942 


45 


I.C.S 

SPECIALIZED  TRAINING 


THE  ENGINEERING 
PROFESSION 


International  Correspondence  Schools  are 
equipped  to  provide  the  non-university 
man  with  the  specialized  training  neces- 
sary to  enable  him  to  study  for  the  examin- 
ations of  engineering  societies  and  associ- 
ations. I.C.S.  Home  Study  Courses  are  of 
particular  interest  to  prospective  appli- 
cants for  membership  in  any  of  these 
organizations . 

I.C.S.  courses  for  examinations  are  ar- 
ranged with  the  object  of  preparing  the 
candidate  for  his  examinations  in  the 
shortest  possible  time,  while  omitting  no 
features  of  his  training  conducive  to 
thoroughness  and  diversity  of  knowledge. 

Each  candidate  will  receive  the  individual 
attention  of  a  vocational  and  educational 
specialist.  The  candidate's  examination 
courses  will  be  arranged  to  comply  with 
his  individual  requirements  and  his  rate 
of  progress  will  be  affected  by  no  other 
student.  He  will  proceed  as  rapidly 
as  his  ability,  his  study  time  and  his 
application  will  permit.  He  will  be 
allowed  ample  time  to  complete  his  I.C.S. 
course  and  will  receive  full  answers  to  any 
questions  he  may  need  to  ask  which  come 
within  the  scope  of  his  course. 

The  subjects  in  which  I.C.S.  training  is 
available  include: 

High  School  Subjects 

Elementary  Physics  and  Mechanics 

Strength  and  Elasticity  of  Metals 

Drawing 

Chemistry 

Chemical  Engineering 

Civil  Engineering 

Electrical  Engineering 

Mechanical  Engineering 

Mining  Engineering 

Structural  Engineering 

AN  INVITATION— You  are  invited  to  send 
for  information  about  I.C.S.  training.  You 
incur  no  obligation.  Just  mark  and  mail 
the  coupon. 

International  Correspondence  Schools, 

Canadian  Limited, 
Department  H-4, 
Montreal,  Canada. 

Please    send     me    complete    information    on 
I.C.S.  training  for  engineering. 

Name 


Addr 


Employed  by. 


Industrial  News 


(Cordinued  from  page  600) 

PORTABLE  FIRE  EXTINGUISHERS 

Pyrene  Manufacturing  Company  of  Can- 
ada, Limited,  Toronto,  Ont.,  have  prepared 
a  6-page  folder  entitled  "Directions  for  In- 
specting, Recharging  and  Maintaining  Port- 
able Fire  Extinguishers."  At  this  time,  when 
it  is  more  important  than  ever  to  keep  fire 
extinguishers  in  good  order  in  shops,  indus- 
tries, garages  and  other  places  where  fire 
hazard  is  present,  this  folder  is  of  particular 
interest  to  all  those  responsible  for  fire  preven- 
tion. Various  types  of  extinguishers  are  de- 
scribed, with  details  regarding  the  care  and 
recharging  of  each.  A  sectional  drawing  of  the 
"Pyrene"  fire  extinguisher  is  used  to  illustrate 
a  description  entitled  "The  Inside  Story  of 
Pyrene." 


THE  POWER  SPECIALIST 

The  July- August,  1942,  issue  of  The  Power 
Specialist,  which  is  issued  by  Canadian  Johns- 
Manville  Company,  Limited,  Toronto,  Ont., 
features  an  article  dealing  with  the  aid  being 
rushed  from  the  American  continent  to  the 
allied  nations  on  the  Eastern  war  front.  This 
interesting  article  is  accompanied  by  photo- 
graphs. The  second  article  describes  the  new 
50,000  kw.  turbo-generator  unit  added  to  the 
plant  of  the  Toledo  Edison  Company's  Acme 
station.  Following  this,  the  unusual  features 
of  the  San  Francisco  radio  station  KPO  are 
described  and  illustrated.  A  short  illustrated 
item  deals  with  cutting  core-making  costs  and 
is  based  on  ten  years'  experience  in  an  Ohio 
foundry.  A  final  short  article  is  entitled  "An 
Economic  Life  for  Packings  ?"  and  embodies 
suggestions  for  the  correct  installation  as  a 
means  of  securing  longer  life  for  packings. 

RUBBER  IN  ACTIVE  SERVICE 

A  32-page  booklet  issued  by  Dunlop  Tire 
&  Rubber  Goods  Company,  Limited,  Toronto, 
Ont.,  tells  how  to  keep  rubber  in  active  serv- 
ice. Everyone  realizes  that  it  is  necessary  to 
conserve  the  life  of  rubber  products  now  in 
active  service  and  this  illustrated  booklet  will 
prove  of  value  as  it  describes  common  causes 
of  excess  wear  and  failures  in  rubber  installa- 
tions in  industrial  plants  together  with  meth- 
ods of  avoiding  these  and  of  proper  mainten- 
ance of  all  industrial  rabbet  products. 

TEMPERATURE  AND  HUMIDITY 
CONTROL 

The  Canadian  Powers  Regulator  Company, 
Limited,  Toronto,  Ont.,  have  for  distribution 
a  4-page  bulletin,  No.  2520,  which  features  the 
"Powers"  thermostatic  water  controller  for 
shower  baths  and  wash  sinks;  No.  11  tempera- 
ture regulator  for  industrial  processes;  pneu- 
matic system  of  automatic  temperature  con- 
trol for  offices,  factories,  process  rooms,  etc.; 
and  air  operated  controls  for  dryers,  kilns, 
tanks,  vats,  cooking  kettles,  retorts,  etc. 

TUBE  CLEANERS 

Bulletin  No.  Y-ll,  8  pages,  prepared  by 
Elliott  Company,  Springfield,  Ohio,  features 
the  latest  "Elliott-Lagonda"  development  in 
refinery  tube  cleaners,  designated  as  the 
"1100  series,"  which  has  a  double  ball-thrust 
motor.  Illustrations  show  the  component 
parts  of  these  cleaners,  typical  combinations 
of  motors  and  cutter  heads,  details  of  the 
cutter  heads,  cleaners  for  small  and  curved 
tubes,  drills  and  flexible  joints,  and  other 
specialties.  Each  item  is  fully  described. 


SOLVENT  DEGREASING  AND  ALKALI 
CLEANING 

Under  the  title  "Scientific  Metal  Cleaning 
— Royalene  Processes,"  the  Canadian  Hanson 
&  Van  Winkle  Company,  Limited,  Toronto, 
Ont.,  are  distributing  a  12-page  bulletin  de- 
scribing solvent  degreasing  and  vapor,  immer- 
sion and  spray  types  of  "Royalene"  degreas- 
ing machines.  These  are  fully  described  and 
are  followed  by  illustrations  of  recent  instal- 
lations in  Canadian  plants.  The  company's 
line  of  alkali  compounds  for  cleaning  and  strip- 
ping metal  products  is  included  with  descrip- 
tions of  each  and  details  of  Magnet  "A",  the 
alkali  electro-cleaning  process. 


STEAM  GENERATORS 

Vapor  Car  Heating  Company  of  Canada, 
Limited,  Montreal,  Que.,  have  prepared  a 
22-page  catalogue  featuring  the  "Vapor- 
Clarkson"  steam  generators,  which  have  been 
designated  as  "Packaged  Steam"  due  to  their 
efficiency,  compactness  and  the  rapidity  with 
which  these  modern  "recirculating"  units 
generate  steam.  In  addition,  the  catalogue  in- 
cludes several  types  of  valves  (reducing, 
motorized,  shut-off  and  safety);  traps;  metal- 
lic joints;  thermostatic  controls;  a  motorized 
valve  and  damper;  heat  exchanger;  a  com- 
mand alarm;  stratomotor  and  thermo-balan- 
cer;  a  newly  designed  cooling  system  thermo- 
stat that  sets  a  new  standard  in  controlling 
gas  and  diesel  engine  operating  temperatures. 
These  items  are  especially  adaptable  to  the 
marine,  industrial,  institutional,  aviation  and 
refinery  fields.  A  spread  of  typical  layouts, 
showing  uses  of  the  generator  and  necessities 
are  also  included. 


TECHNIQUE  OF  PLYWOOD 

I.  F.  Laucks  Ltd.,  Granville  Island,  Van- 
couver, B.C.,  have  just  published  a  book  by 
Charles  B.  Norris  of  the  Lauxite  Corporation 
entitled  "Technique  of  Plywood."  This  in- 
cludes the  thirty  chapters  of  technical  infor- 
mation on  plywood  which  originally  appeared 
in  "Hardwood  Record."  These  articles  cover 
all  phases  of  plywood  manufacture  and  are 
written  from  a  technical  standpoint,  primarily 
for  engineers,  designers  and  users  of  plywood. 
The  book  has  been  divided  into  five  main 
sections  under  the  following  headings: 
"Strength,  Deformation  and  Elastic  Stability 
of  Plywood";  "Elastic  Theory  of  Wood  and 
Plywood";"  "Manufacture  of  Plywood"; 
"Warpage  of  Plywood";  "Bending,  Moulding 
and  Embossing  of  Plywood."  It  has  an  attrac- 
tive red  plastic  binding  over  heavy  duty  cov- 
ers, and  is  being  sold  for  $2.50  per  single 
copy,  postpaid,  and  may  be  obtained  by  writ- 
ing to  the  company. 


WATERPROOFINGS    AND    CONCRETE 
FLOOR  TREATMENTS 

A  4-page  bulletin  just  issued  by  Sternson 
Structural  Specialties  Limited,  Brantford, 
Ont.,  contains  detailed  descriptions  and  appli- 
cations of  the  following  products;  plaster  bond 
and  stain-proofing;  cut  stone  backing  paint; 
foundation  coating  and  damp-proofing;  col- 
ourless water- proofing;  stéarate  paste;  integral 
hardener  and  accelerator;  concrete  acceler- 
ators; concrete  floor  hardener;  heavy  duty 
metallic  floor  hardener;  caulking  and  stone 
pointing  plastics;  iron  waterproofing;  iron 
bond  for  concrete  floor  toppings;  protective 
coatings;  and  decorative  waterproofing. 


46 


October,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL,  NOVEMBER  1942 


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 


I..  AUSTIN  WRIGHT,  m.e.i.c. 
Editm 


LOUIS  TRUDEL,  m.e.i.c 
Assistant  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.  .1.  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    folloicing    pages. 


CONTENTS 


ON  THE  ALASKA  HIGHWAY Cover 

(Photo  Wartime  Information  Board) 

CAUSES  AND  EFFECTS  OF  DAMAGE  TO  ELECTRICAL 

MACHINERY  AND  SWITCHING 604 

C.  A.  Laverty,  M.E.I.C. 

THE  EFFECT  OF  WET  COAL  ON  PULVERIZER  AND  ROILER 

PERFORMANCE 609 

Murray  D.  Stewart,  S.E.I.C. 

MOVING  A  COAL  BRIDGE  AT  THE  ALGOMA  STEEL  CORPORA- 

TION  LTD 615 

D.  C.  Tennant,  M.E.I.C. 

THE  SUPERCHARGING  OF  TWO-STROKE  DIESEL  ENGINES       .        .        618 

F.  Oederlin 

WARTIME  NATIONAL  EFFICIENCY 621 

G.  A.  Gaherty,  M.E.I.C. 

SALVAGE  AND  SUBSTITUTES 623 

MAN-POWER  CONTROL  IN  CANADA 624 

BROTHERS  OF  THE  BRIDGE 625 

A.  L.  Carruthers,  M.E.I.C. 

ABSTRACTS  OF  CURRENT  LITERATURE 627 

FROM  MONTH  TO  MONTH 632 

PERSONALS 643 

Visitors  to  Headquarters 
Obituaries 

NEWS  OF  THE  BRANCHES .646 

LIBRARY  NOTES 650 

PRELIMINARY  NOTICE 653 

EMPLOYMENT  SERVICE 656 

INDUSTRIAL  NEWS 657 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 


•mGASPE  BEAUBIEN,  Montreal,  Que. 
•K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B. 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
t8.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON.  Moncton,  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
•J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que. 
•J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
•8.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


VICE-PRESIDENTS 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST-PRESIDENTS 

tT.  H.  HOGG.  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec.  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

•J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria.  B.C. 

tJ.  R.  KAYE.  Halifax,  N.S. 

•E.  M.  KREBSER,  Walkerville,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

•H.  N.  MACPHERSON.  Vancouver.  B.C. 

•W.  H.  MUNRO,  Ottawa,  Ont. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


tC.  J.  MACKENZIE.  Ottawa.  Ont. 


tT.  A.  McELHANNEY,  Ottawa,  Ont. 

•C.  K.  McLEOD,  Montreal.  Que. 

tA.  W.  F.  McQUEEN.  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Ont. 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

•M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

•J.  A.  VANCE,  Woodstock,  Ont. 

•A.  O.  WOLFF,  Saint  John,  N.B. 

•For  1942         tFor  1942-43  }For.l942-43-44 


ASSISTANT  GENERAL»SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G.  V.  RONEY 


PUBLICATION 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

I.  M.  FRASER 

W.  E.  LOVELL 

A.  P.  LINTON 

H.  R.  MacKENZIE 

E.  K.  PHILLIPS 

GZOWSKI  MEDAL 

H.  V.  ANDERSON.  Chairman 
A.  C.  D.  BLANCHARD 
T.  H.  JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE.  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 
T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
R.  F.  LEGGET 
A.  E.  MACDONALD 
H.  W.  McKIEL 


C.  K.  McLEOD.  Chairman 

R.  DeL.  FRENCH.  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 

MEMBERSHIP 

J.  G.  HALL,  Chairman 
S.  R.  FROST 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 

E.  W.  IZARD 

H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 

John  Galbraith   Prise 
J.  L.  LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelpe  Johnson   Price  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Erneat  Marceau   Prise  (French) 

H.  CIMON.  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime  Provinces) 
Martin  Murphy   Prisa 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,   VictChairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

C.  R.  YOUNG 

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 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  HAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  McLEAN 
F.  H.  PETERS 
S.  G.  PORTER 
P.  M.  SAUDER 
J.  M.  WARDLE 

ENGINEERING  FEATURES  OF 
CIVIL  DEFENCE 


J.  E.  ARMSTRONG, 

P.  E.  ADAMS 

J.  N.  ANDERSON 

S.  R.  BANKS 

H.  F.  BENNETT 

W.  D.  BRACKEN 

W.  P.  BRERETON 

R.  S.  EADIE 

E.  V.  GAGE 

G.  A.  GAHERTY 

R.  J.  GIBB 

A.  GRAY 

J.  GRIEVE 

J.  L.  LANG 


Chairman 

R.  F.  LEGGET 
I.  P.  MACNAB 
J.  A.  McCRORY 
H.  J.  McEWEN 
W.  L.  McFAUL 
C.  B.  MUIR 
W.  H.  MUNRO 
G.  McL.  PITTS 
M.  G.  SAUNDERS 
W.  O.  SCOTT 
T.  G.  TYRER 
H.  K.  WY.MAN 


INDUSTRIAL  RELATIONS 

WILLS  MACLACHLAN.  Chairman 
E.  A.  ALLCUT 
J.  C.  CAMERON 

E.  R.  COMPLIN 
J.  A.  COOTE 
W.  O.  CUDWORTH 

F.  W.  GRAY 
E.  G.  HEWSON 


A.  M.  RKID 

W.  J.  W.  REID 

A.  ROSS   ROBERTSON 


POST-WAR  PROBLEMS 

W.  C.  MILLER,  Chairman  G.  R.  LANGLEY 


F.  ALPORT 
J.  S.  BATES 
deGASPE  BEAUBIEN 
A.  L.  CARRUTHERS 
J.  M.  FLEMING 
E.  R.  JACOBSEN 


H.  MASSUK 

g.  l.  Mackenzie 

D.  A.R.McCANNEL 
A.  W.  F.  McQUEEN 
G.  McL.  PITTS 
D.  C.  TENNANT 


602 


November,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      Vf.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 
CALGARY 

Chairman,     H.  J.  McEWEN 
Vice-Chair.,  J.  G.  MacGREGOR 
Executive,      J.  N.  FORD 
A.  GRIFFIN 
H.  B.  SHERMAN 
(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  B.  deHART 
P.  F.  PEELE 
Sec.-Treas.,  K.  Vf.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

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

(Ex-Officio),  F.  W.  GRAY 

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

fiO  Whitney  Ave.,  Sydney.  N.S. 


EDMONTON 

Chairman, 

D.  A.  HANSEN 

Vice-Chair 

.,  D.  HUTCHISON 

Executive, 

C.  W.  CARRY 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 

J.  A.  ALLAN 

E.  ROBERTSON 

J.  W.  JUDGE 

(Ex-Officio 

).J.  GARRETT 

R.  M.  HARDY 

Sec.-Treas. 

.  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 

Edmonton,  Alta. 

HALIFAX 

Chairman, 

P.  A.  LOVETT 

Executive, 

A.  E.  CAMERON 

G.  T.  CLARKE             G.  J.  CURRIE 

A.  E.  FLYNN               J.  D.  FRASER 

D.  G.  DUNBAR           J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 

G.  T.  MEDFORTH 

(Bx-Officio) 

,  S.  L.  FULTZ                  J.  R.   KAYE 

Sec.-Treas., 

,  S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 

HAMILTON 

Chairman, 

STANLEY  SHUPE 

Vice-Chair. 

.  T.  S.  GLOVER 

Executive, 

H.  A.  COOCH 

NORMAN  EAGER 

A.  C.  MACNAB 

A.  H.  WINGFIELD 

(Ex-Officio) 

,  W.  J.  W.  REID 

W.  A.  T.  GILMOUR 

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.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.  MUNRO 

(Ex-Officio) 

,  G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 

Sec.-Treas., 

R.  A.  LOW, 

Queen's  University, 

Kingston,  Ont. 

LAKEHEAD 

Chairman, 

MISS  E.  M.  G.  MacGILL 

Vice-Chair., 

E.  J.  DAVIES 

Executive, 

J.  I.  CARMICHAEL 

R.  B.  CHANDLER 

S.  E.  FLOOK 

O.  J.  KOREEN 

S.  T.  McCAVOUR 

W.  H.  SMALL 

E.  A.  KELLY 

J.  S.  WILSON 

(Ex-Officio), 

B.  A.  CULPEPER 

J.  M.  FLEMING 

Sec.  Treas., 

W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 

Port  Arthur,  Ont. 

LETHBRIDGE 

Chairman, 

J.  M.  DAVIDSON 

Vice-Chair., 

C.  S.  DONALDSON 

Executive, 

A.  G.  DONALDSON     G.  8.  BROWN 

N.  H.  BRADLEY 

IBx-Ojhcio), 

J.  HAÏMES 

Sec.-Treas., 

R.  B.  McKENZIE. 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     F.  T.  JULIAN 
Vice-Chair.,  T.  L.  McMANAMNA 
Executive,      F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 
(Ex-Officio),  R.  W.  GARRETT 

J.  A.  VANCE 
Sec.-Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 
MONCTON 

Chairman,     H.  J.  CRUDGE 
Vice-Chair.,  J.  A.  GODFREY 
Executive,      A.  S.  DONALD 

E.  R.  EVANS  E.  B.  MARTIN 

H.  W.  HOLE  G.  C.  TORRENS 

(Ex-Officio),  F.  O.  CONDON 

G.  L.  DICKSON       H.  W.  McKIEL 
Sec.  Treas.,   V.  C.  BLACKETT 

Engrg.  Dept.,  C.N.R., 

Moncton,  N.B. 
MONTREAL 

Chairman,     J.  A.  LALONDE 
Vice-Chair.,  R.  S.  EADIE 
Executive,      R.  E.  HEARTZ 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 

H.  F.  FINNEMORE 

R.  C.  FLITTON 

G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 

J.  G.  HALL 

W.  G.  HUNT 

C.  K.  McLEOD 
G.  McL.  PITTS 

Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 
NIAGARA  PENINSULA 
Chairman,      C.  G.  CLINE 
Vice-Chair.,   G.  E.  GRIFFITHS 
Executive,       A.  G.  HERR 
R.  T.  SAWLE 
G.  F.  VOLLMER 
W.  D.  BRACKEN 
J.  W.  BROOKS 
J.  H.  TUCK 

D.  S.  SCRYMGEOUR 
(Ex-Officio),  A.  L.  McPHAIL 

A.  W.  F.  McQUEEN 
Sec.-Treas.,    J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 
OTTAWA 

Chairman,      N.  B.  MacROSTIE 
Executive,      W.  G.  C.  GLIDDON 

R.  M.  PRENDERGAST 
W.  H.  G.  FLAY 
G.  A.  LINDSAY       R.  YUILL 
(Ex-Officio),  K.  M.  CAMERON 
C.  J.  MACKENZIE 
W.  H.  MUNRO 
T.  A.  McELHANNEY 
R.  K.  ODELL 
Sec.-Treas.,    A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     D.  J.  EMERY 

Executive,      C.  R.  WHITTEMORE     F.  R.  POPE 
I.  F.  McRAE  R.  L.  DOBBIN 

A.  J.  GIRDWOOD 
(Ex-Officio),  J.  CAMERON 

H.  R.  SILLS 
Sec.-Treas.,   A.  R.  JONES, 

5,  Anne  Street, 

Peterborough,  Out. 
QUEBEC 
Life  Hon.- 

Chair.,  A.  R.  DECARY 
Chairman      L.  C.  DUPUIS 
Vice-Chair.,  REN1Î  DUPUIS 
Executive       O.  DESJARDINS 

R.  SAUVAGE  G.  ST-JACQUES 

S.  PICARD  L.  GAGNON 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRA Y-DONALD 

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

Colonization  Department, 
Room  333-A,  Parliament  Bldgs., 

Quebec,  Que. 
SAGUENAY 

Chairman,     R.  H.   RIMMER 
Vice-Chair.,  C.  MILLER 
Executive,      W.  E.  COOPER 
J.  FRISCH 

B.  BAUMAN 
G.  B.  MOXON 

(Ex-Officio),  M.  G.  SAUNDERS 
N.  F.  McCAGHEY 
J.  W.  WARD 
Sec.-Treas.,  ALEX.  T.  CAIRNCROSS, 
P.O.  Box  33, 

Arvida,  Que. 


SAINT  JOHN 

Chairman,  D.  R.  SMITH 
Vice-Chair.,  A.  O.  WOLFF 
Executive,       H.  P.  LINGLEY 

c.  d.  McAllister 

C.  C.  KIRBY 
(Ex-Officio),  F.  A.  PATRIQUEN 
V.  S.  CHESNUT 
G.  G.  MURDOCH 
Sec.-Treas.,    G.  W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 
Chairman,     VIGGO  JEPSEN 
Vice-Chair.,  J.  H.  FREGEAU 
Executive,      E.  BUTLER  R.  D.  PACKARD 

A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
(Ex-Officio),  A.  H.  HEATLEY 
Sec.-Treas.,  E.  E.  WHEATLEY 

Consolidated  Paper  Corporation, 
Grand' Mère,  Que. 

SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 

SAULT  STE.  MARIE 

Chairman,     L.  R.  BROWN 
Vice-Chair.,  R.  A.  CAMPBELL 
Executive,      N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK  K.  G.  ROSS 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 
A.  E.  PICKERING 

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

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 

TORONTO 

Chairman,     Vf.  S.  WILSON 
Vice-Chair.,  W.  H.  M.  LAUGH  LIN 
Executive,      D.  FORGAN 

R.  F.  LEGGET 

S.  R.  FROST 

F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 
(Bx-Officio),  C.  R.  YOUNG  T.  H.  HOGQ 

A.  E.  BERRY  N.  MacNICOL 
H.  E.  BRANDON  J.  J.  SPENCE 

Sec.-Treas..  S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,     Vf.  O.  SCOTT 
Vice-Chair.,  Vf.  N.  KELLY 
Executive,      H.  P.  ARCHIBALD 
I.  C.  BARLTROP 
H.  C.  FITZ-JAMES 
H.  J.  MacLEOD 
R.  E.  POTTER 
(Ex-Officio).  J.  N.  FINLAYSON 
T.  V.  BERRY 
H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue, 

Vancouver,  B.C. 
VICTORIA 

Chairman,     A.  S.  G.  MUSGRAVE 
Vice-Chair.,  KENNETH  REID 
Executive,      A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

(Bx-Officio),  A.  L.  CARRUTHERS 

G.  M.  IRWIN 
E.  W.  IZARD 

Sec.-Trea:,  J   H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     D.  M.  STEPHENS 
Vice-Chair.,  J.  T.  DYMENT 
Executive,      C.  V.  ANTENBRING 
N.  M.  HALL 
T.  H.  KIRBY 
E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
(Bx-Officio),  J.  W.  SANGER 
V.  MICHIE 

C.  P.  HALTALIN 
Sec.-Treas..  THOMAS.  E.  STOREY, 

55  Princess  Street, 

Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL    November,  1942 


603 


CAUSES  AND  EFFECTS  OF  DAMAGE  TO  ELECTRICAL 
MACHINERY  AND  SWITCHING 

C.  A.  LAVERTY,  m.e.i.c. 

Electrical  Inspector,  The  Boiler  Insurance  and  Inspection  Company  of  Canada,  Montreal,  Que. 

Paper  delivered  before  the  Peterborough  Branch  of  The  Engineering  Institute  of  Canada  on  December  11th,  1941 


Introduction 

This  paper  will  deal  briefly  with  some  of  the  difficulties 
encountered  and  knowledge  gained  in  over  ten  years  of 
inspecting,  testing,  and  repairing  electrical  machinery,  for 
The  Boiler  Inspection  and  Insurance  Company  of  Canada. 
The  equipment  involved  has  included  all  types  of  electrical 
machinery  as  well  as  steam  and  water  turbines,  and  is 
fairly  representative  of  that  rated  below  25,000  hp.  in 
service  throughout  the  plants  of  eastern  and  central  Canada. 
In  general,  the  paper  will  first  describe  the  work  done  by 
the  inspectors  of  the  above  company.  Secondly,  it  will 
point  out  some  weaknesses  in  design,  installation  and  main- 
tenance of  electrical  machinery.  Finally,  it  will  suggest 
closer  contact  between  those  who  design  and  those  who  use 
electrical  apparatus  in  order  that  the  best  interests  of  all 
concerned  may  be  served. 

Insurance 

The  insurance  of  electrical  machinery  was  started  in 
Canada  in  1923  to  meet  a  demand  for  a  service  similar  to 
that  provided  since  1875  in  the  boiler  and  pressure- vessel 
field.  Machinery  insurance  provides  an  inspection  service 


Temperature 


Fig.  1 — Heat  generated  in  insulating  material  compared  with 
heat  lost  to  cooling  medium. 

to  prevent  accidents,  supplemented  by  an  insurance  con- 
tract which  will  reimburse  the  assured  for  any  accidental 
damage  to  insured  equipment.  It  is  this  inspection  service 
that  is  of  primary  interest  to  plants  insured  throughout  the 
country. 

This  service  could  not  continue  to  be  sold  to  more  and 
more  plants,  if  experience  had  not  shown  that  regular 
inspection  by  an  outside  party  improves  plant  operation 
and  reduces  losses  due  to  accidental  damage.  A  company 
such  as  that  named  above  would  not  spend  30  to  40  per 
cent  of  its  revenue  for  its  inspection  service,  if  results  did 
not  justify  that  expenditure. 

The  company's  records  show  that  when  this  insurance  of 
electrical  equipment  was  begun,  the  accident  frequency  was 
105.3  accidents  per  year  for  each  1,000  insured  objects.  In 
1935,  the  accident  frequency  was  43.4  and  in  1940  it  was 
33.0. 

To  indicate  what  coverage  an  insurance  policy  will  pro- 
vide and  to  give  some  picture  of  the  accidents  for  which 
it  will  pay  damages,  the  following  standard  definition  of  an 
accident,  contained  in  each  insurance  policy  may  be  given. 


604 


It  is: 

"a  sudden  and  accidental  breaking,  deforming,  burning 
out  or  rupturing  of  the  object  or  any  part  thereof,  which 
manifests  itself  at  the  time  of  its  occurrence  by  imme- 
diately preventing  continued  operation  or  by  imme- 
diately impairing  the  functions  of  the  object  and  which 
necessitates  repair  or  replacement  before  its  operation 
can  be  resumed  or  its  functions  restored." 

The  only  troubles  not  covered  are  normal  wear  and  tear 
and  such  items  as  carbon  brushes,  fuses  and  lamps. 

An  insurance  inspector  has  to  be  vigilant  to  prevent 
losses  from  becoming  excessive  on  the  equipment  under  his 
care.  Naturally,  it  is  not  possible  to  prevent  all  accidents. 
In  some  cases,  there  are  no  signs  of  impending  failure  and 
in  others,  the  cost  of  locating  the  trouble-provoking  con- 
ditions is  too  great.  When  accidents  do  occur,  it  is  also  the 
inspector's  job  to  decide  on  necessary  repairs  and  then  see 
that  these  repairs  are  carried  out  according  to  good  practice 
and  in  the  least  possible  time. 


Causes 

of  Trouble 

The  causes  of  trouble 

an  electrical  equipment 

will 

be 

discussed  under  the  following  headings: 

1. 
2. 

Design 
Service 

3. 

Location 

4. 

Maintenance 

5. 

6. 

Voltage  surges 
Age 

DESIGN 

The  design  of  electrical  equipment  may  be  further 
divided  into  mechanical  design  and  electrical  design. 

We  find  that  30  per  cent  of  our  accidents  are  due  to 
premature  failure  of  electrical  insulation.  Nearly  all  of  these 
failures  are  insulation  breakdowns  between  the  turns  of  a 
coil  or  between  the  coil  and  the  iron  circuit  of  the  machine. 
About  four  per  cent  are  due  to  creepage  across  dirty  insula- 
tion and  the  resultant  flashover  after  a  carbonized  or  con- 
ducting path  is  formed. 

It  is  generally  agreed  that  the  great  majority  of  insulation 
failures  are  due  to  overheating  of  the  insulating  materials. 
This  is  perhaps  not  strictly  true  for  pure  mica  or  asbestos 
where  the  insulating  material  does  not  burn  but  rather  is 
disrupted  or  punctured  by  the  voltage  stresses  applied.  It 
must  be  remembered  that  even  mica  and  asbestos  are 
usually  dependent  on  varnishes  or  guns  to  hold  them  in 
place  and  all  binders  are  affected  by  heat. 

This  then  is  a  straight  electrical  design  problem.  It 
involves  the  computation  of  expected  voltage  stresses  and 
the  choosing  of  type  of  insulation  and  the  amount  required 
to  provide  a  reasonable  margin  for  safe  operation.  Adequate 
provision  for  the  dissipation  of  the  heat  generated  due  to 
the  losses  in  the  machine  is  very  important.  Relatively 
small  voltages  will  cause  the  failure  of  the  best  insulation 
if  the  heat  is  not  carried  away. 

All  insulating  materials  are  poor  conductors  of  heat  and 
in  all  insulating  materials  energy  losses  occur  due  to  the 
applied  voltage  stresses.  Each  insulated  coil  that  is  installed 
has  a  definite  ability  to  transfer  heat  from  the  copper  to 
the  air,  iron,  oil  or  other  cooling  medium.  This  heat  transfer 
may  be  stated  in  watts  per  degree  difference  in  temperature 
between  the  copper  and  the  cooling  medium.  Failure,  in 
most  cases,  is  due  to  the  weakening  of  the  insulation  owing 

November,  1942    THE  ENGINEERING  JOURNAL 


30       40        SO        SO        TO 

Temperature  "C 


ioo    no 


Fis 


2 — Results  of  tests     on   rope-paper  insulation   at   various 
voltages  and  cooling  conditions. 


to  normal  aging  or  high  temperatures  until  it  will  not  with- 
stand the  voltage  stresses  applied  to  it  in  normal  service. 

A  book  entitled  "Specification  and  Design  of  Dynamo- 
Electric  Machinery"  written  by  Miles  Walker,  Professor  of 
Electrical  Engineering  at  the  University  of  Manchester, 
England,  was  published  in  1920.  In  this  book,  the  author 
presents  a  number  of  curves  showing  the  losses  in  insulating 
materials  when  subjected  to  voltage  stresses  at  different 
temperatures  and  with  varying  rates  of  cooling. 

Some  curves  from  this  book  are  reproduced  as  they  are 
of  considerable  interest.  Figure  1  is  a  typical  curve  to  show 
the  watts  loss  per  cu.  cm.  of  insulating  material  plotted 
against  temperature.  Let  W  represent  the  watts  converted 
into  heat  in  a  given  piece  of  insulating  material  when  sub- 
jected to  a  certain  voltage  stress  at  various  temperatures, 
and  let  C  represent  the  rate  at  which  this  heat  is  carried 
away  from  the  insulation.  The  curve  C  is  essentially  a 
straight  line,  the  slope  of  which  indicates  the  type  of  cool- 
ing: the  steeper  the  slope,  the  better  the  cooling  conditions. 
Under  most  conditions  encountered  the  curve  C  will  cut 
the  curve  W  in  two  places.  Let  ll  equal  the  ambient  tem- 
perature, that  is  the  temperature  of  the  air  or  cooling- 
medium  surrounding  the  insulation,  then  Wx  is  the  watts 
lost  at  this  temperature.  The  insulation  will  start  to  heat 
and  as  the  losses  increase  with  an  increase  in  temperature, 
the  losses  will  also  increase.  This  process  will  continue  until 
the  temperature  t2  is  reached  at  which  point  the  losses  are 
W2  watts.  The  temperature  under  normal  conditions  will 
not  increase  above  this  point  as  the  watts  removed  from 
the  insulation  due  to  cooling  conditions  represented  are 
also  W2.  If  some  abnormal  temporary  change  should  take 
place,  which  increases  the  losses  or  decreases  the  rate  of 
cooling  the  temperature  might  rise  higher  than  t2,  but  as 
long  as  the  temperature  t3  is  not  reached,  the  temperature 
would  soon  return  to  t2  once  normal  conditions  were 
re-established,  since  the  rate  of  cooling  in  watts  for  any 
temperature  between  t2  and  t3  is  in  excess  of  the  insulation 
losses  due  to  voltage  stresses  for  the  same  temperature. 
However,  if  the  temperature  should  for  any  reason  rise 
above  t3,  then  the  losses  in  watts  due  to  voltage  stresses 
are  always  greater  than  the  watts  dissipated  in  cooling  and 
therefore,  the  temperature  will  continue  to  rise  until  the 
insulation  fails. 

The  shape  of  the  curve  W  will  differ  for  different  kinds 
of  insulating  material  and  will  also  depend  upon  the  purity, 


dryness,  etc.  of  the  material.  The  shape  of  the  curve  for 
any  particular  piece  of  insulation  will  also  vary  for  different 
voltage  stresses  and  different  frequencies. 

Figure  2  shows  the  plotted  results  of  tests  made  on  a 
14  in.  thickness  of  built  up  rope-paper,  which  was  dry  and 
had  been  treated  with  varnish.  The  arrangement  was  such 
that  the  ambient  temperature  could  be  accurately  con- 
trolled. It  should  be  pointed  out  that  for  the  curve  shown 
for  100,000  volts  per  inch,  the  test  was  25,000  volts  at  50 
cycles  on  a  J4  in.  thickness  test  specimen.  The  same  is 
true  of  the  other  curves.  Again  on  these  curves,  are  shown 
three  straight  lines  representing  cooling  conditions.  It  will 
be  noted  that  for  the  line  C,  the  ambient  temperature  is 
40  cleg.  C.  and  the  rate  of  cooling  is  such  that  for  a  32 
deg.  C.  difference  in  temperature,  four  watts  per  sq.  in. 
will  be  dissipated.  This  rate  of  cooling  shows  stable  con- 
ditions with  regard  to  temperature  for  all  tests  except  those 
shown  by  the  curve  marked  100,000  volts  per  inch.  It  is 
interesting  however,  to  note  what  happens  if  the  ambient 
temperature  rises  to  50  deg.  C.  as  shown  by  the  cooling- 
line  C".  The  rate  of  cooling  is  the  same  as  before  and  the 
only  change  is  in  the  ambient  temperature,  yet  the  result 
is  that  the  curve  marked  75,000  volts  per  inch  is  now 
unstable.  A  third  line  C"  is  shown  representing  very  poor 
cooling  condition,  an  ambient  temperature  of  60  deg.  C. 
and  only  x/x  watt  per  sq.  in.  for  50  deg.  difference  in  tem- 
perature. 

It  may  be  of  interest  to  state  that  common  design  prac- 
tice in  this  country  is  to  allow  voltage  stresses  of  from 
25,000  to  30,000  volts  per  inch.  In  fact,  stressing  the 
insulation  in  excess  of  35  volts  per  mil  is  liable  to  result 
in  brush  discharge  effects  or  so  called  corona  action  unless 
special  precautions  are  taken. 

Finally,  Fig.  3  is  presented  to  show  what  will  happen  if 
the  frequency  is  varied,  other  conditions  remaining 
unchanged,  with  a  test  voltage  of  4,500  volts  which  gave 
unstable  results  at  50  cycles.  A  change  in  frequency  of 
three  cycles  gives  a  stable  condition.  Curve  N  is  interesting 
as  it  shows  a  curve  for  changing  frequencies.  Unstable 
conditions  are  indicated  by  an  increase  in  the  upward  slope 
of  the  curve  of  watts  lost. 

From  these  curves,  it  is  not  difficult  to  see  how  small 
departures  from  designed  ratings  can  easily  cause  large 
changes  in  heating  and  could  be  responsible  for  an  insulation 
failure  for  which  the  designer  could  not  be  held  responsible. 

In  the  author's  opinion,  the  electrical  design  of  most 
electrical  equipment  in  Canada  is  reasonably  good.  It  is 
true  that  instances  of  poor  design  and  cases  of  poor  work- 
manship in  building  electrical  equipment  are  met  with. 
However,  the  percentage  of  such  cases  is  not  large. 

The  factor  of  safety  provided  by  present  design  practice 
is  probably  less  than  for  similar  apparatus  built  fifteen 
years  ago.  But  we  have  to-day  a  better  and  more  accurate 
knowledge  of   the    characteristics    and    behaviour    of    all 


n 

IO 

a 

a 

i7 
I* 

*5 


c 

M 

o 

/k 

/J 

9/ 

& 

S7 

4 

o 

voijSâ* 

pXr^ 

jZJP 

5( 

^j 

L 

-O 

*•— 1 

H 

#*. 

<sgv2^v- 

/ 

^r- 

A>U 

N 

•4 

O*^ 

S 

U- -a 

•OO 

S,  36^ 

.2*6° 

O        10    £0    80   40     SO  60   70     SO   80    IOO  110     ICO   BO  140    1 50  ■  160 

HINUTE». 

Fig.  3 — Results  of  tests  showing  effect  of  change  of  frequency 
on  -lai.il  it  \  of  conditions. 


THE  ENGINEERING  JOURNAL     November,  1942 


605 


UI40 
6> 

S  120 

tu 
i:  no 

«  100 

s.» 

|  ao 

"Î    70 
£  60 

1 

Years 

8              9              10              II 

Fig.  4 — Curve  showing  the  relation  of  the  life  of  fibrous  insula- 
tion (motor  windings)  to  the  constant  temperature  to  which 
it  is  subjected.  Data  from  the  work  of  Lamme  and  Stein metz. 

(From  Maintenance  Engineering,  October,  1931.) 

materials  used  in  electrical  apparatus.  It  is  therefore, 
possible  to  eliminate  unnecessary  iron,  copper  or  insulation. 

Regarding  the  mechanical  design  of  electrical  machinery, 
there  is  certainly  room  for  improvement,  particularly  in 
the  design  of  small  parts.  Large  parts  such  as  frames,  tanks 
and  bedplates  are  usually  well  designed  and  strong  enough 
for  the  required  service. 

The  difficulty  might  be  explained  by  assuming  that 
electrical  designers  are  usually  not  strong  on  mechanical 
design,  which  would  be  understandable.  In  some  cases, 
however,  there  is  evidence  that  they  have  not  even  con- 
sidered the  characteristics  of  detailed  mechanical  parts  used 
in  their  designs. 

This  criticism  will  no  doubt  be  resented  by  some.  In 
that  case  let  the  designers  go  out  into  the  field  and  discuss 
their  mechanical  design  details  with  the  engineers  and 
maintenance  staffs  of  plants  using  their  equipment.  If  this 
were  done,  a  few  of  the  designers  would  return  still  con- 
vinced that  the  criticism  was  not  justified.  The  majority, 
however,  would  be  a  whole  lot  wiser  and  better  for  the 
experience. 

As  previously  stated,  most  mechanical  troubles  are  on  the 
smaller  parts  of  electrical  apparatus.  Usually  the  difficulties 
are  not  serious,  but  are  due  to  simple  mistakes  that  often 
can  be  and  are  corrected  in  the  field.  In  order  to  be  more 
specific,  here  are  some  of  these  details  that  have  been 
criticized  in  different  plants. 

They  are  such  things  as:  fan  blades  that  are  mechanically 
weak,  field  poles  that  are  not  secure  on  the  pole  pieces, 
squirrel  cage  windings  that  prevent  the  removal  of  a  field 
pole,  connections  that  vibrate  and  break  due  to  lack  of 
proper  support,  fuse  clips  and  switch  blade  contacts  that 
do  not  have  sufficient  tension  to  maintain  contact,  side 
strains  on  insulators,  banding  wires  that  are  not  strong 
enough,  small  bolts  where  larger  ones  are  essential,  no  pro- 
vision for  expansion  and  contraction,  sharp  metal  corners 
pressing  on  soft  insulation,  loose  iron  and  loose  supporting 
fingers  in  magnetic  circuits,  oil  throwing  bearings,  and  lack 
of  space  for  wiring  of  control  apparatus. 

For  example,  there  have  been  %  in.  bolts  which  were 
provided  on  a  control  panel  to  take  a  100  amp.  terminal, 
reduced  voltage  compensators  that  were  practically  inacces- 
sible for  repair  or  maintenance,  grounds  in  terminal  boxes 
because  the  box  was  so  small  that  the  wires  had  to  be 
forced  into  place,  thereby  cutting  the  insulation,  or  perhaps 
a  long  screw  to  hold  the  cover,  that  had  gone  halfway 
through  the  wires.  Oil  throwing  bearings  have  caused  many 
a  motor  to  fail.  To-day  these  are  much  better  in  design, 
chiefly  due  to  forced  changes  resulting  from  the  competition 
presented  by  ball  and  roller  bearings. 

The  reason  why  many  of  these  errors  have  not  been 
corrected  must  be  because  designers  are  not  informed  about 
them. 

SERVICE 

The  service  given  by  electrical  equipment  depends  upon 
thé  kind  of  load  it  carries.  A  steady  load  within  its  rated 
capacity  is  best  for  any  piece  of  electrical  equipment. 
Shock  loads  cause  trouble.  Frequent  starting  and  stopping, 
or  the  resultant  expansion  and   contracting  of  insulation 


and  conductors,  is  hard  service.  This  abnormal  service  is 
recognized  by  charging  higher  insurance  rates  for  hoist 
motors,  elevator  motors,  crane  motors,  etc.  In  this  regard, 
it  is  of  interest  to  note  that,  based  on  a  five-year  period, 
the  loss  frequency  on  elevator,  crane,  conveyor  and  excava- 
tor motors  is  80.4  compared  to  62.7  for  other  types  of 
service. 

There  is  also  the  fact  that  it  is  difficult  to  provide  proper 
economical  protection  for  motors  on  intermittent  duty. 
This  is  due  to  the  fact  that  frequent  starting  and  the  heavy 
starting  currents  involved  would  cause  relays  set  for  say 
125  per  cent  full  load  current,  to  be  tripped  by  the  starting 
loads. 

While  these  comments  deal  specifically  with  motors  and 
generators,  the  same  experience  is  encountered  on  other 
apparatus  of  an  enclosed  or  semi-enclosed  type.  For 
example,  transformers  used  on  indirect  arc  furnaces,  while 
specially  designed,  take  a  nasty  beating  due  to  the  nature 
of  the  load.  It  is  also  possible  to  cause  voltage  surges  on 
the  high  tension  side  of  furnace  transformers  due  to  the 
intermittent  arc  on  the  low  tension  side  when  a  new  charge 
is  being  heated. 

LOCATION 

The  location  of  equipment  will  affect  its  operation.  This 
is  due  in  different  cases  to  dirt  interfering  with  normal 
ventilation,  acid  or  alkali  atmospheres  causing  the  insulation 
to  deteriorate  rapidly,  flying  abrasive  material  cutting  the 
insulation,  high  ambient  temperatures  giving  the  same 
result  as  overload,  and  many  other  conditions  which  result 
in  abnormal  operation  or  operation  which  was  not  con- 
templated when  the  unit  was  designed. 

Standard  motors  are  often  installed  where  semi-enclosed 
or  totally  enclosed  motors  should  be  used.  Equipment  to  be 
used  in  locations  that  present  abnormal  service  conditions 
should  be  specially  designed  to  provide  the  best  available 
protection  against  these  conditions. 

MAINTENANCE 

The  maintenance  procedures  of  different  plants  vary 
widely  in  their  effectiveness.  All  sorts  of  practices  are  met 


Fig.    5 — Showing   burning   of  stator   iron    laminations   of  a 

450  hp.  mine  hoist  motor.  This  motor  failed  during  a  lightning 

storm.  Three  teeth  of  the  laminations  were  cut  away  before 

this  picture  was  taken  in  order  to  show  the  extent  of  the  iron 

damage  at  the  root  of  the  teeth. 


606 


November,  1942    THE  ENGINEERING  JOURNAL 


with.  The  inspector  finds  electrical  equipment  that  has  not 
been  overhauled  for  years  and  also  equipment  that  is  com- 
pletely overhauled  at  least  once  every  six  months. 

There  are  far  too  many  plants  with  practically  no  main- 
tenance programme,  which  keep  no  records  and  do  not 
attempt  to  make  regular  inspections  of  their  electrical 
apparatus.  Such  plants  go  along  blissfully  waiting  for 
accidents  to  occur,  each  accident  is  considered  a  bit  of 
bad  luck.  Repairs  are  usually  rushed  and  poorly  executed. 
The  errors  of  inadequate  maintenance  are  very  evident 
to-day  when  increased  production  schedules  have  put  the 
plant  equipment  to  the  test,  and  it  has  failed  to  provide 
dependable  service. 

An  insurance  company  very  properly  insists  on  a  certain 
minimum  standard  of  maintenance.  It  is  felt  that  money 
expended  to  keep  electrical  equipment  in  good  repair  will 
be  returned  with  interest  in  the  form  of  increased  pro- 
duction with  fewer  shutdowns  due  to  accidents. 

Regular  inspections  by  insurance  company  inspectors 
will  improve  plant  maintenance,  decrease  accidents  and 
thus,  insure  more  efficient  use  of  productive  equipment: 
Each  inspector  is  informed  through  a  bulletin  service  of  all 
important  accidents  that  take  place  in  insured  plants;  he 
is,  therefore,  able  to  give  the  plants  under  his  care  the 
benefit  of  the  experience  gained  in  all  of  the  plants  covered 
by  the  whole  inspection  organization. 

A  few  illustrations  will  show  how  such  service  has  pre- 
vented forced  shutdowns  due  to  accidents.  Some  ten  years 
ago,  it  was  decided  to  take  insulation  resistance  readings 
on  turbine  generator  fields  at  different  speeds.  These  read- 
ings were  in  some  cases  found  to  vary  with  speed.  It  was 
suspected  that  this  indicated  a  change  in  the  position  of 
the  windings  and  realized  that  if  this  were  true,  a  failure 
could  soon  be  expected.  This  test  has  been  used  repeatedly 
during  the  last  ten  years  and  as  a  result  more  than  30 
defective  fields  have  been  taken  out  of  service.  To  date, 
there  has  been  no  case  where  the  indications  of  the  tests 
were  incorrect.  With  regard  to  protective  devices,  it  is 
found  that  many  of  them  have  not  been  tested  and  will 
not  operate  when  tests  are  applied.  Some  years  ago,  an 
inspector  tested  50  relays  in  a  plant  where  insurance  was 
asked.  Out  of  the  50  relays,  37  would  not  operate.  It  is 
also  common  experience  to  find  relays  that  are  not  applied 
correctly  and  even  some  that  are  not  properly  connected. 
Thermal  relays  are  difficult  to  apply  as  the  method  of 
rating  used  by  different  manufacturers  is  very  confusing. 
The  current  to  trip  in  a  definite  time,  would  seem  to  be  the 
correct  rating  of  any  overload  device,  but  this  method  of 
rating  is  seldom  used  on  overload  thermal  relays. 

Linseed  oil,  transformer  oil,  and  no  oil  at  all,  have  been 
found  in  motor  and  generator  bearings.  Inspectors  discover 
lubricating  oil  in  small  transformers  and  starting  com- 
pensators. Fuses  bridged  with  solid  wire  are  a  commonly 
encountered  condition;  often  there  is  just  a  heavy  wire  and 
no  fuse  cartridge  at  all.  Even  thermal  relays  are  bridged  and 
often  solder  is  used  to  replace  the  low  temperature  alloys 
used  in  some  thermal  relays  and  fuses. 

The  following  experience  shows  what  strange  things  can 
sometimes  be  done  without  causing  trouble.  In  a  certain 
machine  shop  a  50  hp.  motor  had  to  be  inspected.  It  was 
mounted  in  an  inverted  position,  hung  from  the  ceiling, 
was  running  in  a  satisfactory  manner  and  seemed  in  fairly 
good  condition.  The  air  gap  was  even.  However,  it  was 
difficult  to  understand  why  it  was  running  in  this  position 
without  trouble.  The  man  who  looked  after  this  motor  and 
oiled  the  bearings  stated  that  he  did  so  once  each  day  by 
putting  oil  in  at  the  oil-level  indicating  cups.  Actually 
the  end  bells  were  upside  down,  and  the  oil  rings  could 
not  turn.  The  only  change  made  when  the  motor  was 
inverted  had  been  to  turn  the  oil  level  indicating  cups 
around  180  degrees.  Perhaps  someone  else  can  explain  why 
these  bearings  had  continued  in  service  for  five  years  without 
excessive  wear. 


Fig.  6 — Showing  armature  of  paper  machine  drive  generator 
after  an  accident  which  caused  the  handing  wires  to  fail  and 
allow  the  armature  conductors  to  be  thrown  out  of  the  slots. 


VOLTAGE    SURGES 

Records  show  that  about  25  per  cent  of  the  accidents 
for  which  damages  are  paid  are  due  to  voltage  surges. 
Many  of  these  could  have  been  prevented  if  proper  surge 
protective  equipment  had  been  in  service  with  a  plant 
grounding  system  of  reasonably  low  resistance. 

The  effectiveness  of  lightning  arresters  has  often  been 
questioned,  particularly  when  applied  on  low  voltage  cir- 
cuits. To-day,  however,  much  better  protective  equipment 
is  available,  and  it  appears  that  this  newer  equipment  is 
effective  in  reducing  the  number  of  failures  due  to  voltage 
surges. 

As  an  illustration  of  this,  take  one  case  of  such  an  instal- 
lation in  a  very  bad  lightning  area  in  the  province  of  Quebec. 
This  particular  plant  had  a  very  bad  history  up  until  about 
five  years  ago,  when  the  protective  system  was  brought  up 
to  date.  Failures  had  taken  place  nearly  every  year  on  at 
least  one  of  the  two  generators  in  service.  Finally,  the 
practice  was  to  shut  the  plant  down  as  soon  as  a  lightning 
storm  started. 

The  generators  were  2,200  volt  and  were  connected  to  a 
fairly  long  exposed  line.  One  generator  was  rewound,  the 
iron  restacked,  and  proper  protective  equipment  installed. 

This  plant  has  been  operated  full  time  for  the  last  five 
years  and  no  further  trouble  has  been  encountered  even 
though  plants  located  all  around  it  have  continued  to  suffer 
from  voltage  surges.  On  some  equipment,  such  as  trans- 
formers, it  is  common  practice  to  provide  extra  insulation 
on  the  coils  nearest  to  the  line  to  protect  against  voltage 
surges.  This  same  practice  is  followed  by  some  English 
manufacturers  in  building  motors  and  generators. 

AGE 

The  age  of  the  insulation  is  a  very  definite  factor  in  the 
failure  of  this  insulation  due  to  stresses,  either  electrical  or 
mechanical,  that  are  applied  to  it  in  normal  service.  Any 
particular  form  of  insulation  has  built  into  its  original  design 
a  definite  ability  to  withstand  applied  stresses.  As  the  years 
of  service  increase,  the  strength  of  the  insulation  is  reduced 
and  finally  the  resistance  is  reduced  below  the  level  of  the 
applied  stress  and  failure  results. 

Many  factors  may  contribute  to  the  aging  of  electrical 
insulation.  Some  of  these  are:  abuse,  lack  of  proper  main- 
tenance, corrosive  atmospheres,  mechanical  damage,  etc. 
However,  even  if  we  could  eliminate  these  conditions,  which 
are  abuses  of  one  type  or  another,  it  is  definitely  true  that 
the  life  of  any  insulation  is  limited  by  the  aging  of  the 
materials  which  make  up  the  insulation.  The. expected  life 
varies  from  six  to  eight  years  for  street  car  motors  to  per- 


THE  ENGINEERING  JOURNAL     November,  1942 


607 


haps  as  much  as  25  years  for  some  other  classes  of  equip- 
ment. These  figures  are  open  to  question  and  some  organiza- 
tions claim  an  average  life  of  as  much  as  forty  years  on 
some  equipment. 

It  seems  probable  from  the  data  available  that  an  average 
life  of  forty  years  is  decidedly  optimistic  and  does  not 
represent  actual  experience. 

More  failures  occur  as  electrical  equipment  gets  older. 
A  recent,  illustration  of  the  effects  of  aging  has  been  afforded 
in  connection  with  the  direct  current  generators  used  to 
provide  power  for  paper  machine  drives;  most  of  these  units 


Fig.  7 — Showing  damage  to  armature  and  field  coil  winding  of 
a  paper  machine  drive  generator.  The  accident  was  due  to  the 
handing  wire  supporting  the  armature  conductors  hrcaking 
or  burning  and  allowing  the  armature  conductors  to  come  out 
of  the  slots. 

were  installed  between  1928  and  1930.  The  last  two  or 
three  years  there  has  been  an  epidemic  of  failures  in  different 
plants  which  can  only  mean  that  the  average  life  of  these 
generators  under  their  conditions  of  service  is  less  than 
fifteen  years.  The  percentage  of  these  failures  in  different 
plants  is  so  high  and  the  trouble  so  general  that  no  other 
conclusion  can  be  reached. 

In  1931,  a  curve  was  published  in  Maintenance  Engineering 
showing  the  life  in  years  for  non-fibrous  insulation  plotted 
against  the  temperature  of  operation.  This  curve  shown  in 
Fig.  4  is  from  the  work  of  Lamme  &  Steinmetz.  It  will  be 
noted  that  for  a  temperature  of  100  deg.  C,  the  life  is 
shown  as  seven  to  ten  years.  At  110  deg.  C,  it  is  only  two 
years  and  at  140  deg.  C.,  failure  is  to  be  expected  in  a  very 
short  time. 

Effects 

The  effects  of  damage  to  electrical  machinery  are  many 
and  varied.  One  certain  effect  is  loss  of  use  of  the  equip- 
ment, and  loss  of  plant  production.  There  is  also  the  expense 
of  making  repairs  or  replacing  the  damaged  object. 

Another  common  effect  is  ensuing  fire  which  can  and 
often  does  cause  more  damage  than  the  electrical  failure. 
Sometimes,  this  fire  is  confined  to  the  object  that  fails  and 
in  other  cases,  extensive  damage  outside  the  object  results. 


The  possibility  of  ensuing  fire  is  recognized  when  insulating 
oil  is  used.  It  is  not  so  well  known  that  fire  often  causes 
extensive  damage  to  the  windings  of  motors,  generators 
and  other  rotating  equipment. 

A  few  illustrations  will  show  what  has  happened  in  a 
few  instances. 

A  small  oil-filled  potential  transformer  in  a  power  plant 
failed  and  the  tank  was  ruptured  and  the  oil  caught  fire. 
Before  this  fire  was  under  control,  further  electrical  failures 
occurred.  The  result  was  over  $100,000  of  damage  and  a 
plant  out  of  service  for  some  weeks. 

Ten  grinder  motors  were  closed  in  on  full  voltage  with 
the  wheels  loaded.  The  control  battery  was  out  of  service 
so  the  protective  devices  could  not  operate.  In  a  very  fe 
minutes,  the  starting  windings  failed  and  the  electric  arc: 
set  the  stator  coil  insulation  on  fire.  A  complete  rewind  o 
all  motors  was  necessary.  The  plant  was  out  of  service  fo 
about  three  weeks.  The'repair  bill  was  over  $100,000. 

Another  effect  that  may  be  encountered  is  an  explosion 
of  oil  vapour.  There  was  one  rather  odd  case  of  this  type, 
a  few  years  ago.  The  oil  vapour  above  the  oil  line  in  a 
transformer  (not  of  the  conservator  type)  was  ignited, 
probably  owing  to  a  flashover  of  one  of  the  high  tension 
bushings.  The  tank  was  square  and  the  explosion  split  the 
tank  from  top  to  bottom.  Black  smoke  was  deposited  on  a 
wall  20  ft.  away.  The  oil  did  not  catch  fire  and  the  coils 
were  not  damaged.  In  most  instances,  oil  vapour  explosions 
are  not  so  accommodating  and  many  cause  serious  damage. 

Finally,  there  is  another  effect  of  electrical  damage  and 
that  is  the  possibility  of  endangering  human  life.  One  fairly 
frequent  example  of  this  type  is  the  failure  of  a  common 
disconnecting  switch  when  opened  under  load.  These 
switches  have  the  operating  handle  on  the  right  hand  side 
and  the  hinges  for  the  switch  box  door  on  the  left.  An 
operator  will  naturally  use  his  right  hand  to  operate  the 
switch  and  then  if  trouble  develops,  the  door  blows  open 
and  he  is  facing  the  electric  arc.  The  result  varies,  but  at 
best,  it  is  a  burned  face,  right  arm  and  usually  burns  on 
the  body.  This  type  of  accident  seems  preventable  and 
should  be  provided  against  by  the  designer.  First,  a  dis- 
connecting switch  should  be  able  to  interrupt  rated  current 
o!'  else  he  provided  with  an  ammeter  to  show  when  it  is 
safe  to  operate  it.  Second,  the  door  could  be  so  hinged  as 
to  provide  protection  to  the  operator. 

Sum  ma  in- 
Summing  up  the  results  of  his  experience,  the  author 
believes  that  there  are  many  improvements  that  should  be 
made  in  the  design,  maintenance,  application  and  pro- 
tection of  electrical  equipment.  The  common  causes  of 
failure-  are  inadequate  design,  improper  application,  indif- 
ferent maintenance,  abuse,  voltage  surges  and  old  age.  The 
results  are  damage  to  the  objects  themselves  and  sometimes 
to  other  apparatus,  expensive  repairs,  lost  production  and 
possibly  injury  to  operators  and  staff. 

One  method  of  approaching  a  solution  to  some  of  the 
problems  encountered,  is  to  gather  complete  information 
on  the  reason  for  the  failures  and  when  an  analysis  indicates 
that  changes  are  necessary  to  prevent  further  failures,  to 
see  that  these  changes  are  made. 

An  equally  important  and  very  necessary  procedure  is  to 
raise  the  standard  of  maintenance  to  an  adequate  level.  It 
is  in  this  field  that  insurance  inspectors  are  playing  an 
increasing  part.  Mistakes  have  been  made  in  the  past  and 
others  will  be  made  in  the  future,  but  in  this  way  only,  can 
we  develop  a  better  and  more  effective  inspection  organiza- 
tion. We  have  already  assembled  a  mass  of  information  on 
the  causes  of  electrical  failures  and,  more  important,  are 
learning  to  recognize  the  presence  of  accident  provoking 
conditions.  As  the  years  pass  by,  this  knowledge  will  be 
added  to,  and  accident  frequency  will  be  further  reduced. 
In  this  way,  the  insurance  inspector  will  continue  to  make 
his  contribution  to  the  economical  operation  of  plants 
throughout  the  country. 


! 


608 


November,  1942    THE  ENGINEERING  JOURNAL 


THE  EFFECT  OF  WET  COAL  ON  PULVERIZER  AND 

BOILER  PERFORMANCE 

MURRAY  D.  STEWART,  s.e.i.c. 

Engineering  Department,  Babcock-Wilcox  and  Goldie-McCulloch,  Limited,  Gait,  Ont. 
Now  serving  as  a  Lieutenant  with  the  Royal  Canadian  Ordnance  Corps,  Overseas. 

Paper  presented  hefore  the  Hamilton  Branch  of  The  Engineering  Institute  of  Canada,  Decemher  16,  1940 


1.  Introduction  and  Statement  of  the  Problem 

The  "free"  or  surface  moisture  in  coal  is  from  two 
sources: 

1.  That  which  comes  from  the  seam  in  the  mine  from 
which  the  coal  is  taken,  and  which  is  traceable  largely  to 
seepage  from  the  surface,  and  to  other  underground  waters; 

2.  That  which  is  acquired  by  the  coal,  either  in  transit 
or  in  storage,  from  the  action  of  the  elements. 

The  surface  moisture  present  in  coals  grading  from  an- 
thracite to  high-grade  bituminous  rarely  exceeds  ten  per 
cent;  in  coals  grading  from  medium-grade  to  low-grade 
bituminous,  and  lignites,  it  may  amount  to  between  30 
and  40  per  cent.  These  are  the  percentages  as  given  in  the 
proximate  analysis.  It  frequently  happens  in  boiler  opera- 
tion that  a  coal,  normally  containing  a  small  amount  of 
moisture,  may  pick  up  a  large  amount  between  mine  and 
boiler  furnace.  In  such  a  case,  the  boiler  design,  and  the 
choice  of  pulverizing  equipment  is  made  as  if  the  moisture 
content  were  normally  large.  This  is  a  problem  of  considerable 
importance  in  Canada,  and  in  other  countries  where  heavy 
precipitation  in  the  form  of  rain  and  snow  is  the  rule. 

The  presence  of  large  amounts  of  such  moisture  causes 
numerous  difficulties  in  the  design  and  operation  of  pul- 
verized coal  equipment,  and  affects,  in  varying  degrees, 
the  performance  of  the  steam  generating  unit. 

For  every  type  of  coal,  the  proximate  and  ultimate  an- 
alyses, the  higher  heating  value,  and  the  grindability*  can 
be  determined.  The  designer  bases  his  estimates  of  the  coal 
requirements  and  performance  of  the  boiler  on  the  ultimate 
analysis.  In  many  cases,  however,  the  customer  will  state 
only  the  proximate  analysis,  the  grindability,  and  the  mine 
from  which  the  coal,  is  to  be  taken,  in  which  case,  an  ulti- 
mate analysis  must  be  selected  which  most  nearly  fits  the 
information  submitted.  For  pulverizer  firing,  the  expected 
moisture  in  the  coal  "as  fired"  is  also  required. 


COAL- AIR   STREAM   \ 
To  BURNERS 


SUCTION   FAN 


CLASSIFIER 


PULVERISING    CHAMBER 
HAMMERS 

PREHEATED    PRIMARY    AIR   INLET 

/ 

FEEDER 
FEEDER  DRIVE 


Fig.  1 — Pulveriser:  impact  type. 

By  "coal  as  fired"  is  meant  the  condition  of  the  coal 
when  it  enters  the  firing  equipment,  whether  it  is  some  form 
of  stoker  or  a  coal  pulverizer.  A  mixture  of  coal  and  mois- 
ture (and  some  other  foreign  material)  is  fired,  and  the 
amount  of  the  combustible  constituents  per  pound,  and 
ultimately,  the  calorific  value  of  the  coal,  are  reduced  by 
the  moisture  which  enters  with  it.  All  moisture,  whether 
in  the  fuel,  combustion  air  or  resultant  from  the  combustion 
of  hydrogen  causes  a  heat  loss.  Therefore,  the  greater  the 
percentage  of  surface  moisture  in  the  coal,  the  greater  will 

*See  paragraph  4  in  this  paper. 


be  this  loss,  with  a  consequent  lowering  of  the  efficiency 
of  the  boiler. 

In  addition  to  the  effect  that  surface  moisture  has  on  the 
purely  thermal  aspects  of  boiler  design,  it  was  early  found 
to  have  more  important  effects  on  the  performance  of  pul- 
verizers and  their  auxiliary  equipment.  An  investigation  of 
the  effect  of  this  factor  on  the  design  and  economical  opera- 
tion of  pulverizers  follows. 

2.  Types  of  Pulverizers 

A  study  of  grinding  processes  is  necessary  for  a  proper 
understanding  of  the  effect  of  moisture  on  pulverizer  per- 
formance. Pulverizers  are  designed  to  operate  on  one  of  two 
basic  principles  of  grinding,  viz.,  impact  and  attrition.  In 
most  mills,  however,  both  processes  take  place  simultan- 
eously, one  process  being  secondary  to  the  basic  principle 
from  which  the  mill  design  was  evolved. 


COAL -AIR 
STREAM 
TO  SUCTION 
FAN 


CLARIFIER 


RAW  COAL  CHUTE 
FROM  MILL   FEEDER 


DRIVE  GEAR 


PREHEATED 
PRIMARY  AIR 


SECT.  A- A 


OVER -SIZE  ANO 
RAW  COAL  FEED 

Fig.  2 — Pulveriser:  hall-mill  type. 

All  pulverizers  are  swept  by  air,  which  is  passed  through 
by  either  a  pressure  or  a  suction  fan,  and  which  carries 
the  coal  to  the  burners.  This  air.  called  the  primary,  or 
transport  air,  is  part  of  the  total  combustion  air,  and  is 
generally  heated  for  the  double  purpose  of  drying  the  coal, 
and  improving  ignition.  However,  if  the  inlet  temperature 
is  not  sufficiently  high  to  permit  the  primary  air  to  cope 
with  wet  coal,  various  troubles  arise  in  operation. 

Most  modern  steam  generating  units  burning  pulverized 
coal  are  fired  directly  from  the  pulverizers,  and  this  paper 
deals  only  with  this  type  of  installation.  Therefore,  no  con- 
sideration is  given  to  the  bin,  or  storage  system  of  firing- 
pulverized  coal,  which  has  its  own  distinctive  problems,  as 
well  as  those  encountered  in  direct  firing. 

A.    IMPACT    PULVERIZERS 

In  pulverizers  of  the  impact  type,  illustrated  in  Fig.  1, 
a  series  of  hammers  or  beaters  are  keyed  to  a  shaft,  and 
revolve  in  a  pulverizing  chamber.  The  coal  enters  the  mill 
from  a  feeder,  and  after  crushing  is  drawn  by  a  suction  fan 
through  some  form  of  classifier  before  delivery  to  the  burner 
pipes.  The  classifier  rejects  over-size  particles,  and  re- 
turns them  to  the  pulverizing  chamber  for  further  treat- 
ment. It  can  be  adjusted  to  secure  the  proper  coal  fineness. 
All  impact  mills  operate  at  high  speeds,  ranging  from  1 ,000 
to  2,000  l'.p.m.,  and  pass  a  practically  constant  volume  of 
primary  air  at  all  loads.  They  have  practically  no  reserve 
capacity. 


THE  ENGINEERING  JOURNAL     November,  1942 


609 


1  COAL-AIR  STREAM  TO  BURNER 

( =3        ROTATING 

CLASSIFIER         i    RAW  COAL 


PRESSURE  SPRING 
GRINDING  BALLS 


PRIMARY    AIR 
INLET 


GEAR  HOUSING 


FEEDER 

XHUTE 

PREHEATED  PRIMARY 

AIR  FROM    MILL 

FAN 

top  grinding  ring 
(stationary) 


BOTTOM  GRINDING 
RING    (ROTATING) 

YOKE 

DRIVE  SHAFT 

PINION  SHAFT 


Fig.  3 — Pulveriser:  ball-bearing  type. 


B.    ATTRITION    PULVERIZERS 

Pulverizers  of  the  attrition  type  fall  into  two  distinct 
classes,  the  ball-mill  type,  in  which  balls,  free  to  move  in 
any  direction,  pulverize  the  coal  in  a  rotating  drum,  and 
those  which  operate  on  the  ball-bearing  principle,  or  the 
ring-and-roller  principle. 

In  the  ball-mill,  shown  in  Fig.  2,  the  balls  move  with  the 
coal  bed  up  the  inside  of  the  drum  in  the  direction  of 
rotation.  At  this  stage  they  tend  to  move  towards  the  drum 
wall  because  of  the  centrifugal  force  exerted,  and  they  grind 
by  rolling  over  the  coal,  and  by  collision  with  each  other. 
As  the  balls  and  coal  move  higher,  some  of  the  balls  will 
tumble  down  the  wall,  grinding  as  they  go.  Others  continue 
on  until  their  weight  overcomes  the  centrifugal  force,  and 
they  also  fall  back  into  the  coal  bed,  at  which  time  the 
grinding  is  by  impact.  Thus  the  point  at  which  the  balls 
leave  the  wall  of  the  drum  is  dependent  upon  its  speed  of 
rotation.  It  is  also  evident  that  both  grinding  processes 
take  place  at  the  same  time,  the  impact  action  being  scarcely 
secondary  to  the  basic  process  of  attrition. 

The  raw  coal  is  fed  through  one  of  the  trunnions  carrying 
the  drum,  which  is  hollow  for  this  purpose.  The  powdered 
coal  is  withdrawn  by  a  suction  fan  through  the  inlet  trun- 
nion, and  the  classifier,  and  delivered  to  the  burners.  The 
primary  air  is  varied  with  the  boiler  load.  The  reserve 
capacity  is  very  high. 

In  Fig.  3  is  shown  a  pulverizer'  which  operates  on  the 
ball-bearing  principle,  and  employs  a  vertical  thrust-bearing 
arrangement  of  grinding  balls  and  grinding  rings.  One  or 
two  rows  of  balls  are  used,  depending  upon  the  capacity 
required.  The  pressure  on  the  balls,  and  hence  the  fineness 
of  the  coal,  is  controlled  by  heavy  springs  on  the  top  grinding 
ring,  an  arrangement  which  enables  wear  to  be  taken  up  if 
required.  This  ring  "floats",  and  is  prevented  from  turning, 
while  the  lower  grinding  ring  is  driven  through  bevel  gears. 
Raw  coal  is  fed  to  the  centre  of  the  mill,  and  works  through 
to  the  outside  of  the  grinding  elements  by  centrifugal  force, 
where  it  is  picked  up  by  the  air  stream.  From  here  it  is 
carried  through  a  classifier  to  the  burner  pipes.  This  type 
of  mill  can  operate  under  pressure  or  suction.  The  primary 
air  is  varied  with  the  boiler  load. 

Figure  4  illustrates  a  pulverizer  of  the  roller,  or  bowl 
type.  The  rollers  run  against  a  horizontal  bull-ring,  which 
is  driven  through  a  worm  and  gear.  The  pressure  is  applied 
to  the  rollers  by  heavy  springs,  which  enable  wear  to  be 
taken  up  when  necessary.  The  raw  coal  is  fed  to  the  centre 
of  the  mill,  and  thrown  by  centrifugal  force  between  the 
rollers  and  the  bullring.  The  powdered  coal  is  withdrawn 
through  the  classifier  by  a  suction  fan.  The  primary  air  is 
varied  with  the  boiler  load  as  before. 

Attrition  pulverizers  operate  at  low  speeds,  which  range 
from  35  to  300  r.p.m..  and  generally  have  good  reserve 
capacity. 


3.  Mechanical  Problems  Arising  from  the  Use 
of  Wet  Coal 

Bearing  in  mind  the  mechanics  of  grinding  and  pulver- 
izing processes,  it  is  now  possible  to  consider  the  effects  on 
mechanical  operation  resulting  from  an  increase  in  moisture 
content.  These  can  be  seen  best  by  considering  the  path 
that  the  coal  takes  from  the  coal  car  until  it  has  passed 
through  the  pulverizer. 

It  frequently  happens  that  the  raw  coal  remains  in  the 
bunker  for  some  time  before  use,  permitting  the  surface 
moisture  present  to  collect  and  drain  to  the  bottom  of 
the  bunker.  Provision  must  be  made  for  tapping  this  water 
off,  in  order  to  prevent  the  acid,  formed  from  the  sulphur 
in  the  coal  and  the  water,  from  rotting  the  bunker,  coal 
pipe,  scales  and  feeder.  The  possibility  of  the  coal  bridging 
in  the  bunker,  starving  the  pulverizer  and  losing  ignition 
at  the  burner  is  also  serious.  A  severe  explosion  in  the  furnace 
may  result  if  the  coal  suddenly  starts  feeding  again. 

The  coal  is  carried  from  the  bunker  to  scales,  if  installed, 
and  then  enters  the  raw  coal  pipe.  This  pipe  must  be 
straight-sided,  and  as  nearly  vertical  and  free  from  bends 
as  possible  to  prevent  plugging,  and  starving  the  feeder. 
Considerable  trouble  has  been  experienced  in  the  past,  and 
is  still  encountered  when  the  feeders  handle  wet  coal.  The 
coal  may  hang  up  in  the  feeder  gates,  or  the  choking  in  the 
coal  pipe  and  feeder  proper  will  overload  the  feeder  motor. 
This  causes  it  either  to  trip  out  and  stop  the  feed  completely, 
or  causes  erratic  feeding.  Another  source  of  erratic  feeding, 
which  occurs  sometimes  in  feeders  of  the  table  type,  is 
slippage  between  the  wet  coal  and  the  table.  This  has  been 
remedied  by  using  tables  faced  with  abrasives.  The  plugging 
of  the  coal  chute  into  the  mill  has  caused  trouble,  but  this 
is  obviated  to  a  considerable  extent  if  the  mill  temperature 
is  sufficiently  high,  since  a  certain  amount  of  drying  will 
then  take  place. 

The  troubles  arising  with  wet  coal  between  the  scales 
and  the  mill  proper,  indicate  the  absolute  necessity  for 
adequate  areas,  simplicity  of  design,  and  freedom  from 
devious  paths.  It  is  preferable,  also,  to  locate  the  feeder  so 
that  only  a  very  short  chute  into  the  mill  is  required. 

The  handling  of  wet  coal  is  a  troublesome  problem,  and 
demands  a  special  study  for  each  case,  but  some  measure 
of  success  in  handling  wet  coal  has  been  attained  by  main- 
taining the  feeder  and  raw  coal  pipe  at  140-150  deg.  F. 
This  can  be  accomplished  in  several  ways.  In  pulverized 
coal-fired  boiler  installations,  a  flue  gas  air  preheater  is  fre- 
quently installed,  and  some  of  the  preheated  air  may  be 
drawn  off  from  it,  and  passed  into  the  coal  pipe.  Steam 
air  heaters  can  also  be  employed,  but  the  possible  temper- 
ature is  limited  by  the  available  steam  pressure.  Flue  gas  is 
sometimes  used,  and  unlimited  heat  is  then  available,  but 


COAL. -MR  STREAM 
TO  SUCTION  FAN 


CLASSIFIER 


ROLLER 

(stationary) 


FAN    SIDE 


RAW  COAL, 


FEEDER 


PRESSURE   SPRING 


BULL"  RING 
BOWL 


\ROTATlNC 


MOTOR  SIDE 


GEAR  HOUSING 


Fig.  4 — Pulveriser:  roller-ring  type. 


610 


November,  1912    THE  ENGINEERING  JOURNAL 


tempering  air  must  generally  be  admitted.  This  reduces  the 
safety  attendant  upon  its  use,  because  the  oxygen  in  the 
tempering  air  is  at  high  temperature,  with  the  consequent 
risk  of  fire. 

Consider  the  actual  grinding  of  coal  in  the  impact  mill. 
When  the  coal  is  wet,  the  resistance  to  fracture  is  increased, 
that  is,  the  coal  is  less  friable  than  when  dry.  Thus,  a 
blow  that  would  shatter  dry  coal  completely  is  resisted, 
resulting  in  incomplete  fracture  and  coarse  coal.  The  mois- 
ture present  tends  to  ball  up  what  fine  coal  there  is,  and 
these  lumps  and  the  coarse  pieces  of  coal  are  rejected  by  the 
classifier  and  work  back  to  the  pulverizing  chamber.  A 
continuation  of  this  condition  reduces  the  capacity,  and 
will  ultimately  plug  the  mill,  thereby  losing  ignition. 

The  ball-mill  crushes  in  a  very  deep  bed  and  is,  therefore, 
very  susceptible  to  trouble  with  wet  coal,  since  drying  at 
the  coal  inlet  is  very  incomplete.  The  wet  coal  tends  to 
pack,  and  hence  cushions  the  pulverizing  action  to  a  con- 
siderable extent.  It  will  be  recalled  from  the  study  of  ball- 
mill  mechanics,  that  the  balls  and  coal  tend  to  work  up 
the  side  of  the  drum  in  the  direction  of  rotation.  Therefore, 
any  intimate  mixing  of  the  heated  air  and  coal  is  difficult 
to  achieve,  because  the  air  will  take  the  line  of  least  resist- 
ance, and  flow  over  the  coal  bed  rather  than  through  it. 
Under  such  conditions  of  packing  and  cushioning,  the  capa- 
city will  fall  off  considerably. 

In  pulverizers  operating  on  either  the  ball-bearing  or 
roller-ring  principle,  the  grinding  action  is  under  the  positive 
control  of  heavy  springs.  The  enormous  pressing  and  squeez- 
ing action  which  they  exert  is  comparable  to  that  in  the 
mangle,  or  "wringer",  and  not  only  pulverizes  the  coal, 
but  releases  most  of  the  surface  moisture.  The  grinding 
elements  are  very  massive,  and  their  thermal  capacity  is 
high.  They  run  at  quite  a  high  temperature  because  of  their 
contact  with  the  hot  primary  air,  and  because  of  the  energy 
input  to  the  mill  which  ultimately  appears  as  heat.  There- 
fore, the  grinding  elements  contribute  considerable  drying 
action,  and  the  mill  can  handle  fairly  wet  coal  even  when 
the  primary  air  temperature  is  low.  Reference  to  Fig.  10, 
which  shows  curves  of  primary  air  temperature  versus  sur- 
face moisture,  indicates  that,  up  to  three  per  cent  moisture, 
the  primary  air  must  exert  a  cooling  effect  to  maintain  the 
proper  mill  outlet  temperature. 

4.  The  Economic  Aspects  of  Firing  Wet  Coal 

a.  preliminary  discussion 

With  the  advent  of  pulverized  coal  firing,  some  deter- 
mination of  the  ease  with  which  a  coal  sample  could  be 
ground  was  necessary  for  design  purposes.  Rittinger's  law, 


ffELAT/O/VS  ô£TH/££/V C/JR^C/TY 
POWfr?,   G&'NDslB/L/TY  ^lA/P     / 


P/dne  of  Cans/an f 
Gr/nc/àOt/'fy 


dpecrfy- 
6r/nc/a6i/'fy 
Shee/ 


40 

20 

oz 

II 

30 

A 

on 

I 

§P0 

1 

$ 

^ 

"Jot 

* 

^ 

K 

i> 

$  10 

■I 

^05 

\ 

à00i 

b 

t 

t 

I 

X 

0 

o 

>        20       30      40      SO       60       70      SO       SO       IOO 

!         Gnndaôi/ity 

ZO       50       40      SO       60       70      SO      90       Too 

Fineness  -  rtr  Cenf  Cos/  through  200  Afesh 
Fig.  5. 


Gr/ndû6///fy 
Fig.  6 — Pulveriser  performance  sheet. 

which  states  that  the  work  done  is  proportional  to  the  new 
surface  produced  (and  hence  to  the  reciprocal  of  the  particle 
diameter),  provided  a  starting  point  from  which  Hardgrove 
evolved  a  workable  scale  of  grindability.  In  this  scale,  the 
grindability  index  is  the  ratio  of  new  surface  produced  by 
grinding  the  coal  sample  under  standard  conditions,  to  the 
new  surface  produced  in  a  similar  way  in  an  easily-pul- 
verized sample  of  coal  which  has  been  assigned  a  grind- 
ability of  100*.  Hence  the  grindability  increases  with  the 
ease  of  grinding;  generally  it  is  highest  in  the  bituminous 
coals,  and  lowest  in  the  anthracites. 

Since  grindability  is  an  intrinsic  property  of  coal,  and 
hence  comparable  to  the  specific  gravity,  it  is  possible  to 
determine,  for  any  given  pulverizer,  the  relationships  exist- 
ing between  it  and  the  power  required  for  grinding,  capacity 
and  fineness.  A  typical  set  of  these  relations  is  shown  in  Fig.  5. 

It  follows  from  Rittinger's  law  that  the  capacity  and 
power  required  will  vary  directly  with  the  grindability,  that 
is,  a  straight-line  relationship  exists  between  them.  This  is 
illustrated  in  Fig.  5  by  the  broken  power  and  capacity  lines. 
For  any  particular  mill,  this  condition  is  almost  true  up  to 
a  certain  point,  and  then  the  relationship  departs  from  the 
straight-line  law  and  becomes  a  curve.  In  Fig.  5  this  devia- 
tion occurs  at  50  grindability.  At  this  point  the  mill  can 
be  considered  to  have  unit  capacity,  and  in  this  example 
ten  tons  per  hour  equals  a  capacity  factor  of  1.0. 

To  this  capacity,  a  standard  fineness,  of  say  70  per  cent 
of  the  coal  through  200  mesh,  can  be  assigned,  and  all 
observations  depending  upon  fineness  can  be  corrected  to 
this  figure.  There  are  two  power  curves  shown  ;  one  is  given 
in  tons  per  kilowatt  hour,  and  is  similar  to  the  capacity 
curve  ;  the  other  is  the  familiar  reciprocal  curve  of  kilowatt 
hours  per  ton  capacity. 

Rittinger's  law  is  founded  on  the  assumption  that  the 
products  of  grinding  are  removed  as  formed.  In  coal  pul- 
verizers this  is  accomplished  by  the  primary  air,  which 
sweeps  the  mill  continuously,  and  delivers  the  powdered 
coal  to  the  burners  as  it  is  produced.  With  coal  of  low 
grindability  the  capacity  is  low  and  the  fineness  high,  be- 
cause the  coal  stays  longer  in  the  mill  and  takes  more  power. 
Hence  scavenging  of  the  fines  by  the  primary  air  is  more 
thorough,  and  the  capacity  curve  follows  the  straight-line 
law  as  shown.  Above  the  deviation  point  the  reverse  con- 
ditions prevail,  scavenging  is  less  complete,  and  the  grinding 
action  is  cushioned  by  the  fines.  The  departure  of  the 
capacity  curve  from  the  straight  line  is  indicative  of  the 
amount  of  cushioning  taking  place. 

*The  "standard  coal"  is  taken  from  the  Upper  Kettanning  seam  in 
Somerset  County,  Pennsylvania.  It  is  a  semi-bituminous  coal  of  the 
following  proximate  analysis:     Volatile  matter  .  .    17.45  per  cent 

Fixed  carbon        .  .   72.88    "      " 
Ash  .  .     7.67    "      " 


THE  ENGINEERING  JOURNAL     November,  1942 


611 


The  power  curves  show  that  more  power  is  required  with 
coals  of  low  grindability,  and  less  with  coals  of  high  grind- 
ability,  a  condition  which  follows  necessarily  from  the  appli- 
cation of  Rittinger's  law.  Also  evident  is  the  increase  in 
power  requirements  above  the  straight-line  conditions  with 
coals  of  high  grindability.  This  is  consequent  upon  the  in- 
complete scavenging  and  resulting  cushioning  action  which 
occurs  with  such  coals. 

Grindability  is  now  determined  on  a  standard  machine 
which  operates  on  the  ball-bearing  grinding  principle — an 
attrition  process.  During  the  preliminary  stages  of  develop- 
ment of  the  grindability  scale,  however,  a  machine,  oper- 
ating on  the  mortar-and-pestle  principle — an  impact  process 
— gave  results  comparable  with  those  obtained  from  the 
ball-bearing  machine.  This  is  evidence  of  the  fundamental 
nature  of  grindability.  The  application  of  the  grindability 
capacity-power  relationships  to  pulverizer  design  must  be 
made  with  care,  however,  because  of  the  differing  power 
requirements  of  different  types  of  mills,  and  generally  these 
factors  must  be  determined  experimentally. 

The  surface  moisture  present  in  coal  is  a  variable  quantity. 
Therefore,  a  third  axis,  having  a  scale  of  per  cent  surface 
moisture  can  be  added  at  right  angles  to  the  axes  shown 
in  Fig.  5.  The  variation  occurring  in  the  capacitj'-grind- 
ability  curve  is  shown  in  Fig.  6,  and  a  similar  treatment 
can  be  applied  to  the  other  relationships.  It  can  be  seen 
that,  at  any  given  percentage  of  moisture,  a  curve  similar 
to  the  initial  one  can  be  drawn.  By  plotting  curves  for  an 
infinite  number  of  values  of  moisture,  a  capacity-grind- 
ability  "sheet"  is  formed,  giving  the  three-dimensional  prob- 
lem which  occurs  when  a  mill  handles  different  kinds  of 
coal.  Since  the  customer  specifies  the  coal  which  he  expects 
to  burn,  the  grindability  is  settled  at  once,  and  a  plane  of 
constant  grindability  cuts  all  the  performance  sheets,  giving 
the  pulverizer  performance  curves  shown  in  Figs.  7,  8,  9 
and  10. 

PULVERIZER  PERFORMANCE 

The  performance  curves  in  Figs.  7,  9  and  10  are  based 
on  the  actual  calculations  for  a  typical  modern,  medium- 
sized,  pulverized  coal-fired  steam  generating  unit,  which 
supplies  steam  for  both  power  and  process  work.  They  are, 
therefore,  typical  of  the  conditions  prevailing  in  modern 
pulverizer  practice.  The  pulvizer  happens  to  employ  the 
ball-bearing  grinding  principle.  The  steam  flow,  steam  pres- 
sure, total  steam  temperature  and  feed-water  temperature 
remain  constant  throughout  the  investigation.  It  is  then 
possible  to  see  the  effect  on  the  performance  of  a  given  mill 
resulting  from  changes  in  the  surface  moisture  in  the  coal. 

The  coal  "as  fired"  is  a  mixture  of  coal  and  moisture 
(and  foreign  material)  when  it  enters  the  pulverizer.  Here 
the  moisture  flashes  into  superheated  steam  in  the  heated 


PULl/EPISCf?    Dc~r7rof?M^i\C£:  CURVE'S 


"£*» 


I 

"S  80 


^ 


5 team  -tri  Conditions 

-  cons  fen f 
Cos/  -      Dominion 
C^mdâùi/'fy  -  65 


X 


.FULl/S&iSEfi?   Pc-/?ro/?My1MC£- 
CU/71/C5 


/O  12  .    /4 

rfoce  Afo/5/ure  -/§/-  iW 


Fig.  8. 


Surface  Alois/ore  -  Per  Cent 


Fig.  7. 


primary  air,  and  on  contact  with  the  hot  grinding  elements. 
This  action  leaves  only  the  dry  coal  out  of  the  coal  "as  fired," 
and  its  percentage  decreases  in  a  straight  line  with  increased' 
moisture.  Therefore,  this  line  indicates  mill  capacity.  It 
will  be  noted,  however,  in  Figs.  7  and  8,  that  the  capacity- 
surface  moisture  relations  are  curves  indicating  that  other 
capacity-reducing  action  is  taking  place. 

With  an  increase  in  moisture  the  friability  of  coal  de- 
creases, and  therefore  more  energy  is  required  in  the  pul- 
verizing process.  Consequently,  in  a  given  mill,  a  longer 
time  will  be  taken  to  reduce  the  coal  to  the  required  size, 
because  the  numerous  over-size  particles  produced  are  re- 
turned by  the  classifier  for  further  treatment.  This  action 
reduces  the  capacity  of  the  mill.  The  fines  tend  to  cushion 
the  grinding  action,  and  the  tendency  increases  with  the 
wetness  of  the  coal.  These  two  factors  operate  on  the 
straight-line  variation  of  capacity  with  moisture,  giving  the 
curves  shown. 

The  decrease  in  friability  with  increasing  moisture  gives 
lise  to  a  decrease  in  fineness  similar  to  the  decrease  in  mill 
capacity.  The  pulverizing  process  is  interferred  with  by  pack- 
ing and  cushioning,  resulting  in  the  decrease  in  the  per  cent 
coal  through  200  mesh  shown  in  Fig.  7. 

It  has  been  noted  that  the  mill  capacity  decreases  with 
decreased  friability,  and  it  might  be  inferred  therefrom  that 
the  power  requirements  for  mill  and  fan  would  rise  with 
increasing  moisture  in  coal.  Operational  experience  has 
shown  this  to  be  the  case,  and  the  general  form  of  the  re- 
sulting power  curves  is  shown  in  Fig.  9. 

The  mill  power  curve  depends  upon  two  factors,  the 
power  required  for  grinding,  and  the  additional  power  nec- 
essary to  overcome  packing  and  cushioning  action.  With 
no  cushioning  action  or  packing,  the  power  would  vary 
almost  directly  with  the  moisture  content  of  the  coal,  lie- 
cause  the  friability  is  a  function  of  the  moisture  content. 
But,  since  one  of  the  results  of  decreased  friability  is  in- 
creased packing  and  cushioning,  an  increasingly  larger  in- 
crement of  power  must  be  added.  This  will  vary  with  the 
type  of  mill.  The  resulting  curve  is  concave  upwards. 

The  coal  level  in  ball-mills,  and  in  ball-bearing  type  mills 
varies  with  the  boiler  load,  and  this  variation  has  been 
used  to  operate  the  control  on  the  mill  feeder.  With  in- 
creased moisture  the  capacity  falls,  and  the  resultant  rise 
in  the  coal  level  increases  the  pressure  drop  or  mill  differ- 
ential. The  fan  will  then  require  more  power  to  deliver  the 
necessary  primary  air.  Depending  upon  the  fan  character- 
istics, the  power  curve  is  concave  upwards  to  a  more  or 
less  degree,  and  may,  as  shown,  ultimately  intersect  the 
mill  power  curve. 

By  adding  together  the  power  curves  for  mill  and  fan,  a 
curve  of  total  power  is  obtained.  It  is  seen  that  the  rising 


612 


November,  1942    THE  ENGINEERING  JOURNAL 


I 

ft 

5 


Steâmina  Ccnd/t/ons    -  constant 

Coal  -    Oom/nton 
Gr/ndab/t/ty  -  65 


Surface  Mo/sh/re  -  Per  Cent 


Fig.  9. 


characteristics  of  both  curves  give  a  marked  increase  in 
the  total  power  requirements  with  an  increase  in  surface 
moisture,  which  is  of  considerable  importance  in  a  pulver- 
ized coal  installation. 

The  necessity  for  drying  coal  for  pulverizer  firing  presents 
numerous  problems.  In  the  early  days,  the  bin,  or  storage 
system  of  firing  was  employed,  and  driers  were  necessary 
adjuncts.  With  the  desire  to  utilize  the  advantages  of  direct 
firing,  some  form  of  mill  drying  was  essential,  and  to-day 
this  is  almost  invariably  done  with  preheated  air. 

Experiment  and  operation  have  shown  that  a  desirable 
outlet  temperature  for  the  primary  air  is  about  150  deg.  F. 
Using  this  figure  as  a  basis,  the  minimum  inlet  temperature 
of  the  primary  air  to  give  complete  drying  can  be  deter- 
mined for  any  given  mill  capacity,  and  Fig.  10  shows  typical 
temperature-moisture  relationships.  Since  the  mill  inlet 
temperature  required  depends  only  upon  the  moisture  con- 
tent, it  increases  in  a  straight  line,  and  the  ordinate  between 
this  and  the  mill  outlet  temperature  line  is  a  direct  measure 
of  the  heat  necessary  to  dry  the  coal. 

The  reason  for  finely  pulverizing  coal  is  to  make  it  readily 
ignitable,  and  the  mill  operating  temperature  is  limited  by 
this  fact.  The  primary  air  must  be  hot  enough  to  dry  the 
coal  without  being  hot  enough  to  coke  or  ignite  it  either 
in  the  pulverizer  or  burner  pipe,  and  this  consideration 
dictated  the  prevailing  mill  outlet  temperature.  This  is  con- 
trolled by  admitting  tempering  air  from  the  room  to  the 
primary  air  duct,  thus  modifying  the  temperature  at  the 
mill  inlet. 

The  thermal  capacity  of  the  coal-air  stream  influences 
the  ignition  at  the  burners  and  the  flame  characteristics, 
and  it  increases  with  the  surface  moisture.  The  superheated 
steam  arising  from  the  moisture  is  thoroughly  mixed  with 
the  coal,  and  before  ignition  can  take  place  its  temperature 
must  be  further  raised.  This  is  done  at  the  expense  of  the 
furnace  heat,  with  a  consequent  minute  lowering  of  the 
furnace  temperature.  The  effect  on  burner  operation  and 
flame  characteristics  is  very  small  because  of  the  accurate 
control  available  in  modern  practice. 

5.  Summary 

Before  drawing  final  conclusions  on  the  pulverizing  and 
firing  of  wet  coal,  a  brief  review  should  be  made  of  modern 
direct-fired  boiler  practice.  Very  generally  speaking,  it  is 
not  always  economical  to  fire  with  pulverized  coal  if  the 
peak  steaming  rate  is  less  than  about  25,000  lb.  of  steam  per 
hour.  Satisfactory  pulverizer  and  burner  equipment,  how- 
ever simple,  is  expensive  and  the  increase  in  boiler  efficiency, 
secured  by  its  use  over  other  modern  alternatives,  will 
scarcely  justify  the  capital  cost,  and  the  subsequent  costs 
of  pulverizing  and  delivering  the  coal  to  the  furnace. 


In  Fig.  11  is  shown  the  relationship  between  boiler  effic- 
iency and  surface  moisture.  When  moisture  is  carried  into 
the  furnace  with  the  coal  as  superheated  steam  at  about 
150  deg.  F.,  it  will  be  further  superheated  until  it  has 
reached  the  temperature  of  the  furnace.  This  means  a  con- 
siderable absorption  of  heat,  much  of  which  is  not  then 
available  for  transfer  through  the  boiler  tubes,  water-walls 
and  superheater.  Some  of  this  heat  is  returned,  but  most 
of  it  is  still  in  the  vapour  when  it  leaves  the  furnace  because 
of  the  high  exit  gas  temperature.  A  certain  amount  of  this 
heat  can  be  recovered  in  an  economizer  or  an  air  preheater. 
There  is,  however,  a  limit  set  to  this  means  of  recovery, 
because  of  the  corrosion,  due  to  the  presence  of  gases  such 
as  sulphur  dioxide  in  the  flue  gas,  which  results  if  condensa- 
tion takes  place.  This  corrosive  attack  on  the  surfaces  of 
the  heat  recovery  equipment  causes  serious  maintenance 
troubles.  To  prevent  condensation,  the  latent  heat  of  vapor- 
ization must  be  kept  in  the  moisture,  and  hence  the  largest 
portion  of  the  heat  absorbed  from  the  furnace  is  lost,  and 
the  possible  boiler  efficiency  lowered  thereby.  Therefore, 
with  increased  moisture,  the  boiler  efficiency  will  fall  off 
as  shown. 

Actually,  the  decrease  in  efficiency  is  small;  in  the  instal- 
lation under  consideration  the  drop  is  one  per  cent  with  an 
increase  in  moisture  from  two  to  twelve  per  cent.  Such  a 
loss  is  variable,  but  might  be  serious  with  expensive  coal, 
if  sustained  for  any  considerable  time.  Generally,  the  effect 
of  the  moisture  on  the  pulverizer  performance  is  of  more 
importance. 

As  shown  in  Fig.  7,  the  fineness  of  the  coal  in  per  cent 
through  200  mesh  falls  with  increasing  surface  moisture,  in 
this  case  from  74.5  per  cent  at  two  per  cent  moisture  to 
70.5  per  cent  at  12  per  cent  moisture — not  a  serious  decrease. 
Although  the  fineness  through  200  mesh  is  spoken  of  very 
frequently  in  pulverizer  work,  it,  alone,  is  not  a  proper  cri- 
terion for  judging  pulverizing  performance.  It  is,  of  course, 
a  very  desirable  coal  size  to  have  in  quantity,  but  only  if 
it  can  be  secured  without  excessive  power  consumption. 
Far  more  desirable  is  powdered  coal  containing  a  very  high 
percentage  of  sizes  smaller  than  100  mesh,  because  it  is 
the  particles  of  size  100  mesh  or  larger  which  cause  furnace 
troubles.  Besides,  such  fineness  can  be  secured  for  a  lower 
power  input,  and  the  coal  burns  almost  as  well.  The  fall  in 
coal  fineness  with  increased  moisture  is  only  important  if 
large  particles  are  produced  in  quantity  resulting  in  the 
formation  of  slag  on  the  tubes  and  furnace  walls. 

It  has  already  been  shown  that  the  capacity  decreases 
with  increased  moisture  in  the  coal,  and  curves,  indicating 
the  decrease,  are  shown  in  Figs.  7  and  8.  The  difference 
noticeable  in  the  shape  is  due,  not  to  the  coal,  but  to  the 
different  types  of  pulverizer  equipment  used.  Since  both 
mills  have  about  the  same  capacity,  it  can  be  seen  that  one 
having  a  capacity  curve  such  as  in  Fig.  7,  would  be  more 


PUL\/t-f?l5c-fT    PrfTFOrYM/IA/C-f 
CUr7U£-3 


\3X 

! 

I"1 


Steaming  Condif/ons  -  constant 

Coa/    -  Oommion 
Onndab/tify  -65 


Si/rfece  Woisti/re  -Per  Cent- 

Fig.  10. 


THE  ENGINEERING  JOURNAL     November,  1942 


613 


desirable  than  its  competitor,  because  of  its  greater  sus- 
tained capacity  over  the  medium  moisture  range.  The  gen- 
eral fact  that  each  type  of  pulverizer  has  its  own  peculiar 
characteristics  is  also  clearly  shown.  This  was  indicated  in 
the  preliminary  considerations  of  the  grinding  process. 

In  modern  boiler  practice,  two  medium-sized  pulverizers, 
each  capable  of  carrying  over  half  the  boiler  load,  are  fre- 
quently installed  per  furnace  rather  than  one  large  one. 
This  procedure  enables  the  medium  loads  to  be  carried  more 
economically,  because  one  mill  will  be  operating  at  a  fairly 
high  percentage  of  its  capacity.  It  also  assures  one  mill  in 


BO/LEf?  PERFORMANCE  CURVE 

Sf&smng  Cond/f/ons    -  consfenf 
Cos/     -  Oom/n/on 
Grir>di3éi///fy  -   65 


\6? 

I 


0 

^73 


S  lO  12  J4 

Surface  Afo/s/we  -  £>e/-  Cenf 


Fig.  11. 


reserve  in  case  of  break-down,  thus  keeping  the  boiler  on 
the  line.  But  if  wet  coal  is  being  fired  at  a  medium  load, 
the  resulting  reduction  in  pulverizer  capacity  may  make  it 
necessary  to  put  on  another  pulverizer  to  keep  the  steam 
flow  constant.  Therefore,  one  mill,  or  both,  with  equalized 
coal  output,  will  be  operating  below  its  best  kilowatt  hour 
per  ton  rating,  with  a  resulting  increase  in  milling  costs. 

The  increase  in  mill  and  fan  power  with  increased  mois- 
ture necessitates  the  careful  selection  of  coal  with  this  factor 
in  mind.  It  indicates  also  the  desirability  of  suitable  storage 
facilities  to  prevent  the  undue  accumulation  of  moisture, 


and  the  resulting  troubles  previously  discussed.  The  use 
of  lowgrade  bituminous  coal,  and  lignite,  with  their  high 
percentage  of  surface  moisture,  is  practically  eliminated  in 
pulverized  firing  unless  the  moisture  content  can  be  reduced 
to  a  manageable  figure. 

The  mill  inlet  temperature  required  increases  with  the 
moisture,  and  here  the  economical  size  of  the  air  preheater 
is  a  limiting  factor.  If  the  necessary  temperature  cannot 
be  obtained  by  this  means,  flue  gas  may  have  to  be  used, 
and  passed  through  a  Davy  screen  before  entering  the  mill. 
With  an  air  preheater  the  necessary  conditions  for  drying 
may  be  secured  either  by  using  a  high  inlet  temperature, 
or  by  passing  more  air.  Both  these  conditions  are  governed 
by  the  boiler  size;  the  second  is  governed  by  the  ability  of 
the  mill  to  handle  the  air.  High  temperatures  may  not  be 
attainable  without  an  expensive  air  preheater  on  medium- 
sized  installations,  and  a  further  limit  is  set  by  the  minimum 
allowable  flue  gas  exit  temperature  necessary  to  prevent 
the  condensation  of  water  vapour. 

In  view  of  the  present  limitations  of  pulverizers  when 
handling  wet  coal,  reasonably  complete  information  on 
boiler  requirements  is  necessary  to  enable  the  engineer  to 
design  equipment  suitable  for  proposed  boiler  plant,  or  for 
modifications  to  existing  installations  if  they  are  desired. 

Acknowledgements 

To  the  engineering  and  sales  staffs  of  Messrs.  Babcock- 
Wilcox  and  Goldie-McCulloch  Limited,  and  to  Professor 
R.  C.  Wiren,  m.e.i.c,  of  the  University  of  Toronto,  the 
author  expresses  his  sincere  thanks  for  their  assistance  in 
the  preparation  of  this  paper. 


References 

1.  The  Bali-Bearing  Principle  of  Grinding — R.  M.  Hardgrove.  The 
Babcock  &  Wilcox  Company,  New  York,  N.Y.  Bull.  F-907A. 

2.  Grindability  of  Coal— R,  M.  Hardgrove.  Trans.  A.S.M.E.,  Vol 
54,  Paper  FSP-54-5. 

3.  An  Analysis  of  Crushing  and  Pulverizing  Operations — L.  T.  Work 
Trans.  A.S.M.E.,  Vol.  55,  Paper  RP-55-6. 

4.  The  Relation  Between  Pulverizing  Capacity,  Power  and  Grind- 
ability— R.  M.  Hardgrove.  The  Babcock  &  Wilcox  Companv,  New 
York,  NY.,  Bull.  3-148. 

5.  Selection  of  Coal  for  Pulverized  Firing— B.  E.  Tate.  Trans. 
A.S.M.E.,  Vol.  60,  Jan.,  1938.  Paper  FSP-60-3. 

6.  Combustion  of  Pulverized  Coal — Henry  Kreisinger.  Trans. 
A.S.M.E.,  Vol.  60,  Mav,  1938,  Paper  FSP-60-8.  Discussion:  Trans. 
A.S.M.E.,  Vol.  61,  Jan.  1939. 

7.  Discharge  Temperatures  from  Pulverizers — Ollison  Craig.  Trans. 
A.S.M.E.,  Vol.  61.  July,  1939. 


EXPLOSIVES  FROM  WOOD 


Several  million  dollars  annually  are  now  being  saved  in 
the  manufacture  of  certain  types  of  military  explosives 
produced  in  Canada  through  the  utilization  of  Canadian 
wood  pulp  as  a  source  of  cellulose  instead  of  importing 
cotton  linters. 

Wood  cellulose  has  been  used  in  Canada  for  a  good  many 
years  in  the  manufacture  of  "Cellophane"  and  rayon  but 
it  is  only  since  the  beginning  of  the  war  that  research  and 
development  has  been  undertaken  to  adapt  wood  pulp  to 
the  manufacture  of  nitrocellulose,  the  base  for  certain  types 
of  high  explosives  required  for  military  purposes. 

The  use  of  cellulose-bearing  wood  pulps,  quite  plentiful 


in  Canada,  has  not  only  eliminated  the  importation  of  cotton 
linters  from  the  United  States,  thus  effecting  a  considerable 
saving  in  foreign  exchange  but  has  also  considerably  reduced 
the  raw  material  costs  without  in  any  way  impairing  the 
quality  or  effectiveness  of  the  resultant  product. 

One  Canadian  wartime  explosives  plant  has  been  oper- 
ating on  wood  pulp  for  over  a  year,  while  two  others  have 
been  using  this  domestic  type  of  cellulose  exclusively  now 
for  six  months  and  two  months  respectively.  Canada,  there- 
fore is  one  cf  the  first  of  the  United  Nations  to  adopt  large 
scale  production  of  military  explosives  from  her  own 
domestic  supplies  of  chemical  wood  pulps. 


614 


November,  1912    THE  ENGINEERING  JOURNAL 


MOVING  A  COAL  BRIDGE  AT  THE  ALGOMA  STEEL 

CORPORATION,  LTD. 

D.  C.  TENNANT,  m.e.i.c. 
Engineer.  Ontario  Division,  Dominion  Bridge  Company  Limited,  Toronto,  Ont. 

Paper  presented  at  a  joint  meeting  of  the  American  Society  of  Civil  Engineers  and  The  Engineering  Institute  of 

Canada,  at  Niagara  Falls,  Ont.,  ot\  October  15th,  1942 


The  war  has  greatly  accentuated  an  ever  increasing 
demand  for  steel  and  nowhere  are  the  resulting  problems  so 
acute  as  with  the  steel  producing  mills  themselves.  One  of 
the  by-products  of  this  situation  at  the  Algoma  Steel  Cor- 
poration in  Sault  Ste.  Marie,  Ontario,  is  the  necessity  for 
practically  doubling  the  size  of  the  coal  and  coke  storage 
area.  The  present  coal  yard,  300  ft.  wide  and  1,600  ft.  long, 
is  fed  by  railway  coal  cars  that  ride  a  steel  trestle  about  25 
ft.  high  running  longitudinally  along  the  middle  of  the  area, 
and  is  served  by  two  travelling  coal  bridges  running  on 
longitudinal  rails  and  spanning  300  ft.  transversely.  These 
bridges  are  of  the  usual  type,  supported  at  a  clear  height 
of  55  feet  on  a  shear  leg  at  one  end  and  a  pier  leg  at  the 
other,  the  pier  leg  being  splayed  out  sufficiently  at  the  top 
to  give  stability  to  the  structure  and  so  resist  tractive 
forces  from  the  bucket  trolley,while  the  shear  leg  is  merely 
a  bent  supporting  the  other  end  of  the  bridge  and  capable 
of  a  certain  amount  of  movement  at  the  bottom  to  take 
up  inequalities  in  track  level  or  gauge.  The  general  arrange- 
ment of  the  bridge  is  shown  in  Fig.  1. 

The  Algoma  Steel  Corporation  decided  to  increase  the 
coal  area  by  providing  another  similar  coal  yard  about  900 
ft.  to  the  north  of  the  present  one,  leaving  one  of  the  bridges 
to  .serve  the  old  yard  and  transferring  the  other  to  serve 
the  new  one  and  to  run  on  new  tracks  with  necessary  con- 
crete foundation  walls  to  support  them.  The  old  and  new 
tracks  are,  of  course,  level  throughout  their  length  but  the 
new  yard  and  its  tracks  are  8  ft.  4^  in.  higher  than  the  old. 
Moreover,  the  alignment  of  the  new  tracks,  while  approxi- 
mately parallel  to  the  old,  actually  makes  a  small  angle  of 
3  deg.  15  min.  with  them.  Two  possible  ways  of  moving 
such  a  bridge  present  themselves;  either  dismantle  the 
bridge  and  re-erect  it  in  its  new  position,  or  move  the  bridge 
along  the  ground  to  its  new  place  without  dismantling. 
The  second  alternative  was  chosen  as  being  cheaper  and 
quicker,  thus  getting  the  bridge  operating  in  the  new  yard 
with  a  minimum  of  interruption.  It  was  important  that  the 
move  be  made  between  the  middle  of  July  and  the  end  of 
August,  as  there  is  a  comparative  lull  in  coal  handling  at 
that  time  of  year.  A  contract  was  accordingly  given  to  the 
Dominion  Bridge  Company,  Toronto,  to  move  the  bridge 
to  its  new  location  beginning  in  July  and  finishing  in 
August,  1942.  The  method  of  moving  was  outlined  in  the 
agreement,  namely,  to  jack  both  pier  and  shear  legs  at 
their  bottoms,  high  enough  to  allow  railroad  trucks  to  be 
inserted  under  the  legs  to  carry  the  load,  these  trucks  to 
travel  approximately  at  right  angles  to  the  ordinary  operat- 
ing travel  and  to  rest  on  standard  gauge  tracks  laid  by  the 
Algoma  Steel  Corporation  on  slag  ballast  and  fill  at  a 
constant  up  grade  to  bring  the  bridge  to  the  level  of  the 
higher  new  yard  and  at  a  constant  but  slight  curvature  to 
take  care  of  the  3  deg.  15  min.  difference  in  alignment  of 
permanent  yard  tracks.  When  the  bridge  reached  its  final 
site  it  was  to  be  jacked  again,  the  trucks  removed,  and  the 
bridge  brought  to  rest  on  the  permanent  rails.  This  method 
is  obvious  enough  but  no  similar  structure  has  ever  before 
been  so  transferred  in  Canada,  and  we  know  of  no  very 
close  precedent  in  the  United  States  or  elsewhere. 

The  bridge  was  built  some  time  ago  by  Messrs.  Heyl  and 
Paterson  of  Pittsburgh,  Pa.,  and  their  detail  drawings  were 
available  for  reference.  The  total  weight  of  the  bridge 
including  coal  carried  in  the  bucket  was  stated  to  be  475 
tons,  and  an  independent  check  of  the  weights  from  the 
shop  drawings  showed  this  given  weight  to  be  well  on  the 


safe  side.  The  pier  leg  is  actually  5  ft.  longer  than  the  shear 
leg.  Since  the  bridge  bottom  chord  is  level  and  the  pier  and 
shear  legs  are  the  same  transverse  width  at  the  top  and  have 
the  same  batter,  it  follows  that  the  pier  leg  is  actually  wider 
at  the  bottom  than  the  shear  leg.  The  difference  in  spread 
is  1  ft.  9%  in.  or  10^  in.  on  each  side  of  the  centre  line  of 
the  bridge.  As  it  was  desirable  that  the  trucks  under  both 
shear  and  pier  legs  should  run  on  the  same  temporary 
tracks,  these  tracks  were  laid  at  an  average  distance — 41 
ft.  4^s  in. — apart  centre  to  centre  so  that  the  centre  of  the 
bottom  of  the  batter  post  that  rested  on  the  trucks  was 
onty  5j^g  in.  off  the  centre  line  between  standard  gauge  rails. 
Theoretically  this  would  throw  more  load  on  one  rail  than 
on  the  other,  but  this  was  compensated  for  by  the  stiffness 
of  the  transverse  bracing  in  the  pier  leg  and  special  knee 


Fig.  1 — View  of  coal  hridge  ready  for  moving,  looking  at  north 
•  or  shear  leg  end. 

braces  that  were  inserted  at  the  base  of  the  shear  leg.  Two 
railroad  trucks,  each  of  four  wheels,  were  used  under  each 
pier  and  shear  corner.  At  each  pier  corner  a  standard  75-ton 
and  a  50-ton  truck  were  used  and  at  each  shear  corner  two 
60-ton  special  trucks  such  as  are  used  under  locomotives 
when  they  are  being  repaired.  The  standard  trucks  had 
33-in.  wheels,  while  the  wheels  on  the  repair  trucks  were 
much  smaller  but  very  husky.  The  75  and  50-ton  tandem 
arrangement  would  take  care  of  125  tons  reaction  or  250 
tons  for  the  whole  pier  end.  The  stretchers  distributing  to 
these  trucks  were  loaded  at  the  %  points  so  that  the  heavy 
truck  would  get  %  of  the  load,  the  light  one  %.  The  60-ton 
repair  trucks  were  much  lower  in  height  and  had  to  be  built 
up  with  heavy  timbers  as  shown  in  Fig.  2.  Between  them 
they  would  take  120  tons,  or  240  tons  total  for  the  whole 
shear  leg  end.  The  different  sizes  of  trucks  were  used 
because  they  were  the  best  available  and  capable  of  carry- 
ing the  loads.  The  rails  used  for  the  temporary  track  were 
of  85  lbs.  A.S.C.E.  section.  The  trucks  were  spaced  11  ft. 
3  in.  apart  longitudinally  centre  to  centre  at  the  pier  end, 
and  9  ft.  apart  at  the  shear  end.  The  stretchers  to  dis- 
tribute the  reaction  from  the  leg  to  the  trucks  were  two 
24-in.  beams  of  79.9  lb.  per  ft.  These  stretchers  supported 
the  legs  near  where  the  permanent  wheels  had  supported  them. 


THE  ENGINEERING  JOURNAL     November,  1942 


615 


Fig.  2— 


Arrangement  of  60-ton  trucks  and  timbers  at  shear  leg 
corner. 


For  jacking  purposes,  cribs  of  heavy  wooden  timbers 
were  built  up  gradually  as  the  bridge  was  raised.  These 
cribs  were  just  outside  the  temporary  track  width  and 
carried  four  50-ton  Norton  jacks  at  each  corner.  These 
jacks  supported  the  four  ends  of  two  transverse  24-in. 
104.5  lb.  beams  20  ft.  long  into  which  were  headed  double 
18-in.  channels,  at  the  centre  of  which  angle  ties  were 
riveted  to  connect  to  the  tops  of  the  main  gussets  or  box 
girders  that  formed  the  bases  of  the  legs.  Thus  the  whole 
load  was  carried  through  the  tie  angles  to  the  cross  channels, 
to  the  24-in.  beams,  to  the  jacks,  to  the  cribbing,  to  the 
ground.  In  the  old  yard  the  ground  was  well  compacted 
and  very  little  settlement  under  the  jacks  could  be  noted. 
In  the  new  yard  some  ground  was  softer  so  concrete 
foundations  were  provided  by  the  Algoma  Steel  Corporation 
at  the  jacking  points. 

The  pier  leg  being  at  the  south  end  of  the  bridge,  this 
permanent  track  is  5  ft.  lower  than  the  one  at  the  shear 
end  which  is  to  the  north.  This  condition  holds  good  also 
for  the  new  yard,  so  that  beginning  at  the  most  southerly 
point  of  travel  the  permanent  rails  for  old  and  new  yards 
are  at  successively  higher  elevations  somewhat  conforming 
to  the  ground  surface,  but  not  exactly  so.  Thus  the  move- 
ment of  the  bridge  was  accomplished  by  pulling  uphill  at 
the  base  of  the  shear  leg.  Needless  to  say  the  bridge  as 
built  was  not  intended  to  be  pulled  in  any  such  manner  and 
double  temporary  provision  was  made  to  take  care  of  this 
pull  and  distribute  it  properly.  The  bottom  of  the  shear 
leg  was  knee-braced  to  the  second  bottom  chord  joint  of 
the  bridge  by  means  of  two  members  about  75  ft.  long  as 
seen  in  Fig.  1.  These  temporary  members  were  actually 
derrick  booms  from   Dominion   Bridge  Company's  stock, 


mm  a  ? 


7bpof<*/it  rath-  El  GOi  bl) 


Fig.  3 — Special  framing  for  jacking  at  bottom  of  pier  legs. 

616 


fit  rafts 


}pn  f:\ 


with  their  ends  adapted  to  connect  to  the  leg  at  the  bottom, 
and  to  the  bottom  chord  joint  at  their  upper  ends,  and  to 
take  either  tension  or  compression.  As  an  added  means  of 
distributing  the  traction  pull,  lj^-in.  threaded  rods  were 
inserted  as  horizontal  ties  between  the  bottoms  of  the  shear 
and  pier  legs.  These  were  in  30-ft.  lengths  connected  together 
with  home-made  turnbuckles  and  suspended  at  several 
points  by  wire  rope  hangers  from  the  truss  above  to  prevent 
sag.  One  of  these  tie  rods  with  its  turnbuckle,  and  a  towing 
tackle  can  be  discerned  in  Fig.  2.  During  pauses  in  the 
movement  several  lengths  of  these  tie  rods  could  be  readily 
removed  if  necessary  to  allow  track  or  road  traffic  to  pass 
under  the  bridge  but  in  such  cases  the  trucks  were  first 
wedged  in  position  so  that  they  could  not  move  on  the 
temporary  tracks.  It  was  assumed  that  there  might  possibly 
be  as  much  as  15  tons  pull  required  at  each  corner  at  the 
shear  leg  end  in  order  to  move  the  bridge  along  the  tracks. 
No  one  was  surprised,  however,  when  a  much  smaller  pull 
proved  adequate.  Ten  parts  of  i^-in.  plow  steel  rope  were 
used  at  each  corner  to  take  the  pull  from  the  hoisting  engine. 


Top  of  netvmovemfnrmi/-  fl  j,/2M 


BÇFie  TiMBEei 
Fig.  \ — Special   framing  for  jacking  at   bottom  of  shear   legs. 

Figures  3  and  4  illustrate  the  special  framing  used  at  the 
bottoms  of  the  pier  and  shear  legs  to  take  the  load  from 
the  jacks  into  the  legs  and  to  deliver  the  load  from  the  legs 
to  the  trucks  and  temporary  rails  after  the  jacks  were 
removed. 

Figure  5  shows  the  jacking  crib  at  the  shear  leg  end  with 
the  bridge  jacked  up  high  enough  to  allow  the  two  specially 
timbered  60-ton  repair  trucks  to  be  set  in  place  under  the 
leg.  (See  also  Fig.  4). 

The  sequence  of  operations  at  the  site  was  as  follows: — 

1.  A  suitable  place  was  chosen  near  the  east  end  of  the 
yards  where  the  bridge  could  be  transferred  from  one  run- 
way to  the  other  with  a  minimum  of  inconvenience  to 
ordinary  yard  operations  and  shunting.  At  this  place  the 
actual  distance  that  the  bridge  would  have  to  be  moved 
was  about  860  ft. 

2.  The  two  standard  gauge  temporary  railroad  tracks 
were  built  by  the  Algoma  Steel  Corporation  with  slagj 
ballast  and  gravel  fill.  These  tracks  were  set  on  a  uniform 
curve  to  include  four  points,  viz.,  the  centre  lines  of  pier 
leg  and  shear  leg  in  the  existing  yard  and  also  at  their  new 
location  in  the  new  yard.  A  constant  upgrade  delivered  the 
bridge  to  about  its  final  elevation.  Gaps  were  left  in  the 
concrete  foundations  under  the  permanent  rails  in  the  new- 
yard  to  give  clearance  for  the  trucks  and  jacking  down 
operations. 

3.  The  path  of  the  bridge  crossed  many  existing  tracks 
and  a  main  road.  On  two  of  these  tracks  and  on  the  road 
the  traffic  could  be  interrupted  for  only  three  or  four  hours, 
so  it  was  necessary  to  arrange  for  the  temporary  tracks  to 
be  supported  at  these  points  on  special  timber  framing  that 
could  be  quickly  placed  and  removed. 

4.  The  bridge  itself  was  prepared  for  its  travel  by  con- 
necting the  75-ft.  knee  braces  at  the  shear  end,  inserting 

November,  1942    THE  ENGINEERING  JOURNAL 


the  tie  rods  near  ground  level,  removing  certain  platforms 
and  machinery  parts  at  the  bottoms  of  the  legs  that  inter- 
ferred  with  jacking  operations,  and  connecting  the  jacking 
(girders  with  angle  ties  to  the  base  gusset  plates  of  the  legs, 
and  temporary  braces  at  the  bottom  of  the  shear  leg  for 
lateral  stability. 

5.  Using  eight  jacks,  four  at  each  corner  of  the  pier  leg, 
this  end  was  raised  about  a  foot  and  blocked  in  position 
using  timbers.  The  jacks  were  then  removed  and  taken  to 
the  shear  leg  end  which  was  raised  about  two  feet.  This 
alternate  process  continued  until  the  bridge  was  up  some 
eight  feet,  that  is,  high  enough  for  the  trucks  to  be  inserted 
at  both  ends  and  the  bridge  lowered  to  rest  on  them. 

(i.  One  hoisting  engine  was  used  to  pull  the  bridge  up- 
grade on  the  tracks  at  a  speed  of  8  ft.  per  minute.  It  had 
to  be  moved  successively  to  new  locations  with  the  snatch 
block  also  connecting  to  new  deadmen.  The  bridge  was 
blocked  and  guyed  when  not  in  motion  and  it  was  not 
moved  during  high  winds.  During  the  rests  in  the  moving, 
the  busy  tracks  and  the  road  were  cleared  of  obstructions 
such  as  temporary  track,  rope  haul,  or  horizontal  tie  rods. 

7.  When  the  pulling  was  completed  the  bridge  was 
jacked  to  the  proper  level  at  each  end,  was  set  on  rails  that 
rested  on  temporary  timbers  in  the  gaps  that  had  been  left 
in  the  foundation  walls,  and  was  moved  on  these  tracks  until 
it  rested  over  the  permanent  new  foundation  walls. 

8.  The  tie  rods  and  knee  braces  were  then  removed  and 
the  machinery  parts  and  platforms  that  had  been  removed 
were  replaced  at  the  bottoms  of  the  legs. 

9.  The  temporary  timbers  were  removed  from  the  gaps 
in  the  foundation  walls  and  these  gaps  were  filled  with 
concrete  construction  corresponding  to  the  rest  of  the  walls, 
and  permanent  rails  were  completed. 

10.  The  temporary  railroad  tracks  on  which  the  bridge 
had  been  moved  were  taken  away. 

Actually  some  preparations  for  connecting  jacking  beams 
were  begun  on  July  24th  and  jacking  began  about  August 


Fig.   5 — Jacking  crib  at   shear  leg  end  showing  60-ton   trucks 
being  placed  under  leg. 

first.  The  pulling  of  the  bridge  on  its  temporary  tracks  took 
place  during  the  third  week  in  August  and  the  bridge  was 
on  its  final  permanent  rails  before  the  end  of  the  month. 

No  hitch  of  any  sort  occurred  in  the  moving  operation. 
The  structure  was  insured  from  the  time  the  jacking  com- 
menced until  set  in  its  final  position  in  the  new  yard. 
Much  of  the  credit  for  the  smoothness  of  the  arrangements 
belongs  to  the  Algoma  Steel  Corporation,  and  particularly 
to  its  chief  engineer,  Mr.  Carl  Stenbol,  m.e.i.c.  Good 
co-operation  was  also  received  from  the  Sault  Structural 
Steel  Company  of  which  Mr.  E.  A.  Kelly,  m.e.i.c,  is 
manager.  The  planning  and  execution  was  the  responsibility 
of  the  Ontario  Division  of  the  Dominion  Bridge  Company, 
with  Mr.  A.  Ross  Robertson,  m.e.i.c,  as  general  manager, 
Mr.  W.  H.  Butler,  erection  superintendent  and  Mr.  Jack 
Erickson  as  erection  foreman  at  Sault  Ste.  Marie. 


MUSIC  AS  AN  AID  TO  WAR  PRODUCTION 


In  an  address  delivered  recently  before  the  Metropolitan 
Section  of  The  American  Society  of  Mechanical  Engineers, 
Professor  Harold  Burris-Meyer,  Director  of  Research  in 
Sound  at  Stevens  Institute  of  Technology  revealed  the 
results  of  what  is  claimed  to  be  the  first  scientific,  statistical 
investigation  conducted  in  the  United  States  for  the  pur- 
pose of  evaluating  the  effects  of  music  on  employee  morale 
and  factory  production. 

Professor  Burris-Meyer  and  Mr.  Richmond  L.  Cardiwell, 
also  of  Stevens,  invaded  a  number  of  factories  and 
war  plants  in  the  east  to  measure  the  most  obvious 
thing — does  music  in  the  factory  influence  the  production 
rate.  The  data  showed  that  in  75  per  cent  of  the  investi- 
gations production  was  considerably  higher  where  music 
was  used  than  where  it  was  not  used.  Increases  in  pro- 
duction rates,  resulting  from  the  introduction  of  music, 
ranged  from  1.3  per  cent  to  11.1  per  cent.  Further  studies 
indicated  that  the  effect  was  not  a  transient  one.  The  pro- 
duction increases  are  even  more  surprising  when  it  is  con- 
sidered that  many  of  the  groups  measured  consisted  of 
employees  on  piece  work  who  already  were  producing  at 
top  speed.  In  addition  to  increasing  the  production  rate, 
Monday  morning  absenteeism  and  early  end-of-day  depart- 
ures were  reduced  phenomenally. 

Having  answered  definitely  the  question  of  what  music 
does  to  the  production  rate,  the  investigators  next  turned 
their  attention  to  an  appraisal  of  programmes.  The  curves 
indicate  that  a  carefully  selected  and  planned  programme 
boosted  production  6.8  per  cent  in  a  typical  plant  already 
employing  music. 

Said  Professor  Burris-Meyer,  "This  would  seem  to  bear 


out  a  theory  to  which  I  have  long  subscribed,  which  is  that, 
while  music  is  better  than  no  music,  programming  will  not 
be  satisfactory  until  it  is  undertaken  on  the  basis  of  a  care- 
ful analysis  of  the  results  it  gets.  We  have  to  date  only 
the  showmanship  and  experience  of  the  programmers.  More 
statistical  analysis  of  factory  performance  should  teach  us 
much.  We  believe  that  programming  must  ultimately  be 
undertaken  for  the  factory,  if  not  for  the  specific  operation. 
Fatigue  curves  vary  in  shape  and  amplitude  and  it  is 
difficult  to  find  one  remedy  for  dips  occurring  at  different 
times  in  different  operations.  We  have,  at  least,  established 
the  fact  that  the  remedy  exists  and  the  technique  for  em- 
ploying it  is  in  hand." 

In  closing,  the  speaker  observed,  "Little  of  the  music 
used  in  the  factory  is  germane  to  the  endeavour  it  accom- 
panies. The  work  song  took  not  only  its  rhythm  but  its 
mood  and  lyric  from  the  work  operation.  The  transcription 
carried  something  composed  for  the  concert  hall,  the  stage 
or  the  night  club.  The  leisure  music  is  not  in  the  idiom 
of  the  modern  industrial  plant  and  yet  the  industrial 
audience  will  at  the  present  rate  soon  be  the  largest  audience 
for  the  musician.  No  artist  undertakes  a  composition  or 
performance  without  the  consciousness  of  his  audience,  and 
insofar  as  his  art  is  valid  he  undertakes  to  exercise  emotional 
control  over  that  audience.  When  the  composer  starts  to 
think  of  his  work  as  being  first  and  oftenest  performed  in  a 
factory,  before  people  who  are  working  while  they  listen, 
we  may  well  have  a  musical  idiom  which  is  something  new 
on  the  face  of  the  earth,  and  what  industry  can  do  for 
music  may  be  as  important  when  the  record  of  this  civiliza- 
tion is  written,  as  anything  music  can  do  for  industry." 


THE  ENGINEERING  JOURNAL     November,  1942 


617 


THE  SUPERCHARGING  OF  TWO-STROKE  DIESEL  ENGINES 

F.  OEDERLIN 

Managing  Director  in  charge  of  Engineering,  Sulzer  Brothers  Limited,  Winterthur,  Switzerland 

Extracts  from  a  paper  describing  development  work  in  connection  with  the  supercharging 

of  two-stroke  Diesel  engines 


SUMMARY — Starting  with  the  Sulzer  two-stroke  Diesel  engine 
with  normal  scavenging-air  pressure,  supercharged  types  of 
engines  with  exhaust-gas  turbines  are  described,  in  which  mean 
effective  pressures  of  12  to  18  kg.  per  CM2  (170-255  lb.  per  sq.  in.) 
have  been  reached  not  only  on  the  testbed  but  also  in  industrial 
service.  In  addition,  engines  of  special  design  are  mentioned, 
whose  working  cylinders  may  also  be  used  as  power  gas  gener- 
ators. 

The  supercharging  of  two-stroke  Diesel  engines  has 
always  been  an  important  aim  in  the  development  of  the 
Diesel  engine,  more  particularly  since  the  four-stroke  engine 
has  been  supercharged  successfully.  In  1912  the  Sulzer  two- 
stroke  engine  was  built  with  "extra-charging."  The  air 
charge  in  the  cylinder  at  the  beginning  of  the  compression 
stroke  was  at  a  higher  pressure  than  had  hitherto  been 
generally  used.  This  extra-charging  pressure  was  limited, 
in  accordance  with  the  scavenging-air  pressure,  to  about 
1.2  to  1.4  atm.  (17-20  lb.  per  sq.  in.)  abs.,  this  giving,  as 
compared  with  engines  without  extra-charging,  an  increased 
output  of  10  to  30  per  cent.  This  extra-charging  pressure 
has  remained  practically  unchanged  up  to  the  present  day 
and  has  been  increased  only  in  some  special  cases.  The 
reason  for  this  is  that  any  further  increase  in  the  extra- 
charging  pressure  means  an  increase  in  the  work  absorbed 
by  the  scavenging  pumps,  and  consequently  the  fuel  con- 
sumption is  increased  unless  the  energy  of  the  exhaust 
gases,  which  increases  with  the  extra-charging  pressure,  can 
be  utilized. 

The  adoption  of  higher  supercharging  pressures  there- 
fore requires,  particularly  with  respect  to  fuel  consumption, 
utilization  of  the  exhaust  energy,  that  is  to  say  its  con- 
version into  useful  mechanical  energy.  At  present  the  best 
means  for  this  is  the  exhaust-gas  turbine. 

The  most  evident  solution  would  be  to  use  the  exhaust- 
gas  turbine  to  drive  a  rotary  compressor  supplying  scaveng- 
ing and  charging  air,  and  in  this  way  to  eliminate  the 
scavenging  pump.  Unfortunately  it  is  not  possible  to  realize 
this  method  of  supercharging  in  practice,  since  only  at  high 
loads  and  high  exhaust  temperatures  is  the  output  of  the 
exhaust-gas  turbine  sufficient  for  compressing  the  neces- 
sary amount  of  scavenging  and  charging  air;  at  low  loads 
the  supply  of  air  would  be  insufficient.  The  crux  of  the 
matter,  however,  is  that  the  two-stroke  engine  super- 
charged in  such  a  manner  could  not  be  started  at  all,  since 
the  exhaust-gas  turbine  driving  the  compressor  comes  too 
slowly  up  to  speed  after  being  started.  Consequently,  to 
supercharge  the  two-stroke  engine,  the  energy  which  is 
lacking,  particularly  for  the  compressor  when  starting  and 
at  low  load,  must  be  supplied  from  outside. 

It  is  possible  for  instance,  according  to  the  Sulzer- 
process  here  called  "high  supercharging,"  to  adopt  for  this 
purpose  a  reciprocating  scavenging-air  pump,  suitably 
strengthened  and  of  such  dimensions  as  to  give  the  appro- 
priate degree  of  supercharging,  this  pump  being  driven 
from  the  crankshaft  and  supplying  the  total  quantity  of 
air  required.  In  order  to  be  utilized,  the  turbine  energy  is 
transmitted  to  the  crankshaft  by  gearing.  The  reciprocat- 
ing scavenging-air  pump  may  also  be  replaced  by  a  rotary 
compressor  which  is  driven  direct  or  indirect  from  the 
exhaust-gas  turbine  coupled  to  the  crankshaft  through 
gearing.  In  both  cases  the  compressor  is  already  driven  by 
the  Diesel  engine  when  starting  and  can  therefore  supply 
the  necessary  quantity  of  scavenging  air.  The  supercharg- 
ing pressure  can,  at  least  theoretically,  be  chosen  as  desired. 
The  most  efficacious  supercharging  pressure  will  vary, 
however,  from  time  to  time. 

Investigations  have  shown  that  the  indicated  output  of 


the  exhaust-gas  turbine  is  greater  than  the  indicated  power 
absorbed  by  the  compressor.  A  positive  area  of  indicated 
work  is  therefore  available  for  the  charging  set.  However, 
because  of  the  unavoidable  losses  in  the  exhaust-gas  tur- 
bine and  compressor,  the  output  of  the  turbine  is  sufficient 
to  cover  the  power  required  by  the  compressor  only  in  the 
case  of  large  installations  and  when  the  load  on  the  plant  is 
high.  The  surplus  power  of  the  supercharging  set  is  then 
transmitted  to  the  crankshaft  through  the  gearing  already 
mentioned.  But  even  with  engines  of  medium  and  small 
output  the  power  required  by  the  compressor  will  be  sup- 
plied mostly  by  the  exhaust-gas  turbine.  Under  average 
conditions  it  can  be  presumed  that  the  power  required  for 
the  compressor  and  the  output  developed  by  the  turbine 
will  balance  each  other  to  a  large  extent. 


Fig.    1 — First   supercharged   opposed-piston    two-stroke   Diesel 
engine  with  coupled  exhaust  turbines. 

Based  on  these  considerations,  Sulzer  Brothers  several 
years  ago  took  up  the  problem  of  two-stroke  high  super- 
charging. First  of  all  a  special  experimental  engine  was 
built  and  submitted  to  thorough  tests.  These  tests  were  at 
first  confined  to  the  Diesel  engine  alone.  The  effect  of  the 
exhaust-gas  turbine  was  imitated  by  a  throttle  orifice.  The 
air  for  scavenging  and  charging  was  taken  from  the  com- 
pressed-air system  in  the  works  and  heated  up  to  the 
temperature  corresponding  to  the  polytropic  compression 
of  a  normal  compressor. 

With  this  experimental  engine  supercharged  to  2  atm. 
abs.,  a  mean  effective  pressure  of  12  kg.  per  cm2  (170  lb.  per 
sq.  in)  was  obtained  with  absolutely  clear  exhaust.  This 
mean  effective  pressure  could  be  maintained  without  any 
difficulty  for  a  considerable  length  of  time.  During  a  later 
test  on  another  engine  with  the  same  supercharging  pres- 
sure, a  mean  effective  pressure  of  as  much  as  13  kg.  per  cm2 
exponent  (1851b.  persq.  in.)  was  maintained  for  48  hours.  In 
comparison  with  the  non-supercharged  two-stroke  engine, 
the  increase  in  mean  effective  pressure  or  in  output  was 
100  per  cent. 

The  same  experimental  engine  was  then  worked  with  a 
supercharging  pressure  of  3  atm. abs.,  which  allowed  a  mean 
effective  pressure  of  15  kg.  per  cm2  (210  lb.  per  sq.  in.)  to 


618 


November,  1942    THE  ENGINEERING  JOURNAL 


be  reached,  and  this  could  also  be  maintained  as  long  as 
desired  with  the  exhaust  perfectly  clear. 

After  the  clearance  space  had  been  suitably  enlarged, 
the  same  experimental  engine  was  run,  the  supercharging 
pressure  being  gradually  increased  to  6  atm.abs.,  and  it 
was  found  that  a  mean  effective  pressure  of  18  kg.  per  cm2 
(255  lb.  per  sq.  in.)  could  be  obtained.  Under  such  condi- 
tions combustion  takes  place  with  a  relatively  large  pro- 
portion cf  excess  air  and  gives  at  all  loads  an  absolutely 
smokeless  exhaust  gas,  the  purity  of  which  shows  it  to  be 
an  excellent  medium  for  working  an  exhaust-gas  turbine. 

Based  on  the  excellent  results  obtained  with  the  experi- 
mental engine  mentioned,  an  engine  supercharged  to  2 
atm.abs.  was  built.  In  order  to  obtain  an  engine  with  as 
high  an  output  as  possible,  the  opposed-piston  type  was 
adopted.  The  exhaust-gas  turbine  is  connected  overhung  to 
the  end  of  the  exhaust  manifold.  Its  output  is  transmitted 
to  the  crankshaft  through  toothed  gearing.  The  scaveng- 
ing and  charging  air  is  supplied  by  reciprocating  compres- 
sors coupled  to  the  crankshaft.  This  engine  is  shown  in 
Figs.  1  and  2.  Its  principal  data  are: — 

Number  of  cylinders 4 

Bore 190  mm. 

Stroke 2x300  mm. 

Speed 750  r.p.m. 

Piston  speed 7.5  m/sec. 

1475  ft./min. 

1-hour  rating 1370  B.H.P. 

Mean  effective  pressure  at 
1-hour  rating,  including 
turbine  and  compressor.         12  kg. /cm2. 

170  lb/sq.in. 

Fuel  consumption 158  grams/B.H.P.-hour. 

0.35  1b/ 

During  industrial  service  in  the  Sulzer  works  for  more 
than  3,000  hours,  it  was  found  that  the  newly  designed 
constructional  elements  comply  in  all  respects  with  the  stipu- 
lated conditions.  The  mechanical  transmission  of  energy 
between  exhaust  turbine  and  crankshaft  never  gave  rise 
to  any  trouble.  Even  during  periods  of  severe  cold  the 
engine  always  started  easily  and  quickly.  This  Sulzer 
engine  represents  the  first  practically  usable  realization  of 
a  supercharged  two-stroke  engine  with  built-on  exhaust- 
gas  turbine,  with  which  such  high  mean  effective  pressures 
were  attained. 

In  large  installations  the  mechanical  coupling  between 
the  turbine  and  the  crankshaft  can  be  replaced  by  an  elec- 
tro-magnetic or  an  hydraulic  coupling.  The  transmission 
of  energy  may  also  be  effected  electrically,  the  supercharg- 
ing set  being  driven  by  an  electric  motor  receiving  energy 
from  the  mains  or  from  a  separate  generator. 

In  order  to  determine  the  suitability  of  high  supercharg- 
ing at  higher  speeds,  an  experimental  engine  was  built 
having  cylinders  of  120  mm.  bore  and  2  by  150  mm.  stroke, 


Oolp 


100",,-  1370  B  H  P 

I    hour   ral.ne 


Fig.  2 — Fuel  consumption,  speed,  charging  pressure  and  mean 
effective    pressure    of   the    supercharged    opposed-piston    two- 
stroke  Diesel  engine  illustrated  in  Fig.  1,  as  a  function  of  the 
load  when  working  according  to  the  propeller  law. 


Fig.  3 — Two-stroke  two-shaft  opposed-piston  Diesel  engine, 
supercharged   to  2  atm.   abs.   and  developing   1,560   B.H.P.   at 

850  r.p.m. 

and  intended  at  first  to  run  at  1500  r.p.m.  Also  this  new 
design  easily  reached  the  mean  effective  pressures  of  the 
former  experimental  engines,  amounting  to  12,  15  and  18 
kg  per  cm2  with  supercharging  to  2,  3  and  6  atm.abs., 
respectively.  At  1500  r.p.m.  the  fuel  consumption  was  180- 
190  grams  per  B.H.P.  per  hour,  if  the  output  of  the  turbine 
and  the  power  absorbed  by  the  compressor  are  not  con- 
sidered, which,  as  mentioned,  practically  balance  each 
other.  Meanwhile  the  speed  has  been  raised  to  2400  r.p.m., 
corresponding  to  a  piston  speed  of  12  m.  per  sec. 

In  addition,  tests  were  made  on  a  single-piston  engine  of 
420  mm.  bore,  where  the  supercharging  was  at  first  limited 
to  2  atm.abs.  Also  these  tests  showed  that  the  output  in- 
creases up  to  this  limit  practically  in  direct  proportion  to 
the  height  of  supercharging,  thus  confirming  the  results 
that  had  been  obtained  with  engines  of  smaller  bore  in 
this  field. 

Based  on  these  results,  Sulzer  Brothers  have  started 
gradually  to  adapt  their  single-piston  engines  of  medium- 
sized  and  large  bore  to  the  requirements  of  two-stroke 
supercharging.  Simultaneously  they  have  developed  a  new 
type  of  engine  (Fig.  3),  allowing  a  far-reaching  utilization 
of  the  possibilities  offered  by  high  supercharging.  This 
engine,  of  the  two-shaft  opposed-piston  type,  has  the 
following  data: — 

Number  of  cylinders 6 

Bore 180  mm. 

Stroke 2x225  mm. 

Speed 850  r.p.m. 

Piston  speed 6 .  375  m/sec. 

1250  ft/min. 

Supercharging  pressure 2  atm.abs. 

28  lb/sq.in. 

Output,  1-hour  rating 1560  B.H.P. 

This  engine  is  built  in  such  a  way  that  it  can  also  be 
supercharged  experimentally  at  6  atm.abs.  thus  raising  its 
output  to  2340  B.H.P.  and  further  reducing  its  specific 
weight. 

Supercharging  to  5  or  6  atm.  (70-85  lb.  per  sq.  in.)  abs. 
is  peculiar,  in  that,  within  this  range  of  supercharging,  the 
power  delivered  by  the  Diesel  engine  and  the  power  ab- 
sorbed by  the  supercharging  compressor  become  equal.  The 
effective  output  of  the  whole  plant  thus  corresponds  essen- 
tially to  the  output  of  the  exhaust-gas  turbine.  The  turbine 
may  therefore  be  uncoupled  from  the  Diesel  engine  and  from 
the  compressor  without  disturbing  the  energy  balance  of  the 


THE  ENGINEERING  JOURNAL     November,  1942 


619 


whole  set.  The  set,  comprising  Diesel  engine  and  compres- 
sor, here  designated  "power  gas  generator,"  fulfils  the  same 
purpose  as,  for  instance,  a  boiler  in  a  steam  power  station. 
The  whole  effective  output  is  given  out  by  the  power  gas 
turbine  which  corresponds  to  the  steam  turbine  of  the 
steam  power  station.  Accordingly  several  power  gas  genera- 
tors can  be  arranged  to  work  on  one  common  power  gas 
turbine. 

This  power  generating  process  can  also  be  performed  by 
free-piston  power  gas  generators.  With  power  gas  genera- 
tors of  this  kind  (shown  diagrammatically  in  Fig.  4),  each 
of  the  opposed  pistons  of  the  Diesel  part  works  direct  on  a 
compressor  piston  which  compresses  the  scavenging  and 
charging  air.  No  crankshaft  is  provided.  The  two  pistons 


a    Diesel  pistons 
h   Compressor 

pistons 
c    Suction 

valves 
d    Deliver  y 

valves 
e    Injection 

nozzle 
f    Inlet  ports 
g    E  x  h  a  u  s  t 

ports 
h    Power    gas 

pipe 
i     P  o  vv  e  r    gas 

turbine 
k   Electric    gen- 
erator 
Auxiliary  tur- 

')inc 
in  Precompies- 

Bor 


Fig.  4 — Power  gas  process  with  free-piston  power  pas  generator. 
The  two  Diesel  pistons  a  with  the  huilt-on  compressor  pistons 
b  are  connected  to  each  other  hy  a  synchronising  device.  The 
two  Diesel  pistons  are  pushed  inwards  hy  the  expansion  of  the 
air  remaining  in  the  compressor  cylinders,  therehy  compressing 
the  air  contained  in  the  Diesel  cylinder.  The  fuel  injected 
through  the  nozzle  e  is  hurnt  in  the  highly  compressed  air, 
after  which  the  two  Diesel  pistons  are  forced  outwards.  Then 
the  air  drawn  in  hy  the  compressor  pistons  during  the  previous 
stroke  is  compressed.  The  compressed  air  delivered  hy  the 
arrangement  serves  for  scavenging  and  charging  the  Diesel 
cylinder.  The  exhaust  gases,  here  called  power  gases,  drive  the 
exhaust  gas  turhine  i  coupled  to  an  electric  generator  k.  The 
auxiliary  turhine  /,  which  is  also  connected  to  the  power  gas 
pipe  h,  drives  the  precompressor  m  which  precompresses  the 
air  entering  the  compressors  and  therehy  supercharges  them. 

are  merely  coupled  to  each  other  by  a  linkage  which  ensures 
their  running  symmetrically.  The  volume  of  the  clearance 
space  adjusts  itself  automatically  to  suit  the  supercharging 
pressure  used  at  the  moment. 

The  power  gas  process  constitutes  a  practical  realization 
of  the  "gas  turbine."  A  remarkable  feature  is  the  high 
thermal  efficiency  of  35  to  40  per  cent,  without  employing 
anv  recuperators  or  similar  apparatus  and  at  service  tem- 
peratures of  only  450  to  500  deg.  C.  (840-935  deg.  F.).  The 
power  gas  turbines  are  small  and  simple.  The  reliability 
in  service  of  the  whole  plant  is  increased  by  the  independ- 
ence of  the  individual  power  gas  generators.  Critical  speeds 
are  not  to  be  feared,  since  the  separate  power  gas  generators 
are  coupled  to  each  other  only  by  a  very  flexible  gas  column. 
With   the   power  gas   process,   outputs   may   be  obtained 


which  lay  hitherto  beyond  the  range  covered  by  the  Diesel 
engine,  and  with  specific  weights  corresponding  to  those  of 
the  lightest  steam  installations. 

The  supercharging  pressure  may  be  increased  beyond 
6  atm'.abs.  With  the  power  gas  process,  however,  the 
exhaust-gas  turbine  output  must  be  drawn  upon  in  this 
case  for  the  compression  work,  since  the  power  required 
by  the  compressor  exceeds  the  power  developed  by  the 
Diesel  engine. 

The  supercharging  set  of  the  supercharged  two-stroke 
engine  may  be  regarded  as  a  constant-pressure  gas  turbine, 
i.e.,  a  gas  turbine  with  continuous  combustion  whose  com- 
bustion chamber  is  replaced  by  a  supercharged  Diesel 
engine.  The  supercharging  set  has,  as  in  the  case  of  the  gas 
turbine,  an  indicated  output  of  positive  value.  Whilst  in 
the  case  of  the  gas  turbine  only  the  difference  between  the 
output  of  the  turbine  and  the  power  absorbed  by  the  com- 
pressor appears  as  effective  output,  this  is  increased,  with 
high  supercharging,  by  the  output  obtained  from  the  Diesel 
engine.  Its  effect  appears  clearly  in  the  thermal  efficiency, 
which  is  of  the  order  of  about  40  per  cent  with  high  super- 
charging, whilst  it  amounts  to  about  18  per  cent  with  the 
simple  gas  turbine. 

Replacing  the  combustion  chamber  of  the  gas  turbine  by 
a  Diesel  engine  is  also  justified  with  respect  to  the  heat 
load,  since  it  is  in  any  case  necessary  to  cool  the  hot  gases 
from  their  initial  temperature  of  1500-2000  deg.  C.  to 
about  500-600  deg.  C.  before  admitting  them  to  the  exhaust- 
gas  turbine.  Instead  of  effecting  this  cooling  by  admixture 
of  excess  air,  as  is  the  case  in  the  gas  turbine,  this  cooling 
takes  place  in  the  supercharged  Diesel  engine,  mostly 
through  adiabatic  expansion  of  the  gases  in  the  Diesel 
cylinders,  where  they  at  the  same  time  perform  useful  work. 

When  the  supercharging  pressure  of  the  Diesel  engine  is 
further  increased,  the  swept  volume  becomes  smaller  and 
smaller,  the  clearance  remaining  the  same.  In  the  limiting 
case  the  swept  volume  becomes  zero,  and  the  Diesel  engine 
is  then  reduced  to  nothing  but  clearance  space.  This  is 
then  identical  with  the  combustion  chamber  of  the  hypo- 
thetical high-pressure  gas  turbine,  which  because  of  its 
high  working  temperatures  can  at  present  not  yet  be 
realized.  On  the  other  hand,  this  working  process  can,  as 
has  been  shown,  be  carried  out  with  good  efficiency  in  the 
supercharged  Diesel  engine  or  in  the  power  gas  plant. 

From  the  constructional  point  of  view  it  is  logical  to 
have  the  combustion  process  and  the  higher  compression 
and  expansion  pressures  in  the  Diesel  cylinder,  this  being 
the  most  suitable  structural  element  therefor.  Since,  how- 
ever, the  expensive  swept  volume  of  the  Diesel  engine  is 
only  poorly  utilized  in  the  lower  part  of  the  indicator  dia- 
gram, it  is  again  logical,  as  far  as  it  is  possible  to  do  so,  to 
confide  this  part  of  the  compression  and  expansion  work  to 
radial  or  axial  compressors  and  to  turbines,  which  as  is 
well  known,  are  cheaper,  lighter  and  smaller,  and  have 
proved  especially  well  suited  for  handling  large  quantities 
of  gases  at  low  and  medium  pressures. 

From  these  considerations  and  the  results  obtained,  it 
can  be  concluded  that  there  are  important  reasons  in  favour 
of  this  combination  of  the  Diesel  engine  and  the  gas  turbine. 
It  offers  an  increase  in  thermal  efficiency  of  more  than  100'  , 
as  compared  with  the  gas  turbine,  and  an  increase  in  mean 
effective  pressure  of  100  to  200%  as  compared  with  the 
non-supercharged  Diesel  engine. 

Nevertheless  the  gas  turbine  should  acquire  importance 
as  well  as  the  power  gas  process,  especially  in  fields  where 
units  of  great  power  are  needed,  provided  that  its  efficiency, 
at  full  load  and  particularly  at  part  load,  can  be  consider- 
ably improved.  However,  the  gas  turbine  will  not  be  able 
to  replace  the  Diesel  engine,  whether  supercharged  or  not, 
since  the  Diesel  engine  can  still  today  claim  to  have  the 
highest  thermal  efficiency  of  any  form  of  thermal  prime 
mover,  and  it  will  maintain  this  superiority  also  in  face  of 
the  gas  turbine. 


620 


November,    1942    THE  ENGINEERING  JOURNAL 


WARTIME    NATIONAL   EFFICIENCY 

G.  A.  GAHERTY,  m.e.i.c. 
President  of  the  Montreal  Engineering  Company,  Ltd. 

Substance  of  an  address  given  September  9,  1942,  at  a  dinner  meeting  of  the  American  Institute  of  Electrical  Engineers' 

Pacific  Coast  convention,  Vancouver,  B.C. 


SUMMARY' — Recognizing  that  war  causes  a  dislocation  in  a 
nation's  economy  which  in  turn  tends  to  lower  its  efficiency, 
the  author  cites  the  necessity  for  expediting  war  production 
in  Canada  and  suggests  a  national-efficiency  programme 
applicable  to  any  nation  at  war.  He  declares  that  to  achieve 
victory  there  must  be  a  judicious  allocation  of  men  and 
materials  for  the  maximum  output  of  the  implements  of  war 
and  for  the  curtailed  output  of  essential  civilian  goods;  that 
there  must  be  a  rigorous  practice  of  conservation  on  the  part 
of  individuals,  business,  and  government;  and  that  there 
must  be  a  forfeiture  of  personal  convenience  where  the  national 
welfare  is  concerned. 

Canada  now  has  been  at  war  for  three  years  and  in  that 
time  has  advanced  far  along  the  road  to  total  war.  It  is 
timely  to  consider  the  war  experiences  of  Canada,  and  the 
conclusions  that  can  be  drawn  from  them,  since  the  war 
programme  of  the  United  States,  as  it  unfolds,  is  likely  to 
follow  much  the  same  pattern. 

At  the  very  outset  Canada  became  a  major  and  rapidly 
increasing  source  of  supply  for  Britain  of  aluminum, 
copper,  zinc,  foodstuffs,  and  automotive  equipment.  The 
financing  of  these  purchases,  a  billion  dollars  of  which  were 
assumed  by  the  Canadian  Government,  was  a  heavy  strain 
on  Canadian  economy,  but  thanks  to  the  foresight  of  the 
Canadian  Department  of  Finance,  stringent  control  of 
foreign  exchange  was  imposed  and  enforced  from  the  out- 
break of  war.  While  this  brought  the  war  home  to  Cana- 
dians who  wanted  American  funds,  it  enabled  Canada  to 
finance  the  British  requirements  and  also  to  meet  her  own 
financial  obligations  to  the  United  States. 

With  the  co-operation  of  industry,  prices  on  war  goods 
in  Canada  were  for  a  time  held  down  to  prewar  levels,  but 
the  industrial  activity  resulted  in  so  much  more  money  in 
the  hands  of  wage  earners  that  prices  soon  began  to  rise 
at  an  alarming  rate.  Sensing  the  danger,  the  Canadian 
Government  with  commendable  promptness  stabilized 
wages  more  than  a  year  ago  on  a  cost-of-living  basis  and 
established  maximum  prices  for  goods  and  services.  These 
"ceilings"  have  since  been  maintained  with  considerable 
success,  notwithstanding  the  efforts  of  certain  labour  and 
agricultural  pressure  groups. 

Allocate  Men  as  well  as  Materials 

Income  and  other  taxes  have  been  raised  until  those 
whose  income  is  dependent  upon  the  profits  of  corporations 
are  taxed  even  more  heavily  than  in  Britain.  The  excess 
profits  tax  has  been  increased  to  100  per  cent,  of  which  20 
per  cent  represents  compulsory  savings  refundable  after 
the  war.  Compulsory  saving  has  been  instituted  for  those 
on  salaries  and  wages,  and  installment  buying  has  been 
curbed.  Gasoline,  sugar,  coffee,  and  tea  have  been  rationed 
throughout  Canada.  The  civilian  use  of  rubber,  copper, 
aluminum,  and  steel  has  been  cut  almost  to  nothing  and 
even  their  miliary  use  is  drastically  restricted.  The  manu- 
facture of  many  articles  has  been  prohibited.  Notwithstand- 
ing these  measures,  the  shortage  of  labour  has  become  so 
acute  that  vital  war  industries  such  as  shipbuilding  are  now 
working  at  reduced  capacity  because  of  inability  to  get  men. 
Selective  sendee,  which  the  Government  has  just  intro- 
duced, is  designed  to  make  more  men  available  for  war 
work,  but  there  is  a  definite  limit  to  the  Canadian  man- 
power supply  and  the  war  effort  can  be  further  stepped 
up  only  through  the  more  effective  utilization  of  resources 
in  man-power  and  materials,  in  other  words,  by  wartime 
national  efficiency. 

With  all  due  respect  for  the  splendid  progress  to  date, 
this  is  no  time  for  complacency.  We  are  facing  a  crafty 


and  unscrupulous  enemy.  He  has  cut  us  off  from  our  main 
sources  of  three  vital  war  materials:  tin,  tungsten,  and 
rubber.  He  is  taking  a  heavy  toll  of  shipping  and  has 
played  havoc  with  lines  of  communication,  notably  his 
severing  of  the  Mediterranean  route  to  Suez.  Resources 
are  being  dissipated  by  the  resulting  necessity  for  convoy- 
ing, for  shipping  via  roundabout  routes,  for  building  ships 
to  replace  those  he  is  sinking,  and  for  constructing  synthetic- 
rubber  plants.  His  resources,  at  the  same  time,  are  increas- 
ing as  he  puts  to  work  the  enslaved  peoples  of  Europe. 

Make  no  mistake  of  it,  victory  can  be  achieved  only  by 
the  complete  mobilization  of  all  our  resources  and  their 
skillful  employment  in  offensive  operations;  in  other  words, 
total  war.  We  must  seek  out  and  destroy  the  enemy.  It  is 
not  the  total  number  of  men  in  the  army  that  counts,  but 
the  fire-power  and  the  mobility  of  the  armed  force  with 
which  to  strike  across  the  English  Channel  and  in  the 
China  Sea.  The  Canadian  Navy,  Army,  Air  Force  and 
munitions  industry  must  all  be  developed  in  proper  balance 
so  that  an  attack  can  be  made  with  maximum  effect. 

Military  versus  Political  Strategy 

The  great  weakness  of  democracies  is  that  their  resources 
too  often  are  frittered  away  through  the  deciding  of  war 
policies  on  grounds  of  political  expediency  rather  than  of 
military  strategy.  In  Canada,  for  example,  in  calling  up 
men  for  military  service,  whether  they  are  married  or 
single  is  the  criterion,  and  single  men  who  are  too  old  are 
taken  in  preference  to  married  men  better  fitted  for  fighting. 
In  matters  of  this  kind  motives  of  self-interest  still  domin- 
ate, unfortunately.  Our  problem  is  to  better,  by  democratic 
means,  what  the  National  Socialists  of  Germany  achieve 
by  enslavement,  espionage,  and  lying  propaganda.  The 
stepping-up  of  Canadian  national  efficiency  for  war  involves 
not  only  the  problem  of  allocating  each  individual  to  his 
proper  sphere,  but  also  the  problem  of  recognizing  and 
counteracting  the  various  subversive  forces  and  of  building 
a  morale  conducive  to  the  maximum  output  per  individual. 

A  major  war  causes  an  upheaval  in  national  economy 
that  in  itself  tends  to  lower  national  efficiency.  In  peace- 
time we  live  largely  by  taking  in  each  other's  washing. 
We  exchange  goods  and  services,  money  serving  as  a  con- 
venient medium  whereby  transactions  can  be  effected  that 
are  fundamentally  barter.  The  real  wages  for  our  services 
are  not  the  money  we  receive,  but  what  that  money  will 
purchase  in  goods  and  services.  Such  goods  and  services 
can  be  made  available  in  wartime  only  at  the  expense  of 
war  production,  and  herein  lies  the  main  difficulty  of  a 
wartime  economy.  For  the  total  war  in  which  we  are  in- 
volved, the  very  minimum  standard  of  living  for  everyone  is 
indispensable,  as  is  also  the  maximum  war  output  per 
individual.  The  problem  is  how  to  get  everyone  working  to 
his  utmost  with  the  very  minimum  of  immediate  reward. 

Living  Standards  versus  War  Production 

A  major  war  produces  a  tremendous  dislocation  of 
income,  and  consequently  of  purchasing  power.  On  the 
one  hand,  many  businesses  such  as  the  automobile  business 
become  war  casualties;  salaried  people  must  work  longer 
hours  but  for  an  income  that  is  much  reduced  by  taxation; 
those  who  have  invested  their  savings  in  common  stocks, 
the  very  foundation  of  our  industrial  progress,  have  their 
income  taxed  first  in  the  hands  of  the  corporation,  and  then 
again  when  it  reaches  the  individual.  On  the  other  hand, 
wage  earners  in  most  cases  are  much  better  off.  They  are 


THE  ENGINEERING  JOURNAL     November,  1942 


621 


fully  employed  and  they  work  longer  hours  often  at  high 
overtime  rates.  Some  of  them,  who  ordinarily  would  be  con- 
sidered unemployable  command  good  wages  under  the 
present  acute  labour  shortage.  It  is  not  surprising  to  find 
them  breaking  out  in  a  spending  rash  and  buying  those 
things  which  heretofore  they  have  been  unable  to  buy. 
Thus  we  find  an  increased  demand  for  the  very  goods  the 
production  of  which  must  be  curtailed  or  cut  off  to  wage 
a  successful  war.  It  is  this  increased  demand  with  a  dimin- 
ished supply  of  such  goods  and  services  that  starts  the 
inflationary  spiral. 

How  best  to  curb  the  purchasing  power  of  the  individual 
while  the  war  lasts  is  the  question  facing  us  to-da^y.  Taxa- 
tion, rationing,  and  curtailment  of  production  of  non- 
essentials all  have  their  place,  but  if  carried  too  far  promote 
discontent,  and  for  maximum  output  it  is  indispensable 
that  our  workers  be  happy.  We  must  do  our  utmost  to 
induce  the  workers  to  postpone  the  enjoyment  of  the  fruits 
of  their  labour  until  after  the  war;  in  other  words,  to  save. 
It  is  of  no  great  importance  whether  the  savings  are  in  war 
loans,  or  in  bank  deposits,  or  in  paying  off  a  mortgage,  so 
long  as  the  money  is  not  spent  on  services  or  goods  the 
production  of  which  involves  the  use  of  man-power  or  of 
critical  materials.  It  should  be  recognized,  however,  that  a 
modicum  of  nonessentials,  and  even  of  luxuries  is  indis- 
pensable if  the  worker  is  to  be  kept  happy,  and  we  should 
concentrate  on  those  that  involve  the  least  use  of  man- 
power and  critical  materials. 

What  Is  "Essential"  ? 

The  individual  view  as  to  what  is  "essential"  depends 
largely  on  "whose  ox  is  gored."  There  is  the  example  of  a 
labour  deputation,  in  a  Canadian  province  that  prides  itself 
on  its  patriotism,  arguing  that  a  local  newsprint  mill  should 
not  be  shut  down,  but  that  instead  "non-essential"  indus- 
tries should  be  discontinued.  Needless  to  say,  the  deputa- 
tion did  not  elaborate  On  what  industries  it  considered 
"nonessential"  and  why.  We  in  the  light-and-power  busi- 
ness, until  recently  at  least,  have  considered  electricity  to 
be  indispensable.  True,  it  is  essential  for  the  mass  pro- 
duction of  munitions,  but  for  the  household  it  is  only  a 
convenience.  Further,  the  use  of  electric  power  for  the  dis- 
play advertising  of  goods,  the  sale  of  which  should  be 
restricted,  is  a  positive  detriment  to  the  war  effort. 

Essentiality  is  also  a  question  of  degree.  A  four-page 
newspaper  might  be  deemed  essential,  but  not  so  a  forty- 
page  one.  Wheat  and  flour  are  just  as  essential  for  our  war 
effort  as  shells,  but  we  do  not  need  all  the  400,000,000 
bushels  that  the  Canadian  prairie  produces.  When  pro- 
duction facilities  exceed  essential  needs,  efficiency  generally 
can  be  achieved  best  by  maintaining  capacity  operation  in 
enough  plants  to  produce  only  the  required  amount  of 
goods,  allowing  these  plants  an  adequate  supply  of  labour 
and  materials,  and  by  closing  down  plants  which  produce 
goods  in  excess  of  exact  needs.  This  already  has  been  done 
in  several  Canadian  industries,  such  as  sugar  refining.     . 

Essentiality  is  a  word  that  cannot  be  qualified.  Either  a 
thing  is  essential  or  it  is  not;  but  one  cannot  say  that  one 
thing  is  more  essential  than  another,  that  tanks  are  more 
essential  than  guns.  Both  are  needed  in  definite  proportions, 
although  one  may  be  needed  in  advance  of  the  other. 
Already  the  Englishman  has  been  forced  to  recognize  this 
and  has  done  away  with  priorities  almost  entirely.  To 
obtain  the  requisite  materials,  however,  a  "certificate  of 
essentiality"  is  required,  and  by  this  means  nonessentials 
are  cut  off  and  war  work  is  limited  to  what  existing  facilities 
and  resources  can  produce  efficiently. 

We  must  always  remember  that  there  is  a  definite  limit 
to  what  we  can  produce,  and  if  we  attempt  to  push  our 
production  too  far  we  end  by  actually  producing  less. 
The  law  of  supply  and  demand  works  as  far  as  labour  is 
concerned,  and  if  the  demand  exceeds  the  supply  the  loafer 
comes  into  his  own  and  efficiency  drops.  It  is  therefore 
imperative  that  we  cut  our  suit  according  to  our  cloth  and 


622 


concentrate  our  attention  on  the  more  effective  use  of  our 
existing  resources — men  as  well  as  materials. 

The  curbing  of  nonessential  spending  by  companies  and 
by  governments  insofar  as  it  involves  the  use  of  man-power 
and  of  critical  materials  is  just  as  important  as  in  the  case 
of  the  individual.  Expenditures  for  extensions  and  replace- 
ments should  be  avoided  wherever  possible,  and  old  equip- 
ment made  to  last.  Accounting,  sales,  and  other  depart- 
ments should  be  streamlined  to  eliminate  all  unnecessary 
posts,  current  maintenance  should  be  deferred  to  the  very 
limit.  For  example,  a  Canadian  power  company  is  adopting 
a  bi-monthly  accounting  period.  It  should  be  recognized, 
however,  that  company  policy  regarding  replacements  and 
maintenance  is  something  that  from  its  very  nature  is 
beyond  the  control  of  the  government  and  that  to  secure 
the  full  co-operation  of  the  companies,  it  is  indispensable 
that  labour  and  materials  for  maintenance  and  replace- 
ments be  made  available  as  necessary  on  a  high  prioritjr. 
Otherwise  the  far-sighted  plant  manager  is  likely  to  stock 
up  with  spare  parts  and  keep  his  plant  in  a  high  state  of  I 
repair  for  fear  of  getting  caught  with  a  prolonged  shutdown  I 
because  of  material  or  labour  shortage. 


Governments  Can  Economize  Too 


For  years  civil  government  has  been  absorbing  a  greater 
and  greater  proportion  of  workers,  but  we  have  now- 
reached  a  point  where  we  must  revert  to  the  simpler  life 
of  earlier  days.  Our  various  government  agencies  now  pro- 
vide innumerable  services  ostensibly  for  the  benefit  of  the 
public  that  could  be  dispensed  with  until  after  the  war. 
Every  civil  servant  that  can  be  diverted  to  war  work  is 
just  so  much  clear  gain  even  if  his  full  former  salary  is 
continued.  Public-utility  commissioners,  judges,  and  so 
forth,  have  the  experience  needed  to  administer  the  various 
war  controls,  and  already  in  Canada  the  services  of  such 
men  are  being  utilized  in  war  jobs. 

Throughout  the  country  the  construction  of  public  works 
such  as  roads  is  rapidly  being  tapered  off  and  before  long 
we  expect  to  see  it  cease  altogether,  as  more  and  more  of 
our  political  leaders  are  realizing  that  such  work  is  carried 
out  only  at  the  expense  of  our  war  effort.  A  much  more 
difficult  problem  arises  in  connection  with  works  having  a 
wartime  justification  such  as  housing  projects.  Here  it  is  a 
case  of  relative  importance.  We  must  always  remember 
that  every  house  we  build  is  at  the  expense  of  our  pro- 
duction of  guns  and  tanks,  and  we  must  decide  which  we 
need  more.  Obviously  it  is  better  to  be  somewhat  over- 
crowded than  to  have  our  country  overrun  by  the  enemy. 
Too  much  overcrowding  however  results  in  discontent 
among  workmen  and  a  lowering  of  the  war  output  per  man. 
The  danger  is  that  local  pressure  groups  will  force  the 
building  of  housing  projects,  when  in  the  national  interest 
the  man-power  and  the  materials  are  more  urgently  required 
for  other  purposes.  Such  pressure  groups  usually  are  led  I 
by  well-meaning  citizens  who  think  they  are  doing  a  public  I 
service,  but  their  activities  should  be  recognized  in  their  l 
true  light  as  one  of  the  most  effective  forms  of  sabotage. 

In  such  questions  the  short-term  view  must  be  taken. 
It  is  the  current  expenditure  of  material  and  man-power 
that  counts.  Whether  it  be  a  barracks,  a  munitions  factory, 
or  a  housing  project,  the  use  of  temporary  instead  of  per- 
manent construction  is  fully  justified  wherever  any  saving 
can  be  made  in  man-power  or  critical  materials,  as  this  will 
mean  that  many  more  ships  and  guns  can  be  turned  out 
currently,  and  they  are  needed  now. 

Our  armed  forces  constitute  the  chief  drain  on  our  total 
man-power  and  therefore  it  is  the  efficiency  with  which 
they  are  employed  that  is  the  main  factor  in  our  war  effort. 
The  total  number  of  men  in  the  army  means  nothing.  It  is 
the  number  that  can  strike  in  a  theatre  of  war  and  their 
fire-power  that  counts.  It  is  not  the  number  of  tanks  and 
airplanes,  but  their  fighting  qualities  that  count.  Too  often 
in  democratic  countries  sectional  pressure  leads  to  forces 
being  immobilized  to  guard  against  possible  hit-and-run 


November,  1942    THE  ENGINEERING  JOURNAL 


raids  and  other  military  diversions.  Also,  shore  establish- 
ment in  dockyards  may  be  built  up,  although  repair  work 
might  be  done  with  less  use  of  man-power  by  shipbuilding- 
contractors.  More  men  may  be  used  to  guard  munition 
plants  than  would  be  required  to  restore  any  damage  likety 
to  arise  from  sabotage  if  the  plants  were  left  unprotected. 
These  are  questions  that  should  be  dealt  with  by  the 
General  Staff,  but  it  is  the  duty  of  every  citizen  to  see  that 
the  General  Staff  in  making  these  decisions  is  unhampered 
by  the  sinister  activities  of  pressure  groups. 

If  We  are  to  Stop  Losing  this  War — 

If  we  are  to  stop  losing  the  war,  further  industries  and 
businesses  will  have  to  be  shut  down.  In  some  instances 
these  necessary  changes  involve  disturbing  implications. 
South  Africa,  for  example,  is  almost  entirely  dependent 
upon  the  gold-mining  industry,  but  that  industry  is  not 
essential  to  the  war  effort  of  the  United  Nations.  It  is 
only  by  the  drastic  curtailment  of  nonessential  industries 
that  sufficient  labour  can  be  made  available  to  relieve  the 
acute  shortage  in  war  industries.  The  40-hour  week  and 
the  various  conditions  of  labour  which  require  the 
employment  of  three  men  where  two  would  do,  juris- 
dictional limitations  which  prevent  a  man  from  handling 


more  than  one  job — these,  too,  are  contrary  to  the  national 
interest  in  wartime  when  all  must  produce  the  utmost. 

We  in  the  power  business  have  had  to  slip  into  reverse. 
It  is  no  easy  matter  to  overcome  the  training  of  years  and 
start  saving  electricity  so  that  it  will  be  available  in 
sufficient  quantity  for  essential  war  industries.  That  is  to 
say,  we  must  forego  sales  that  are  our  bread  and  butter 
to  take  on  business  that  is  financially  unattractive.  At  least 
one  power  company  in  Canada  is  already  replacing  copper 
conductors  with  iron  wire  on  lightly  loaded  primary  cir- 
cuits so  as  to  make  more  of  this  scarce  metal  available  for 
war  purposes. 

Beware  of  the  individual  who  looks  upon  the  war  as  a 
golden  opportunity  to  introduce  his  pet  social  theory,  such 
as  prohibition  which  was  foisted  on  the  country  in  the  last 
war.  Thumbs  down  on  those  who  by  spreading  racial, 
sectional,  religious,  or  class  prejudice,  would  divide  and  rule. 

Promote,  particularly  among  those  in  the  lower  income 
brackets,  a  better  understanding  of  the  reasons  for  war 
hardships.  Provide  the  necessary  incentive  so  all  will  work 
to  the  utmost.  Save  both  as  individuals  and  in  one's  official 
capacity  so  that  man-power  and  material  can  be  conserved 
for  war  work.  This  is  the  way  to  step  up  our  wartime 
national  efficiency. 


SALVAGE  AND  SUBSTITUTES 


On  October  17th,  fifteen  hundred  production  men  attend- 
ed a  conference  of  munitions  manufacturers.  It  was  held  in 
Toronto,  and  was  called  by  the  Production  Coordinator  of 
the  Department  of  Munitions,  H.  J.  Carmichael.  The  topic 
was  how  to  produce  to  capacity.  Waste  must  go.  Materials, 
machinery  and  man-power  must  be  made  to  go  farther,  by 
substitutions,  redesigning,  and  new  methods.  The  Minister, 
C.  D.  Howe,  sent  a  special  message  to  the  gathering.  The 
staff  of  his  department  had  arranged  an  impressive  show  of 
examples  where  savings  have  already  been  made.  The 
changes  they  illustrated  have  already  led  to  savings  amount- 
ing to  over  one  hundred  and  fifty  million  dollars  annually, 
and  to  the  release  of  valuable  machine  tools,  rubber,  copper, 
tin,  and  labour.  Canadian  industry  is  required  to  continue 
and  intensify  this  effort.  What  has  already  been  accom- 
plished, said  Mr.  Carmichael,  only  scratches  the  surface. 

The  exhibits  showed  the  astonishing  effect  of  changes  in 
details  or  small  parts.  For  example,  redesign  of  the  rear 
catch  of  the  Bren  machine  gun  magazine,  formerly  welded 
but  now  stamped,  saves  198,000  pounds  of  copper  coated 
welding  rod,  $39,000  worth  of  oxygen  and  acetylene,  saves 
515,592  man-hours  and  releases  ten  milling  machines  and 
24  welding  positions  at  the  cost  of  six  new  machines,  result- 
ing in  an  estimated  annual  saving  of  $339,112.  Hundreds 
of  other  instances  could  be  named.  The  substitution  of  Can- 
adian-made wood  pulp  for  the  imported  cotton  linters  for- 
merly used  in  nitrocellulose  manufacture  for  explosives,  in- 
creases our  nitrocellulose  manufacturing  capacity  and 
shows  a  net  annual  saving,  including  exchange,  of  two 
million  dollars. 

The  exhibition  was  in  fact,  an  extraordinary  pooling  of 
trade  secrets  and  methods.  Production  men  were  not  only 
asked  to  save  critical  materials,  machines  and  man-hours, 
they  were  shown  how  it  was  being  done  and  how  it  could 
be  done.  They  were  assured  by  officials  of  Army,  Navy 
and  Air  Force  Inspection  Boards  that  although  there  would 
still  be  insistence  on  high  quality  the  programme  would  have 
the  full  co-operation  of  their  inspection  authorities. 

Not  only  were  the  production  men  asked  to  turn  their 
own  engineering  staffs  on  to  the  problems  of  conservation 
by  redesign,  simplification  and  substitution,  they  were  asked 
to  seek  out  and  welcome  suggestions  from  all  their  workers. 


"Suggestion  box"  systems  which  have  been  successful  in 
some  of  the  larger  plants  were  described  and  recommended 
as  sources  of  new  ideas. 

Canadian  production  of  munitions  and  supplies  will  reach 
its  peak  early  in  1943,  at  an  estimated  total  of  $3,700,000,000 
a  year.  In  face  of  a  programme  that  is  taxing  our  raw 
material  supplies,  plant  capacity  and  man-power  to  the 


A  corner  of  the  exhibit  at  the  munitions  manufacturers  con- 
conference  in  Toronto  on  October  17th. 

utmost,  the  time  has  now  come  for  intensive  development 
of  every  possible  resource,  not  only  in  material  and  machines, 
but  in  human  ingenuity  as  well.  The  Carmichael  conference 
was  not  twenty-four  hours  old  before  immediate  results 
were  becoming  manifest.  A  change  in  production  method, 
inspired  by  the  conference,  was  announced  by  a  large  muni- 
tions plant.  The  change  will  permit  reallocation  of  300 
workers  to  other  tasks.  Investigation  of  material  replace- 
ment possibilities  was  under  way  in  many  plants.  A  major 
munitions  project  announced  its  intention  to  adopt  the 
government-endorsed  "suggestion  box"scheme  immediately. 
A  company  which  had  applied  for  a  building  project 
cancelled  the  request.  Canadian  wartime  industry  is 
buckling  down  to  the  stern  job  of  making  the  most  of 
what  we've  got. 


THE  ENGINEERING  JOURNAL     November,  1942 


623 


MANPOWER    CONTROL   IN    CANADA 


At  the  recent  joint  meeting  of  The  Engineering  Institute 
of  Canada  and  the  American  Society  of  Civil  Engineers  at 
Niagara  Falls,  Ont.,  an  address  on  this  subject  was  given 
by  the  general  secretary  of  the  Institute;  his  remarks  form 
the  basis  of  the  following  article.  As  our  members  know,  Mr. 
Wright's  services  are  lent  to  the  government,  and  he  is  now 
assistant  director  of  National  Selective  Service  at  Ottawa. 
The  director  of  the  Wartime  Bureau  of  Technical  Personnel, 
H.  W.  Lea,  m.e.i.c,  was  present  at  the  meeting  and  added 
to  the  information  presented  by  Mr.  Wright. 

Few  Canadians  yet  realize  the  wide  scope  and  real 
importance  of  the  operations  of  the  National  Selective 
Service  organization,  or  the  active  part  which  the  Institute 
and  kindred  societies  took  in  the  early  stages  of  its  develop- 
ment. Obviously  there  must  be  proper  control  and  utiliza- 
tion of  all  our  man-power  if  our  war  effort  is  to  be  a  total 
one.  Thus  the  means  by  which  this  vital  need  is  being 
supplied  must  be  of  primary  interest  to  every  Canadian 
and  especially  to  engineers,  because  the  first  steps  taken 
dealt  with  the  availability  of  technically  trained  men. 

Late  in  1938 — before  war  began — the  Department  of 
National  Defence  asked  the  three  national  technical 
institutes  (the  Canadian  Institute  of  Chemistry,  the  Cana- 
dian Institute  of  Mining  and  Metallurgy,  and  The  Engineer- 
ing Institute  of  Canada),  to  circularize  their  membership  in 
order  to  establish  a  roster  of  technical  personnel  giving  the 
information  necessary  for  the  utilization  of  such  persons  in 
time  of  war.  This  is  believed  to  have  been  Canada's  first 
effort  to  survey  any  part  of  the  man-power  field  for  war 
purposes.  The  request  was  encouraging  for  it  accepted  the 
principle  that  members  of  a  specialized  group  are  the  people 
best  qualified  to  deal  with  that  group. 

A  committee  made  up  of  the  secretaries  of  the  three 
institutes  was  established  to  carry  out  the  work.  Recogniz- 
ing the  national  importance  of  such  a  registration,  the 
committee  recommended  that  registration  should  go 
beyond  the  membership  of  the  three  institutes,  and  include 
the  provincial  associations  of  professional  engineers,  and 
certain  other  organizations  whose  membership  could  be 
classified  as  technical. 

A  questionnaire  devised  and  supplied  by  the  Department 
of  National  Defence  was  circulated  to  a  consolidated 
mailing  list.  From  the  completed  forms  the  information  was 
transferred  to  cards  upon  which  the  skills  and  competencies 
of  each  person  were  noted  in  the  form  of  a  coded  index. 

About  this  time  Ottawa  was  being  flooded  by  offers  of 
citizens  to  serve  in  almost  every  or  any  capacity.  To  handle 
this  there  was  set  up  by  the  Government  an  office  known 
as  the  Voluntary  Service  Registration  Bureau.  Eventually  all 
the  records  of  the  original  questionnaire  were  transferred 
to  that  office  thus  installing  the  technical  section  of  the 
Bureau.  The  valiant  efforts  of  its  small  staff,  however, 
could  not  cope  with  such  a  huge  task,  and  as  time  went  on 
the  usefulness  of  the  records  became  increasingly  limited. 

Late  in  1940  the  three  institutes  were  approached  again, 
this  time  by  the  Department  of  Labour.  By  now  the  war 
had  progressed  sufficiently  that  the  shortage  of  technical 
personnel  was  apparent,  and  it  became  more  than  ever 
urgent  that  something  be  done  about  it. 

The  Department  of  Labour  proposed  that  the  three 
institutes  should  combine  to  take  over  the  whole  problem 
and  work  out  their  own  solutions.  The  acceptance  of  this 
proposal  in  February  1941  resulted  in  the  establishment  by 
ordcr-in-concil  of  the  Wartime  Bureau  of  Technical 
Personnel.  The  three  institutes  recommended  to  the 
Minister  the  appointment  of  Elliott  M.  Little  to  the  post  of 
director  of  the  Bureau,  and  late  in  February  the  Bureau 
opened  its  office  in  Ottawa. 

The  direction  of  the  enterprise  was  left  entirely  in  the 
hands  of  the  voluntary  bodies,  while  the  costs  were  met  by 
the  Federal  Government.  It  is  pleasant  to  know  that  the 


Government's  confidence  in  this  technical  group  has  not 
been  misplaced.  The  results  of  the  work  of  the  bureau  are 
indeed  gratifying. 

In  view  of  the  desire  to  have  the  bureau  act  for  the  entire 
professional  group,  an  advisory  board  was  established,  upon 
which  representation  was  given  to  the  three  institutes,  the 
universities,  the  professional  associations  and  employers 
as  represented  by  the  Canadian  Manufacturers'  Associa- 
tion. Thanks  are  due  for  the  assistance  given  in  preliminary 
investigations  by  American  friends,  particularly  the 
National  Roster  of  Scientific  and  Technical  Personnel  in 
Washington  and  the  employment  office  of  the  Founder 
Societies  in  New  York. 

The  Bureau's  record  system  has  been  kept  very  simple. 
The  complete  story  of  each  person  is  kept  on  a  large  ques- 
tionnaire filed  alphabetically  with  smaller  cards  filed  under 
classification  code  numbers  to  indicate  competencies. 
In  this  way  any  person  can  be  found  by  name  and  any 
type  of  person  can  be  found  under  the  classification  code 
number. 

After  approximately  one  year  of  operation  a  very  helpful 
order-in-council  was  passed.  The  principle  features  of 
Order-in-Council  638  are  : 

(a)  That  no  technical  person  as  described  in  the  order 
can  take  a  new  position  without  having  a  permit  from  the 
Bureau. 

(b)  No  employer  can  take  into  his  employ  any  technical 
person  without  a  permit. 

(c)  Every  employer  will  have  to  maintain  the  seniority  of 
any  employee  who  leaves  his  services  for  more  essential 
work  at  the  request  of  the  Bureau  and  reinstate  him  at  the 
conclusion  of  that  work. 

The  total  number  of  registered  persons  is  about  25,000 
which  is  probably  80  per  cent  of  all  the  technical  personnel 
in  Canada.  The  Bureau  is  now  issuing  about  400  permits  a 
month. 

The  Bureau  is  also  concerned  with  the  availability  of 
students  following  technical  courses  at  the  universities,  and 
has  been  influential  in  the  establishment  of  a  control 
system  which  provides  for  the  postponement  of  their  call-up 
for  compulsory  military  service  during  their  college  courses, 
provided  that  they  enroll  in  the  C.O.T.C.  or  some  other 
unit.  Students  who  fail  to  pass  university  examinations, 
however,  may  be  called  up  immediately.  Post  graduate  study 
is  only  permitted  if  it  is  considered  to  be  in  the  national 
interest  or  in  aid  of  the  prosecution  of  the  war.  Permission 
is  refused  for  a  student  to  change  his  course.  These  and 
other  requirements  are  covered  by  Order-in-Council  8343. 

During  the  first  two  years  of  the  war  it  became  in- 
creasingly evident  that  peace  time  methods  of  obtaining 
workers  and  supervisory  personnel  were  quite  inadequate 
to  fill  the  needs  of  our  rapidly  expanding  wartime  in- 
dustries. Difficulties,  interferences,  and  confusion  developed 
in  existing  industries.  The  establishment  of  new  plants  and 
the  growth  of  old  ones  led  to  shortage  of  men  and  excessive 
labour  turn  over.  It  became  evident  that  a  very  extensive 
general  scheme  of  man-power  control  must  be  put  in  force. 
The  work  of  the  Wartime  Bureau  of  Technical  Personnel 
was  in  fact  an  essential  part,  but  only  a  part,  of  the  task 
of  man-power  control,  and  it  was  no  doubt  a  recognition 
of  this  fact  which  led  to  the  selection  of  Elliott  Little,  the 
director  of  the  Bureau,  to  direct  the  new  and  larger 
organization  now  found  to  be  necessary. 

Accordingly,  legislation  was  passed  putting  in  force,  some 
six  months  ago,  a  comprehensive  system  of  man-power 
control  under  the  name  of  National  Selective  Service.  Its 
original  form  was  modified  by  certain  changes  made  as 
recently  as  September  1st,  when  its  scope  and  the  powers  of 
the  board  were  extended,  so  as  to  make  a  reasonable  amount 
of  control  eventually  possible.   It  is  realized  that  many 


624 


November,  1912    THE  ENGINEERING  JOURNAL 


difficulties  are  ahead,  however,  and  that  it  will  take  time 
to  surmount  them. 

The  following  notes  will  help  to  indicate  the  principles  on 
which  National  Selective  Service  is  now  working: 

As  part  of  the  Selective  Service  authority,  the  Minister  of 
Labour  has  power  to  call  for  the  compulsory  registration  of 
any  groups  of  people  in  Canada.  This  is  being  done  and 
from  these  special  registrations  there  is  being  built  up  a 
man-power  inventory  of  everyone  in  the  Dominion. 

The  field  organization  is  using  the  existing  local  offices  of 
the  Unemployment  Insurance  Commission,  some  two 
hundred  in  number,  and  additional  offices  will  be  opened 
where  needed. 

The  outstanding  features  of  the  Selective  Service  legis- 
lation are  briefly  as  follows  : 

A  schedule  of  priorities  of  industries  has  been  established  to 
be  used  as  a  guide  by  the  employment  offices  in  placing  men. 

With  a  few  exceptions  no  person  may  leave  his  employ- 
ment without  giving  at  least  seven  days  notice,  and  no 
employer  may  lay  off  or  dismiss  a  worker  without  giving 
him  seven  days  notice.  The  purpose  of  these  important 
provisions  is  to  stabilize  the  movement  of  labour.  With  a 
scarcity  in  every  industry  it  was  not  reasonable  to  permit 
workers  to  wander  from  place  to  place  as  they  saw  fit 
without  regard  to  the  amount  of  time  lost  nor  was  it 
reasonable  to  permit  employers  to  dismiss  men  without 
giving  them  some  notice  whereby  they  might  arrange  for 
their  next  employment. 

As  Selective  Service  is  now  responsible  for  the  placement 
of  all  workers  it  is  absolutely  necessary  that  some  advance 
notice  be  given  of  the  requirements  of  employers  and  of  all 
dismissals  so  that  some  planning  can  be  done  in  advance. 
The  notice  also  provides  a  cooling-off  time  for  both  employer 
and  the  employee  in  which  a  decision  not  to  be  separated 
might  be  made. 

No  employer  may  take  into  employment  or  discuss 
employment  with  any  worker  who  does  not  carry  with  him 
a  permit  issued  by  a  Selective  Service  officer  whereby  he  is 
permitted  to  be  interviewed  and  to  be  employed.  These 
permits  are  obtained  when  the  seven  days  notice  of  separa- 
tion is  brought  to  the  Selective  Service  officer. 

The  permit  is  usually  limited  to  the  area  in  which  the 
office  functions,  that  is,  a  worker  may  not  move  back  and 
forward  across  the  country  unless  he  has  a  permit  author- 
izing him  to  do  so.  A  great  deal  of  the  travelling  done  by 


labour  was  induced  by  employers  themselves  who  were 
constantly  making  their  needs  known  in  other  parts  of  the 
country. 

The  permit  may  also  limit  the  work  to  a  single  establish- 
ment or  to  a  single  industry  or  to  a  single  occupation.  In 
this  way,  absolute  control  is  given  over  the  direction  of  all 
unemployed  labour. 

A  disturbing  factor  in  the  labour  market  has  been  a  multi- 
plicity of  "help  wanted"  advertisements  appearing  in  the 
daily  papers.  The  new  legislation  now  prohibits  advertising 
unless  the  advertisement  is  approved  by  a  Selective  Service 
officer. 

Any  person  who  has  been  out  of  work  for  seven  days  may 
be  placed  in  employment  by  an  officer  and  he  may  not 
leave  this  employment  without  the  permission  of  the  same 
officer. 

Any  person  who  has  been  only  partially  employed  for  a 
period  of  fourteen  days  may  be  moved  to  other  work  of  a 
high  essentiality  where  he  may  work  full  time. 

Provision  has  been  made  for  certain  supplementary 
allowances  to  compensate  workers  when  they  are  transfer- 
red by  a  Selective  Service  officer.  These  allowances  include 
travelling  compensation  and  compensation  when  the 
earnings  on  the  new  position  are  less  than  those  of  the 
position  from  which  he  was  transferred.  Advances  can  also 
be  made  at  the  commencement  of  new  employment  to  help 
a  worker  until  his  first  pay  is  received. 

Severe  penalties  are  provided  for  infraction,  fines  up  to 
$500  may  be  assessed  and  imprisonment  up  to  twelve 
months  with  hard  labour  or  both  fine  and  imprisonment. 

This,  in  essence,  covers  the  labour  controls  now  in  force 
in  Canada.  Some  weaknesses  have  been  found  in  the 
legislation  but  they  are  not  serious  and,  on  the  whole,  it  is 
believed  excellent  results  can  be  obtained  from  the  present 
regulations. 

It  is  evident  that  during  a  brief  transition  period  there 
will  be  some  confusion  and  even  misunderstanding,  but 
eventually  the  controls  will  work  smoothly  as  their  neces- 
sity becomes  understood.  Many  employers  have  already 
reported  greatly  improved  conditions,  although  there  has 
not  yet  been  time  for  the  system  to  function  to  its  full 
extent. 

With  the  support  of  the  public  the  job  can  be  done. 
Engineers  form  an  influential  section  of  that  public,  and 
their  assistance  will  be  specially  helpful. 


BROTHERS    OF   THE    BRIDGE 

A.  L.  CARRUTHERS,  m.e.i.c. 
Bridge  Engineer,  Provincial  Department  of  Public  Works,  Victoria,  B.C. 

From  an  address  presented  to  the  Victoria  Branch  of  the  Engineering  Institute  of  Canada, 

on  January  19,  1940 

Abstracted  by  R.  C.  PURSER,  m.e.i.c. 


When  the  Dark  Ages  descended  upon  Europe  after  the 
fall  of  the  Roman  Empire,  progress  in  the  arts  and  sciences 
received  a  shock  that  made  its  impress  felt  for  a  thousand 
years.  Law  and  order  were  disrupted,  trade  and  commerce 
almost  ceased,  and  fear  and  suspicion  prevailed  everywhere. 
Barbarism  terrorized  the  population  for  many  years. 

Included  in  the  general  disintegration  was  the  art  and 
science  of  transportation,  developed  by  the  Romans  to  a 
high  point  in  their  many  conquests.  Roads  and  bridges,  so 
necessary  to  them  in  the  subjugation  of  outlying  countries, 
became  a  danger  to  those  countries  now  that  the  imperial 
power  had  become  dissipated.  Such  facilities  were  an  invita- 
tion to  the  invader  to  loot,  rob,  pillage  and  destroy.  For 
this  reason  they  were  largely  neglected  and  sometimes  even 
done  away  with,  a  course  of  action  that  was  concurred  in  by 
the  Church,  which  maintained  that  rivers,  gorges  and 
mountains  were  made  by  Providence  to  keep  peoples  apart. 


The  consequences  to  trade  and  to  the  whole  political, 
social  and  commercial  structure  of  Europe  were  tremendous. 

After  the  first  period  of  utter  chaos  was  over,  a  system  of 
society  distinctive  to  the  age  was  slowly  evolved.  Human 
beings,  like  every  other  animate  creature,  must  eat  to  live. 
So  back  to  mother  earth  they  were  forced.  In  time  as  they 
gradually  attained  a  measure  of  abundance  they  felt  the 
necessity  of  defending  themselves  and  their  possessions 
and  of  building  up  some  semblance  of  law  and  order.  Out  of 
this  necessity,  through  long  centuries  of  darkness,  they 
groped  their  way  toward  and  into  the  feudal  system,  an 
economic,  political  and  social  system  based  simply  and  only 
upon  fixed  property — land  and  buildings. 

It  would  take  too  much  space  here  to  trace  the  complete 
development  of  this  system  in  western  Europe  throughout 
the  mediaeval  period,  to  describe  its  amazing  virility  and 
the  reasons  why  some  vestiges  of  it  still  persist  in  such  a 


THE  ENGINEERING  JOURNAL     November,  1942 


625 


democratic,  highly  industrialized  country  as  England  is 
to-day.  Although  it  was  a  good  system  for  the  times,  in 
that  by  fixing  society  to  the  soil  it  brought  barbarism  to  a 
halt,  it  had  many  limitations,  not  the  least  of  which  was  the 
fact  that  it  steadily  resisted  the  free  movement  of  trade.  For 
this  reason  feudalism  saw  no  necessity  for  the  extensive 
development  of  transportation  facilities,  and  was  disin- 
clined toward  any  outstanding  contribution  that  would  tend 
to  break  down  the  generally  held  notion  that  geographic 
barriers  were  meant  to  keep  people  apart.  But  it  could  not 
stifle  such  development  entirely. 

An  important  feature  of  the  times  was  the  place  of 
monasticism  in  social  life.  All  monasteries  were  not  started 
initially  as  religious  institutions — they  existed  long  before 
the  Christian  era — but  those  organized  and  supported  by 
the  Church  naturally  emphasized  the  religious  side  of  life. 
To  a  large  extent  they  were  established  and  maintained  by 
men  who  craved  to  be  emancipated  from  the  ennui  that  was 
eating  their  hearts  out,  those  who  found  themselves  un- 
employed, frustrated,  disillusioned  and  generally  "fed  up." 
There  are  records  to  show  that  they  were,  at  times,  started 
simply  as  unemployment  camps  to  which  flocked  thousands 
of  people  from  every  class  of  society,  simply  to  find  an  escape 
or  asylum  for  themselves.  Their  ranks  included  the  lazy,  the 
active,  intelligent,  illiterate  and  educated,  the  saint,  the 
sinner,  the  serf,  freeman  and  knight,  and  even  feudal  lords. 

The  monasteries  were  feudal.  The  abbots  of  the  monastery 
were  feudal  lords.  Their  overlord  and  source  of  property  rights 
might  be  a  baron,  a  prince  or  king,  a  bishop,  or  as  evolved  in 
later  years  the  Pope  at  Rome.  Fees  or  dues  were  paid  in 
produce  or  later  on  in  money,  or  both.  To  maintain  their 
own  health  and  sanity  in  these  institutions  the  monks 
toiled  and  also  impressed  upon  their  members  the  duty  and 
dignity  of  worthwhile  work.  They  turned  to  practical 
pursuits,  to  studies,  art,  science,  literature,  farming  and 
what  is  of  interest  to  the  modern  engineer,  in  the  course  of 
time  some  of  them  turned  to  bridge  building. 

Among  the  privileges  bestowed  upon  the  monks  by  their 
feudal  lords  was  that  of  collecting  tolls  on  roads,  bridges  and 
ferries.  These  tolls  they  turned  into  the  monastic  treasury 
and  from  them  the  monks  received  their  subsistence.  This 
was  in  recognition  of  their  commendable  service  in  establish- 
ing hostels  for  the  care  and  protection  of  transients  and 
travellers.  But  it  was  a  poor  subsistence  as  trade  and 
travel  in  those  days  was  not  extensive. 

In  time  the  monks  established  for  themselves  an  enviable 
reputation.  Their  humble  services  were  greatly  appreciated 
all  over  Europe,  and  even  barbarous  tribes  while  making 
their  raids  seldom  disturbed  them.  This  esteem  became 
fixed  in  codes  of  behaviour  and  law,  and  turned  out  to  be  a 
very  important  factor  in  their  success. 

As  travel  became  more  general  the  monks  were  requested 
to  take  on  the  maintenance  of  highways  and  collect  dues 
therefor.  More  and  more  responsibility  was  assumed.  Their 
overlords  thought  enough  of  their  efforts  to  help  in  the  good 
work.  In  the  meantime  more  settled  conditions  obtained 
and  their  thoughts  turned  to  replacing  bridges  that  had 
been  destroyed  and  to  substituting  bridges  for  ferries. 

As  a  guide  they  had  the  remains  of  old  Roman  bridges, 
and  there  is  evidence  to  show  that  they  were  quite  familiar 
with  the  bridge  work  in  Italy.  They  started  to  study  and 
to  draw  plans.  As  most  of  their  buildings  were  of  brick  and 
stone,  good  masons  were  available;  and  as  some  monastic 
estates  were  hewn  out  of  the  dense  forests  they  had  men 
trained  in  timber  work. 

At  first  their  attempts  were  rather  feeble  and  were  much 
opposed  by  the  religious  prejudices  against  bridging  gulfs  of 
separation  established  by  Providence.  Other  forces  rendered 
their  efforts  difficult  if  not  futile.  Ultimately  in  1154  so  as 
more  effectually  to  carry  on,  the  bridge  builders  among  the 
Benedictines,  an  important  order  in  southern  France  to 
which  they  belonged,  separated  therefrom  and  organized  at 
Maupas  as  Fratres  Pontifices — a  bridge-building  brother- 
hood. Their  leader  was  Bénezet,  a  monk  of  great  courage, 


626 


marvellous  personality  and  with  a  constructive  mind  that 
refused  to  be  trammelled  by  the  deadening  absolutism  of 
philosophic  thought  of  the  day. 

Apparently  the  Brothers  of  the  Bridge  were  loosely 
organized  for  the  reason  that  they  held  little  land  and  were 
dependent  for  funds  upon  the  barons,  bishops  and  over- 
lords who  were  sufficiently  concerned  with  improved 
facilities.  They  were  students,  workers  and  organizers,  and 
inspired  confidence  and  respect.  The  old  tradition  of  "hands 
off"  stood  them  in  good  stead.  From  place  to  place  and 
country  to  country  they  sent  their  missionaries,  establishing 
branches  of  the  order  wherever  they  found  intelligent, 
enterprising  and  progressive  groups  who  were  willing  to 
plan  and  work.  Thriving  municipalities  sent  for  them  to 
assist  in  designing  and  supervising  their  bridges. 

In  their  organization,  built  up  somewhat  the  same  as 
other  feudal  orders,  the  abbot  was  Pontifex  Maximus.  One 
of  these  attained  the  position  and  dignity  of  Pope  and  ever 
since  then  one  of  the  highest  titles  conferred  upon  His 
Holiness  is  that  of  Pontifex  Maximus.  Legend  connects 
this  with  the  Pope's  power  to  bridge  the  gulf  between  earth 
and  heaven,  a  natural  deduction  as  priests  in  quite  early 
times  supervised  bridge  building  and  were  always  required 
to  officiate  at  dedications. 

One  of  their  finest  structures  was  that  over  the  Rhône  at 
St-Esprit,  completed  in  1309  A.D.,  and  consisting  of  26 
stone  arches,  86-foot  to  114-foot  spans,  roadway  18  feet 
wide  and  a  total  length  of  2,700  feet.  For  years  it  was  the 
longest  masonry  bridge  in  existence.  At  Lyons,  La  Rochelle, 
Villeneuve  and  Saintes  there  were  similar  structures.  But  a 
complete  list  would  be  too  lengthy  here.  We  shall  mention 
only  two  of  them  in  detail. 

One  of  the  earlier  bridges,  constructed  under  the  direction 
of  Bénezet  himself  shortly  after  thé  formation  of  this  order, 
was  that  over  the  Rhône  at  Avignon.  It  was  a  magnificent 
structure  for  the  times  consisting  of  22  stone  masonry 
arches  on  stone  piers,  a  roadway  13  feet  wide  and  at  a  level  I 
46  feet  above  high  water.  A  chapel  to  St-Nicholas,  the  I 
guardian  saint  of  river  travellers,  was  built  on  the  main  I 
central  pier. 

Legend  has  it  that  Bénezet  came  to  the  Rhône  at  Avignon   \ 
in   1177  in  response  to  divine  command,  spent  his  last 
farthing  to  be  ferried  across  the  river  and  then,  according 
to  an  account  in  "Mediaeval  Towns": 

"Bénezet  entered  the  city  and  sought  the  bishop  who 
was  preaching  to  the  people  in  the  abbey  and  said,  'Stay, 
an  angel  hath  sent  me  to  build  a  bridge  over  the  Rhône.' 
The  bishop  holding  him  a  mocker  threatened  to  lead  him 
to  the  provost  to  be  chastised  and  his  feet  and  hands  cut 
off  as  a  vile  knave.  'But,  I  have  been  sent  by  a  divine 
message  to  build  the  bridge,'  stated  Bénezet.  'Thou  base 
varlet  that  hast  naught',  returned  the  bishop,  'and  yet 
pratest  of  building  a  bridge,  when  neither  St-Peter,  nor 
St-Paul,  nor  great  Charles  the  Emperor  hath  been  able 
to  build  it.  But  I  will  give  thee  a  stone  at  my  palace  and 
if  thou  canst  carry  it  away,  I  will  believe  thee.' 

"So  Bénezet,  the  bishop  and  a  great  crowd  went  to  the 
palace.  And  Bénezet  carried  a  stone  that  thirty  men 
could  not  move  as  easily  as  if  it  were  a  pebble  and  laid  it 
down  for  the  foundation  of  the  bridge.  Then  thanks  were 
given  and  they  all  cast  down  all  the  pieces  of  silver  they 
had  for  the  bridge;  and  so  the  great  bridge  was  begun." 
Thus  the  legend  goes  that  is  associated  with  the  com- 
mencement  of   this   bridge.   Historical   records,   however, 
state  that  Bénezet  was  already  prior  of  the  Brothers  of  the 
Bridge  at  Maupas,  where  the  order  was  first  established, 
and  they  had  been  planning  for  years  for  such  a  project. 

On  completion  of  this  bridge  Bénezet  was  made  a  saint 
and  the  Friars  Pontiff  had  privileges  lavished  upon  them. 
Barons,  bishops,  kings  and  popes  granted  indulgences 
to  those  who  contributed  funds  or  labour  to  build  and 
maintain  bridges  under  their  supervision.  Benezet  estab- 
lished branches  of  the  order  at  Avignon  as  well  as  at 
other  important  centres  in  France. 

Kovernber,   1912    THE  ENGINEERING  JOURNAL 


In  those  days  quite  a  number  of  bridges  were  built  by 
religious  orders  in  England,  but  whether  any  of  these 
orders  were  connected  with  the  Brothers  of  the  Bridge  is  not 
clear.  The  first  bridge  over  the  Thames  was  a  timber  trestle 
built  in  the  tenth  century  by  a  religious  order  founded  by 
the  ferryman's  daughter  for  the  purpose.  It  was  later 
destroyed  by  fire,  rebuilt,  and  burned  down  again. 

The  celebrated  Old  London  Bridge  was  started  in  1176  by 
Peter  of  Colechurch,  a  Friar  Pontiff.  He  laboured  at  it 
faithfully  for  years  but  died  in  1205  before  its  completion 
and  was  buried  in  a  crypt  in  the  chapel.  King  John  had 
been  so  impressed  by  the  work  of  the  Brothers  in  France 
that  he  sent  for  Isambert,  a  celebrated  builder  of  the  time. 
Isambert  completed  the  bridge  in  1209.  Afterwards  build- 
ings were  erected  on  top  of  the  piers,  along  and  over  the 
roadway  and  sidewalks,  some  of  them  extending  away  out 
over  the  structure. 

There  were  20  arches  in  all,  a  single  draw  span  and  two 
defence  towers.  The  piers  were  founded  on  piles  with  timber 
grillage.  The  total  length  was  940  feet. 

Soon  everything  pertaining  to  the  life  of  Old  London 
centred  around  London  Bridge.  Meetings,  riots,  celebra- 
tions, executions,  duels,  courting,  begging,  suicides,  murders, 
robbing,  stargazing  and  shopping  were  accommodated  by 
the  old  structure  to  such  an  extent  that  it  is  amazing  how 
room  was  left  for  traffic. 

From  the  time  it  was  finished  until  it  was  removed  six 
hundred  years  later  it  continued  to  fall  down  in  parts. 
"London  Bridge  is  Falling  Down,"  the  celebrated  song  and 
game  sung  and  played  all  over  the  English-speaking  world, 
had  its  origin  in  this  circumstance.  Every  line  of  it  has  a 
historical   significance. 


Serious  foundation  defects  developed  in  1770.  A  French- 
man, Labelye,  the  inventor  of  the  modern  caisson,  wa3 
called  in.  He  could  have  done  something  about  foundations 
for  a  new  pier,  but  for  one  already  built,  not  at  all.  Smeaton, 
of  lighthouse  fame,  was  called  in  and  deposited  large  blocks 
of  stone  riprap  all  around  and  saved  it. 

On  several  occasions  houses  split  in  two  and  toppled  over 
into  the  river.  Boats  fouled  the  piers  and  sank.  Five  more 
or  less  disastrous  fires  occurred.  During  one  of  these,  3,000 
people  were  burned  to  death  or  drowned.  Finally  the  build- 
ings and  therefore  the  fire  hazard  were  removed  and  it 
looked  then  as  if  the  old  veteran  would  last  forever.  It 
stood  until  1830  when  it  was  replaced  by  the  present  really 
fine  stone  arch  structure  built  by  the  Rennies. 

So  with  the  few  records  available  and  a  knowledge  of  the 
times  in  which  they  lived  and  worked,  the  remains  of 
structures  still  existing,  and  a  little  imagination,  we  can 
arrive  at  a  fair  estimate  of  the  work  of  these  faithful 
Brothers.  They  started  out  in  southern  France  by  rendering 
a  small  but  commendable  service  to  harried  travellers.  They 
established  themselves  in  the  confidence  and  good  will  of 
all  peoples.  They  recognized  the  dire  need,  they  studied, 
planned,  ventured,  worked  and  accomplished  great  things  in 
themselves,  but  what  is  quite  as  important,  they  revived 
and  perpetuated  and  to  some  extent  improved  an  art  that 
would  otherwise  have  languished. 

Others,  especially  the  Italians,  did  carry  on  notable 
bridge  construction  throughout  the  mediaeval  period;  but 
undoubtedly,  the  work  of  the  Friars  Pontiff  and  their  lay 
brothers  in  France  where  their  finest  bridges  were  built 
had  much  to  do  with  the  rapid  advance  in  bridge  construc- 
tion during  and  after  the  Renaissance. 


Abstracts  of  Current  Literature 


TIMBER  BRIDGE  FLOATED  DOWN  TO 
DISMANTLING  POINT 

From  National  Lumber  Manufacturers  Association,  Washington,  D.C. 

Floating  a  full-sized  timber  bridge  down  a  river  it  once 
had  spanned  was  an  unique  feat  of  engineering  performed 
on  the  Kettle  River  in  Washington  when  the  waters  began 
to  pour  into  the  150-mile-wide  reservoir  of  the  new  Grand 
Coulee  Dam. 

Back  from  the  dam,  112  miles,  the  Great  Northern  Rail- 


road had  a  26-mile  branch-line  between  Spokane  and 
Republic.  Where  the  tracks  crossed  the  narrow  and  tur- 
bulent Kettle  as  it  raced  toward  the  Columbia,  there  was  a 
timber  bridge  that  had  been  doing  duty  since  1902. 

Since  the  rising  waters  of  the  vast  reservoir  would 
inundate  both  tracks  and  bridge  to  a  depth  of  two  feet, 
the  branch-line  had  to  be  moved.  The  bridge  timbers  were 
still   sound,   had   good  salvage    value,   and   it   would   be 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


wasteful  not  to  recover  them  in  the  process  of  removal. 

Rather  than  transport  derrick  and  piling  150  miles  over- 
land to  this  remote  spot,  engineers  decided,  instead  of  dis- 
mantling the  bridge  at  the  site,  to  try  an  innovation.  They 
would  drop  the  two  spans  of  the  bridge  down  onto  huge 
barges  and  float  them  down  the  river,  then  down  the 
Columbia  to  the  dam  where  they  could  be  dismantled  more 
economically  and  their  timbers  salvaged  for  further  service. 

But  a  difficulty  was  involved  in  this  neat  plan:  the  furious 
little  river  was  not  wide  enough.  However,  as  the  reservoir 
waters  would  rise,  they  would  back  into  the  Kettle  channel 
and  widen  it. 

A  delicate  problem  of  timing  then  came  into  play.  The 
water  level  in  the  Kettle  gorge  had  to  rise  but  not  too  high. 
A  new  bridge  to  carry  the  relocated  tracks  had  been  made 
ready  a  quarter-of-a-mile  downstream  and  there  was  none 
too  much  clearance  beneath  it  to  allow  for  passage  of  the 
barge-borne  timber  spans.  The  operation,  therefore,  had 
to  be  calculated  closely  against  the  rate-of-rise  of  the  water 
— and,  once  begun,  completed  in  a  hurry. 

It  took  two  days  to  bring  the  barges  and  the  necessary 
tugboats  from  the  dam,  up  the  two  rivers  to  the  site  of 
the  bridge.  The  Kettle  by  now  was  widened  and  quieted 
by  the  waters  which  were  steadily  backing  into  it.  In  one 
day,  a  crew  of  14  men  freed  the  bridge  from  its  moorings 
and  swung  it  down  on  the  waiting  barges.  In  another  two 
days,  it  was  at  the  dam  and;  in  four  days  more,  it  was 
dismantled.  Its  still-serviceable  timbers  were  valued  at  $15 
per  1,000  board  feet. 

As  a  matter  of  engineering  interest,  the  bridge  consisted 
of  two  Howe-truss  all-timber  spans,  one  68  ft.  long,  weighing 
90  tons,  and  the  other,  151  ft.  long,  weighing  210  tons. 
Its  deck  elevation  was  1,288  ft.  and  it  contained  100,000 
board  feet  of  lumber. 


THE  ENGINEERING  JOURNAL    November,  1942 


627 


THE  ROYAL  ELECTRICAL  AND  MECHANICAL 
ENGINEERS 

From  The  Engineer  (London),  Sept.  4,  1942 

Reference  has  already  been  made  in  our  columns  to  the 
formation  of  a  new  corps  called  the  Royal  Electrical  and 
Mechanical  Engineers.  It  is  now  announced  that  this  new 
corps  was  formally  inaugurated  on  October  1st.  During 
the  past  week  the  War  Office  arranged  a  press  visit  to  the 
new  R.E.M.E.  headquarters,  with  its  workshops  and  train- 
ing centres,  to  show  the  results  of  the  reorganization  which 
has  been  going  on  during  the  past  few  months.  In  the  main 
the  R.E.M.E.  includes  all  the  engineering  side  of  the 
R.A.O.C.  and  the  maintenance  staff  of  the  R.A.S.C.,  along 
with  a  portion  of  the  mechanical  maintenance  staff  of  the 
Royal  Engineers.  Major-General  E.  B.  Rowcroft,  a  former 
officer  of  the  R.A.S.C.,  has  been  appointed  Director  of 
Mechanical  Maintenance.  At  the  headquarters,  officers  and 
artificers  are  rapidly  being  trained  in  specialised  courses, 
the  former  according  to  their  engineering  qualifications  and 
the  latter  according  to  their  different  trades.  The  courses 
so  far  arranged  include  the  repair  and  recovery  of  armoured 
fighting  vehicles,  mechanical  transport  repair  and  recovery, 
and  armament  inspection,  along  with  a  course  for  R.E.M.E. 
staff  appointments  in  the  field.  Other  important  courses 
include,  those  in  electrical  work,  in  armour  plate  welding 
and  general  welding,  along  with  a  special  course  in  com- 
pression-ignition engines.  At  separate  establishments  other 
courses  are  given  in  field  artillery  equipment,  anti-aircraft 
artillery  equipment,  radio  and  wireless  equipment,  and  fire 
control  instruments.  In  all  these  courses  intensive  training 
is  given  under  conditions  which  correspond  as  closely  as 
possible  to  actual  field  work.  This  work,  which  includes 
rigorous  infantry  training,  covers  a  very  wide  range.  It 
includes  that  of  light  detachments  for  the  front  line  of 
battle,  mobile  brigade  workshops,  and  work  at  the  base 
depots  and  home  bases,  right  up  to  the  factories  themselves. 
The  repair  and  maintenance  work  of  the  R.E.M.E.  embraces 
tanks,  guns,  motor-cycles,  searchlights,  binoculars,  type- 
writers, and  wrist  watches.  All  tradesmen  in  the  ranks  will 
be  given  the  new  title  of  "craftsman."  The  new  badge  of 
the  Royal  Electrical  and  Mechanical  Engineers  is  officially 
described  as  "a  laurel  wreath  surmounted  by  a  crown,  four 
shields  on  the  wreath  bearing  the  letters  R.E.M.E.,  and 
within  the  wreath  a  pair  of  calipers,"  these  having  been 
chosen  as  an  indication  of  the  accuracy  which  is  demanded 
by  the  work  of  the  new  corps.  We  understand  that  the  new 
motto  for  the  R.E.M.E.  will  be  chosen  when  the  corps  has 
started  on  its  career. 

GROWTH  OF  MODERN  TYPES  OF 
SOVIET  LOCOMOTIVES 

From  Trade  &  Engineering  (London),  September,  1942 

Thirty-five  years  ago  well  over  50  per  cent  of  all  the 
steam  locomotives  in  Russia  were  fired  by  oil,  but  the  pro- 
portion now  probably  does  not  exceed  ten  per  cent,  for  while 
the  oil  production  of  the  U.S.S.R.  has  increased  since  the 
pre-1914  era  the  requirements  of  industry,  aviation,  agri- 
culture, and  the  army  have  gone  up  to  such  an  extent  that 
railway  needs  have  come  to  be  regarded  as  of  secondary 
importance  in  view  of  the  new  coalfields  exploited.  For  the 
same  reason  the  large-scale  construction  of  Diesel  locomo- 
tives inaugurated  ten  to  twelve  years  ago  has  been  stopped. 

This  change  in  fuel  probably  forms  the  greatest  funda- 
mental difference  between  Tsarist  and  Soviet  locomotives. 
It  is  true  that  the  number,  power,  and  size  have  increased 
enormously,  but,  that  is  merely  the  normal  progress  to  be 
expected  in  any  country.  Another  feature  is  the  use  of  con- 
densing tenders  in  arid  districts.  According  to  some  reports 
over  1,000  of  such  equipments  are  in  service,  but  possibly 
this  figure  should  be  regarded  with  reserve. 


Freight  Engines 

Some  years  after  the  last  war,  efforts  were  made  to  stand- 
ardize a  freight  locomotive  of  the  0-10-0  type,  and  a  few 
thousands  were  built  in  Germany,  Sweden,  and  the  U.S.S.R. 
They  were  designed  specifically  to  suit  as  many  lines  as 
possible,  and  therefore  the  axle-load  was  severely  restricted. 
They  were  the  most  powerful  engines  for  freight  traffic 
until  1931-32,  when  several  heavy  American-built  locomo- 
tives of  great  capacity,  with  the  2-10-2  and  2-10-4  wheel 
arrangements,  were  set  to  work  on  routes — particularly  in 
the  Donbass — where  track  and  bridges  had  been  strength- 
ened appreciably.  A  little  later,  a  4-8-2+2-8-4  Beyer- 
Garratt,  the  largest  locomotive  ever  exported  from  England, 
was  obtained,  and  about  1934  two  4-14-4  locomotives, 
weighing  300  tons  with  tender,  were  completed  at  Lugansk 
ostensibly  for  working  3,000-ton  mineral  trains  over  the 
then  new  Moscow-Donbass  direct  line.  At  the  same  time 
designs  were  prepared  for  standard  freight  and  standard 
passenger  engines  for  heavy  work,  to  take  advantage  of  the 
bridge  strengthening  and  track  relaying  which  were  being 
carried  out  as  part  of  the  second  Five-year  Plan.  The  freight 
engine — a  2-10-2 — was  modelled  largely  on  the  United 
States  engines  of  the  same  type  delivered  in  1931,  and  the 
passenger  engine — a  2-8-4 — had  boilers  and  cylinders  similar 
to  those  of  the  freight  class. 

The  now  very  numerous  2-10-2  engines  of  the  standard 
FD  (Felix  Dzerjinsky)  class  have  two  263^2  m-  by  30*4  in. 
cylinders  and  59  in.  coupled  wheels;  their  boiler  pressure 
is  213  lb.  per  sq.  in.  and  the  evaporative  heating  surface 
3,177  sq.  ft.  They  have  slab  frames,  wide  fire-boxes  with 
Belpaire  tops,  multi-element  E-type  superheaters,  feed- 
water  heaters,  mechanical  stokers,  and  boosters.  It  is  be- 
lieved that  engines  of  this  type  work  most  of  the  mineral 
traffic  on  the  Donbass,  Donbass-Moscow,  Kussbass-Ural, 
and  other  main  lines,  hauling  trains  up  to  3,000  tons  in 
weight  and  composed  of  40-50-ton  bogie  cars. 

Comprehensive  tests  with  locomotives  of  this  class, 
equipped  with  a  plain  circular  blast  nozzle,  showed  that  at 
an  hourly  firing  rate  of  about  120  lb.  per  sq.  ft.  of  grate 
area  the  evaporation  was  equivalent  to  13.5  lb.  of  steam 
per  sq.  ft.  of  evaporating  heating  surface,  and  that  a  tract ive 
effort  of  43,800  lb.  could  be  maintained  up  to  17-18  m.p.h.; 
at  35-37  m.p.h.  the  tractive  effort  at  the  wheel  rims  was 
25,000-24,000  lb.  The  minimum  steam  consumption  was 
equivalent  to  17.4  lb.  per  rail  h.p.  hour. 

Standard  Passenger  Class 

To  supersede  old  4-6-2  and  unsuccessful  three-cylinder 
4-8-0  engines  the  U.S.S.R.  Commissariat  of  Transport  in 
1933  began  to  develop  the  JS  (Josef  Stalin)  class  of  two- 
cylinder  2-8-4  express  and  heavy  passenger  locomotives, 
and  these,  with  various  detail  modifications  made  in  the 
last  seven  or  eight  years,  work  the  principal  passenger 
trains  on  the  Moscow-Leningrad  route  and  the  other  main 
lines  radiating  from  Moscow.  Streamlining  has  been  applied 
to  one  or  two  of  the  class. 

In  these  locomotives  the  26J/£  in.  by  30^  in.  cylinders 
drive  73  in.  wheels,  but  the  boiler  proportions,  rather  limited 
maximum  cut-off,  and  equipment  are  the  same  as  those 
of  the  FD  class;  the  differences  are  in  the  chassis — frame, 
wheels,  trucks,  boxes,  and  suspension.  Theoretically,  the 
boiler  should  have  the  same  evaporative  capacity,  but  in 
some  of  the  long  line  tests  conducted  the  plain  circular  blast 
nozzle  used  in  the  FD  type  was  superseded  by  a  special 
nozzle  with  separate  exhausts  from  right  and  left  hand 
cylinders,  and  having  four  circular  openings  with  an  aggre- 
gate area  32  per  cent  greater  than  that  of  the  FD  nozzle. 
This  was  largely  responsible  for  increasing  the  evaporation 
by  16-17  per  cent  to  about  15%  lb.  of  steam  per  sq.  ft.  of 
evaporative  heating  surface.  Other  results  of  the  improved 
draught  arrangements  are  the  reduced  back  pressure  and 
consequent  increased  horse-power, and  the  reduction  in  steam 
consumption  to  a  minimum  of  15^  lb-  Per  rau  h.p.  hour. 


628 


November,  1942    THE  ENGINEERING  JOURNAL 


DEVELOPMENT  OF  IMPACT-RESISTANT 
WINDSHIELDS 

From  S.A.E.  Journal  (New  York),  July  1942 


At  this  time  when  the  nation's  air  transportation  system 
is  important  to  the  war  effort,  the  maintenance  of  safe  and 
reliable  operation  assumes  added  significance.  Accordingly, 
the  conduct  of  technical  development  looking  to  the 
minimization  of  causes  of  accidents  not  only  is  necessary 
as  a  safety  measure  but  has  become  a  defence  urgency. 

One  of  the  most  serious  potential  hazards  to  air-carrier 
operation  involves  the  existing  lack  of  means  for  adequately 
protecting  windshields  against  collision  with  birds  during 
flight.  Such  collisions  usually  result  in  the  immediate  and 
total  decease  of  the  birds.  Unfortunately,  however,  they 
also  can  result  in  the  destruction  of  the  airplanes  involved 
and  in  the  death  of  their  occupants. 

Impact  forces  in  such  collisions  are  enormous.  Even  small 
birds  such  as  ducks  not  only  have  penetrated  the  wind- 
shield, but  one  in  particular  continued  through  the  bulk- 
head, travelled  the  length  of  the  cabin,  penetrated  the  rear 
cabin  wall,  and  lodged  finally  in  the  baggage  compartment. 
Fortunately  in  this  case  neither  the  passengers  nor  the  crew 
were  struck. 

The  possible  destruction  and  loss  of  life  resulting  from 
such  a  collision  with  a  duck  is  unpleasant  to  contemplate. 
However,  the  force  of  such  an  impact  is  multiplied  several 
times  when  an  airplane  disputes  the  right  of  way  with  a 
swan.  This  has  occurred.  In  fact  the  collision  in  question 
involved  five  swans.  The  pilot  of  that  airplane  reported  as 
follows: 

"Time  12.17  a.m.— Climbing  at  8,000  feet— Air  speed 
150  m.p.h. — Hit  flock  of  swans — One  swan  penetrated 
leading  edge,  left  wing — Second  swan  almost  tore  off  left 
vertical  stabilizer — Rudders  jammed — Third  swan  struck 
and  dented  engine  cowl — Later,  two  swans  went  through 
propeller — Portion  of  swan  taken  from  wing  after  landing, 
weighed  11^  lb." 

Note:  Wild  swans  weigh  as  much  as  20  lb. 

Accidents  involving  bird  collision  have  become  alarmingly 
numerous.  A  partial  record,  obtained  bjr  M.  Gould  Beard 
of  American  Airlines,  includes  61  such  collisions  since  1939, 
two-thirds  of  which  occurred  at  night  and  more  than  one- 
third  of  which  resulted  in  the  penetration  and  shattering  of 
the  windshield. 

The  development  of  means  to  protect  aircraft  windshields 
from  such  collisions  appears  to  the  Technical  development 
Division  of  the  Civil  Aeronautics  Administration  to  be  a 
"must"  project.  This  urgency  further  has  been  emphasized 
by  numerous  requests  from  the  industry  and  from  other 
bodies  within  the  Administration  that  such  development 
be  undertaken.  This  now  is  in  process. 

The  prospect  of  stopping  a  20  lb.  swan  at  a  relative 
approaching  velocity  of  270  m.p.h.  at  first  was  somewhat 
disheartening,  particularly  since  de-icing  means  and  pro- 
tection against  visual  and  acoustical  shock  due  to  lightning 
necessarily  are  involved  in  any  windshield  development 
problem.  Continued  studies  and  investigations,  however, 
have  indicated  that  there  is  considerable  promise  of  provid- 
ing a  large  degree  of  protection,  and  that  such  protection 
need  not  involve  excessive  weight  or  complication. 

Thus  among  other  possibilities,  the  use  of  a  retractable 
metal  screen  or  similar  arrangement  was  considered, 
although  the  mechanical  difficulties  involved  made  its 
practical  realization  somewhat  doubtful.  Recently,  how- 
ever, developments  of  transparent  glass-plastic  combina- 
tions have  resulted  in  windshield  panels  of  reasonable 
thickness  that  have  proved  highly  resistant  to  impact,  as 
indicated  by  numerous  pressure  and  impact  tests  and  by 
computations  based  upon  those  tests. 

Those  pressure  and  impact  tests  were  carried  out  by  the 
manufacturer  of  the  glass-plastic  panels,  by  Dr.  F.  W. 
Adams  of  the  Mellon  Institute  of  Industrial  Research,  by 
Dr.  G.  M.  Klein  of  the  National  Bureau  of  Standards,  and 


by  personnel  of  the  Civil  Aeronautics  Administration. 
Pressure  tests  of  the  glass-plastic  windshield  panels  indicate 
that  static  pressures  of  at  least  35  lb.  per  sq.  in.  can  be 
withstood  by  a  1-1  x  28  in.  panel  h/%  in.  thick,  and  that  the 
panel  will  undergo  large  deflections  of  several  inches  magni- 
tude before  the  plastic  layer  will  rupture.  Dr.  Klein's  tests 
on  the  recently  developed  glass-plastic  windshield  panels 
further  indicate  that  at  normal  temperature  those  panels 
are  far  more  resistant  to  penetration  by  a  falling  dart  than 
is  the  conventional  type  of  windshield. 

The  tests  carried  out  by  Dr.  Adams  to  determine  quali- 
tatively the  effect  of  variations  in  the  consistency  of  a 
projectile  striking  a  glass  panel  revealed  secondary  effects 
caused  by  the  velocity  of  the  projectile,  and  the  effect  of 
variations  in  angle  of  incidence  during  collision.  It  was 
indicated  that  a  semi-liquid  projectile,  such  as  a  bird  car- 
cass, has  considerably  less  penetrating  power  than  a  tough 
rubber-like  projectile,  that  at  high  velocities  this  effect 
becomes  even  more  pronounced,  and  that  the  resistance  of 
a  windshield  at  45  deg.  incidence  to  the  path  of  a  projectile 
is  much  greater  compared  to  resistance  at  normal  impact 
than  would  be  expected  from  geometric  theory. 

Results  of  Early  Tests 

A  further  series  of  tests  was  made  by  the  Civil  Aeronau- 
tics Administration  in  which  a  compressed-air  gun  with  a 
2>x/i  in.  diameter  barrel  and  operated  at  200  lb.  per  sq.  in. 
pressure  was  utilized  to  project  freshly  killed  chickens 
against  a  backstop.  It  was  learned  from  such  tests  that  the 
chicken  carcass  would  be  completely  flattened  and  shredded 
by  a  200  ft.  per  sec.  impact,  although  still  hanging  together 
in  one  mass,  and  would  cover  an  area  of  approximately  100 
sq.  in.  on  the  backstop.  It  further  was  indicated  by  those 
tests  that  it  is  practical  to  utilize  a  freshly  killed  bird 
carcass  for  test  purposes. 

The  degree  of  protection  provided  either  by  a  retracting 
shield  arrangement  or  by  improved  windshield  materials 
appears  doubtful  until  tests  which  simulate  actual  flight 
conditions  can  be  conducted.  The  Technical  Development 
Division,  therefore,  has  considered  that  as  a  prerequisite 
to  obtaining  adequate  windshield  protection,  it  is  essential 
that  a  satisfactory  testing  method  be  developed  :  for  obtain- 
ing fundamental  design  data;  for  evaluating  the  degree  of 
protection  afforded  by  presently  existing  windshield  ma- 
terials; to  provide  a  basis  for  indicating  when  adequate 
protection  finally  is  obtained;  and  for  determining  the 
resistance  of  other  portions  of  aircraft  structures  against 
such  impacts.  It  has  appeared  evident  in  such  connection 
that  the  testing  method  should  utilize  a  catapult  to  project 
a  simulated  or  actual  bird  carcass  against  the  test  structure 
at  a  velocity  equal  to  the  velocity  at  which  the  bird  and 
airplane  approach  each  other  under  flight  conditions.  It 
furthermore  has  been  indicated  through  considerable  in- 
vestigation that  the  most  practical  type  of  test  catapult  is 
a  compressed-air  gun. 

In  order  to  obtain  preliminary  data  for  the  design  of  such 
a  gun  and  further  to  determine  the  practicability  of  its  use 
as  described  before,  a  series  of  tests  was  made  with  a  small 
gun  available  at  the  National  Bureau  of  Standards  from 
which  freshly  killed  chickens  were  shot.  As  previously 
mentioned,  it  was  concluded  from  those  tests  that  a  bird 
carcass  can  be  propelled  from  such  a  gun  without  appre- 
ciable damage  to  its  body  and  that  the  complete  flattening 
and  spreading  which  occurs  upon  impact  would  be  difficult 
or  impossible  to  simulate  with  anything  but  an  actual  bird 
carcass. 

Larger  Gun  Being  Developed 

As  a  result  of  those  experiments  it  is  considered  desirable 
to  attempt  the  development  of  a  larger  air  gun  which  would 
be  capable  of  projecting  16  lb.  of  de-winged  swan  carcass 
at  a  velocity  of  270  m.p.h.  Accordingly,  arrangements  are 
being  made  by  the  Civil  Aeronautics  Administration  to 
negotiate  a  contract  with  the  Westinghouse  Electric  and 
Mfg.  Co.,  to  provide  a  complete  test  setup  at  its  East 


THE  ENGINEERING  JOURNAL     November,  1942 


629 


Pittsburgh  plant.  This  set-up  will  include  a  compressed-air 
gun  using  either  of  two  20  ft.  barrels  of  5  in.  and  10  in. 
diameters,  means  for  mounting  the  forward  cabin  or  other 
portion  of  airplanes  in  front  of  the  gun,  and  means  for 
measuring  the  velocity  of  the  bird  carcasses  as  they  are 
projected.  In  addition,  it  is  planned  to  obtain  high-speed 
motion  pictures  during  the  tests  and  to  install  strain  gages 
and  accelerometer  pick-ups  at  various  points  on  the  struc- 
ture in  order  to  obtain  impact  forces,  stresses,  and  other 
data  on  the  windshields  and  supporting  structures. 

In  addition  to  its  use  by  the  Civil  Aeronautics  Adminis- 
tration, it  is  planned  to  make  the  test  set-up  available  to 
other  designated  organizations  so  that  windshields,  wind- 
shield protecting  devices,  or  other  portions  of  airplanes  may 
be  tested  from  time  to  time  as  may  prove  desirable.  How- 
ever, since  a  number  of  recently  developed  windshield 
panels  now  are  available,  it  is  felt  that  the  first  series  of 
tests  should  involve  the  forward  cabin  portion  of  an  air- 
carrier  type  airplane  with  various  panels  installed. 

Attempts  now  are  being  made  to  obtain  such  a  structure. 
The  Pittsburgh  Plate  Glass  Co.,  and  the  Libby-Owens  Ford 
Glass  Co.,  have  indicated  their  desire  to  submit  test  panels. 
F.  C.  Lincoln  of  the  Division  of  Wild  Life  Research  of  the 
Department  of  the  Interior  has  been  most  helpful  in  supply- 
ing information  concerning  the  weights  and  proportions  of 
migrating  birds  and  is  aiding  in  our  efforts  to  obtain  bird 
carcasses  for  testing  purposes.  It  is  hoped  that  members  of 
the  industry  and  interested  Government  agencies  will  par- 
ticipate in  this  programme  in  every  way  possible. 

Excerpts  from  the  paper  of  the  same  title  by  A.  L.  Morse, 
Civil  Aeronautics  Administration,  presented  at  the  National 
Aeronautic  Meeting  of  the  Society,  New  York,  N.Y.,  March 
12,  1942. 

THERMIT  AS  USED  IN  INCENDIARY  BOMBS 

From  Chemical  &  Metallurgical  Engineering  (New  York),  July  1942 

It  was  a  German,  Goldschmidt,  who,  while  he  was 
attempting  to  reduce  chromium  and  manganese,  discovered 
how  to  ignite  thermit  safely.  His  countrymen  later  applied 
this  knowledge  of  aluminothermics  to  the  design  of  a 
magnesium-thermit  incendiary  bomb  during  the  closing 
months  of  the  first  World  War.  Ludendorff ,  in  his  memoirs, 
reports  that  a  number  of  incendiaries  of  this  type  were 
ready  for  use  in  1918,  but  that  the  German  High  Command, 
knowing  the  conflict  was  nearing  its  end,  did  not  order 
their  use,  fearing  that  thereby  more  severe  peace  terms 
might  be  imposed  upon  the  German  nation. 

The  modern  magnesium-thermit  incendiary  used  by 
Axis  bombers  on  British  and  European  cities  has  been 
described  many  times.  The  most  common  size  weighs  one 
kilogram  or  2.2  pounds.  It  consists  of  a  tube  of  magnesium 
alloy  filled  with  a  firmly  packed  thermit  mixture,  and 
fitted  with  tail-fins  and  a  firing  mechanism.  Since  it  was 
manufactured  by  the  Griesheim-Elektron  company,  it 
sometimes  is  known  as  the  Elektron  bomb. 

The  bomb  ignites  on  impact,  a  pin  being  driven  into  a 
firing  cap  that  sets  fire  to  a  starting  charge  which  in  turn 
ignites  the  thermit.  The  temperature  of  the  thermit  reaction 
is  more  than  sufficient  to  ignite  the  magnesium  alloy  tube 
which  constitutes  the  body  of  the  bomb.  The  high  tempera- 
ture generated  by  the  thermit  reaction  within  the  tube 
builds  up  considerable  pressure  so  that  bits  of  molten  metal, 
flame,  and  smoke  are  forced  out  of  the  vent  holes.  But  this 
reaction  continues  only  for  about  three  minutes,  and  there- 
after the  magnesium  burns  with  less  vigor  at  a  temperature 
of  about  2,300  deg.  F.  for  fifteen  minutes  or  more  if  undis- 
turbed. A  certain  number  of  the  bombs,  called  "discour- 
agers," contain  a  light  explosive  charge  that  will  go  off 
during  the  thermit  reaction. 

Burning  magnesium's  ability  to  extract  oxygen  even  from 
water  is  turned  to  advantage  in  disposing  of  bombs  of  this 
type.  A  spray  of  water  directed  on  the  bomb  speeds  up 
the  rate  of  combustion  so  that  the  bomb  will  be  consumed 


630 


THE  PRODUCTION  OF  HELIUM 

From  Engineering  (London),  August  28,  1942 


in  about  two  minutes.  If  a  solid  stream  of  water  is  applied 
to  the  bomb,  however,  it  will  cause  such  an  ebullient  action 
as  to  spread  the  fire. 

Thermit  is  used  also  in  the  petroleum  type  of  incendiary 
to  provide  ignition.  Inexpensive  grades  of  oil  with  high 
flash  points  can  thus  be  used.  To  prevent  the  petroleum 
from  being  scattered  on  impact,  it  is  mixed  with  soap  to 
form  a  wax-like  solid.  Metallic  sodium  or  potassium  may  be 
mixed  with  the  petroleum  when  attacks  are  made  on  water- 
front objectives,  because  the  vigorous  reaction  of  these 
solids  with  water  will  ignite  the  oil.  Petroleum  bombs  are 
generally  of  large  size.  Some  of  those  dropped  on  London 
produced  pillars  of  fire  rising  30  feet  in  the  air  and  12  feet 
in  diameter. 

Thermit  alone,  in  a  steel  bomb  case  fitted  with  tail  fins 
and  a  firing  mechanism,  is  reported  to  be  a  type  of  incendi- 
ary used  by  Japan.  These  are  said  to  weigh  15  and  50 
kilograms,  and  would  have  considerable  penetration  power. 
This  type  of  bomb  also  ignites  on  impact  and  may  contain 
an  explosive  charge.  The  thermit  reaction,  which  trans- 
forms the  metallic  oxide  and  all  the  steel  parts  of  the  bomb 
into  molten  metal,  is  completed  in  about  30  seconds,  and 
it  is  the  great  heat  of  this  metal  that  carries  the  threat  of 
fire. 

The  Chemical  Warfare  Service  recommends,  if  there  is  a 
chance  to  minimize  the  incendiary  effect  of  the  molten 
metal,  that  a  spray  of  water  be  directed  onto  it  to  cool  it 
as  quickly  as  possible  below  the  ignition  temperature  of  the 
combustible  material  with  which  it  comes  into  contact. 

There  is  a  demonstration  of  the  thermit  reaction  often 
made  of  late  in  training  classes  for  civilian  defence  workers. 
A  small  quantity  of  a  thermit  mixture  is  placed  in  a  paper 
cup  and  suspended  above  a  container  of  water.  A  few 
inches  below  the  level  of  the  water  a  metal  plate  is  sus- 
pended and  at  the  bottom  of  the  container  is  a  layer  of 
sand.  The  thermit  is  ignited  with  a  starting  mixture,  and  of 
course,  it  falls  into  the  water  and  burns  through  the  metal 
plate,  dropping  to  the  sand  at  the  bottom  of  the  container, 
where  it  glows  briefly  and  causes  the  water  to  boil  and 
bubble.  This  demonstration  shows  that  thermit  "even 
burns  under  water."  The  thermit  reaction  is  practically 
completed  when  the  residue  of  molten  iron  and  slag  burns 
through  the  metal  plate,  and  what  the  spectator  sees  at 
the  bottom  of  the  container  is  the  cooling  metal. 

The  effect  of  thermit  on  ordinary  carbonaceous  material 
is  not  as  positive  as  on  steel.  When  burning  on  wood,  for 
example,  a  layer  of  carbon  forms  under  the  molten  iron, 
which  serves  to  insulate  the  area  below  the  hot  iron  against 
further  burning.  Thus,  if  a  crucible  is  made  on  a  2-in. 
plank,  and  filled  with  thermit,  the  chances  are  that  the  I 
thermit  will  not  burn  through  the  plank.  But  under  the  I 
same  circumstances,  it  would  burn  cleanly  through  a  1-in 
steel  plate. 


The  properties  and  uses  of  helium  are  well  known;  it  is 
a  colourless,  odourless,  non-inflammable  and  exceedingly 
light  gas,  having  a  specific  gravity  of  only  0.139  (air=  1.0). 
On  account  of  its  non-inflammability,  it  has  been  used  for 
many  years  for  filling  airships  and  balloons,  since  it  is  only 
twice  as  heavy  as  hydrogen  and  possesses  92.6  per  cent  of  I 
the  lifting  power  of  that  gas.  Helium,  however,  has  other  j 
applications;  mixed  with  oxygen  it  is  employed  to  prevent 
deep-sea  divers  from  suffering  from  "bends"  (a  form  of  par-  j 
alysis  resulting  from  a  rapid  change  of  pressure)  and  to 
mitigate  caisson  disease.  Helium-oxygen  mixtures  are  also 
employed  in  medicine  for  the  treatment  of  asthma  and  other 
respiratory  affections.  Helium  occurs  as  a  constituent  of 
natural  gas  and  is  extracted  in  large  quantities  at  an  instal- 
lation owned  and  worked  by  the  United  States  Bureau  of 
Mines,  at  Amarillo,  Texas.  The  process  employed,  we  under- 
stand, simply  involves  the  separation,  or  isolation  by  low- 

November,  1942    THE  ENGINEERING  JOURNAL 


temperature  fractionation,  of  the  helium  from  the  other 
gaseous  constituents. 

Since  the  establishment  of  the  Amarillo  plant  in  1929, 
the  Bureau  has  been  responsible  for  the  production  of  up- 
wards of  100  million  cu.  ft.  of  the  gas.  The  installation, 
however,  had  not  been  operated  at  its  maximum  capacity 
until  last  year  when  the  course  of  world  events  brought 
increasing  demands  for  helium.  In  order  to  supply  these 
demands  the  plant  at  Amarillo  has  recently  been  consider- 
ably extended,  and  it  is  anticipated  that  the  production 
this  year  will  be  several  times  larger  than  that  for  1941.  In 
addition,  a  new  helium-producing  plant,  the  exact  location 
of  which  is  not  stated  has  been  decided  upon.  This  will 
draw  its  supplies  of  helium-bearing  gas  from  an  existing  pipe 
line  which  conveys  natural  gas  to  a  distant  site  where  it  is 
consumed  as  fuel.  Arrangements  have  also  been  made  for 
conducting  systematic  surveys  of  other  fields  which  may 
become  a  source  of  helium  in  commençai  quantities,  and 
engineers  and  geologists  on  the  staff  of  the  Bureau  of  Mines 
are  conducting  this  work.  To  meet  the  cost  of  all  these 
developments  the  United  States  Congress  recently  voted 
a  sum  of  four  million  dollars.  It  is  satisfactory  to  find  that 
the  Bureau  of  Mines  has  made  every  endeavour  to  maintain 
the  price  of  helium  low  and  that  this  has  steadily  fallen 
during  the  three  years  1938  to  1940.  In  this  last  year  the 
cost  per  1,000  cu.  ft.,  exclusive  of  service  charges,  was 
$11.17  to  medical  users,  $11.73  to  scientific  users,  and 
s  13. 14  to  commercial  firms. 

WORKS  RELATIONS  SCHEMES 

From  The  Engineer  (London),  Sept.  18,  1942 

Some  weeks  ago  we  stressed  the  importance  of  suitable 
propaganda  in  the  factory,  and  the  opportunity  was  taken 
to  suggest  that  the  wholesale  use  of  slogans  had  inherent 
defects.  We  notice  with  satisfaction  that  similar  sentiments 
are  finding  their  way  into  the  American  technical  papers, 
one  of  which,  bravely  borrowing  a  weapon  from  the  enemy, 
exclaims,  "Don't  slug  'em  with  slogans."  We  are  not  sur- 
prised to  be  informed  that  "any  intelligent  worker  will  and 
should  resent"  such  sentiments  plastered  over  the  workshop 
walls  as  "Work  Wins  War,"  "Count  Me  in  this  War," 
"Shake  a  Leg,  Mister,"  while  "Do  Your  Duty"  conveys 
the  implication  that  the  boss  is  doing  his,  but  that  you 
are  not  doing  yours.  Slogans  may  be  an  easy  way  of 
making  an  appeal,  but  it  is  a  way  far  from  the  best.  It  is 
our  desire  to  suggest  the  better  way,  which  lies  in  a  far 
greater  development  of  what  may  be  termed  "Works 
Relations  Schemes." 

The  Royal  Ordnance  Factories,  with  their  Joint  Produc- 
tive Consultative  and  Advisory  Committees,  have  taken  the 
somewhat  revolutionary  line  of  enlisting  the  help  of  the 
worker  in  the  efficient  management  of  the  workshop  but 
the  subject  of  works  relations  is  a  far  broader  one,  in  which 
the  main  idea  is  to  make  every  single  operator  keen  on  his 
job,  and  able  to  take  an  intelligent  interest  in  the  production 
of  even  the  simplest  part.  The  Ministry  of  Supply  con- 


siders this  question  as  of  sufficient  importance  to  warrant 
the  setting  up  of  a  special  Public  Relations  Branch,  which 
maintains  contact  through  the  various  production  depart- 
ments with  a  large  number  of  factories  working  for  the 
Ministry.  The  staff  in  this  special  branch  is  composed  of 
men  who  have  both  factory  and  newspaper  experience, 
and  who  are  able  to  spread  good  ideas  and  readily  sense 
special  needs  in  relation  to  observed  morale.  The  idea  of 
compulsion  is  repugnant  to  the  scheme,  for  co-operation 
and  understanding  make  its  keynote.  Many  methods  have 
been  suggested  and  explored.  Perhaps  the  most  important 
step  is  that  of  ensuring  that  the  worker  knows  the  purpose 
for  which  the  article  he  or  she  is  producing  day  in  and 
day  out  is  intended;  it  all  seems  so  remote  from  the  war 
effort  as  to  be  meaningless.  If  a  picture  is  displayed  clearly 
showing  how  the  particular  component  fits  into  some 
article,  and  how  that  article  in  turn  is  assembled  into 
something  bigger,  something  that  perchance  figures  in  the 
daily  press,  then  interest  is  awakened.  That  small  piece 
becomes  more  vital  when  it  is  shown,  let  us  say,  set  in  the 
fuse,  which  fuse  is  then  depicted  in  the  shell  destined  to 
bring  to  destruction  an  enemy  aircraft.  It  is  still  better 
when  the  bomber  pilot,  fresh  back  from  some  notable  feat, 
calls  at  the  filling  factory  and  talks  to  the  employees  who 
are  engaged  on  filling  his  bombs,  when  one  of  our  para- 
troops has  a  talk  with  the  people  who  make  his  equipment, 
or  when  the  A. A.  gunner  tells  the  men  in  the  gun  factory 
something  of  his  life  and  the  behaviour  of  his  weapon. 
These  talks  usually  take  place  in  the  mid-day  interval  at 
the  works  canteen  and  the  speaker  is  generally  entertained 
to  luncheon  with  the  workers. 

In  the  first  six  months  of  organizing  these  talks  the 
Ministry  of  Supply  has  provided  over  five  hundred  speakers 
from  the  Services  for  different  factories,  and  the  results 
have  been  strikingly  successful.  The  visits  arranged  to  the 
proof  butts  for  workers  to  see  their  products  actually  tested, 
for  girls  from  filling  factories  to  visit  Bomber  Command 
stations  and  talk  to  crews  returning  from  action,  for  inter- 
factory  visits  so  that  persons  working  on  sub-contracts  may 
see  how  a  job  that  is  remote  from  the  finished  product  will 
take  its  place  in  the  final  stages  of  production — all  these 
have  added  a  spur  to  production. 

The  general  principle  underlying  efficient  works  relations 
schemes  must  always  be  information  rather  than  exhorta- 
tion, and  to  this  end  no  tool  will  be  despised,  be  it  the 
educational  film,  be  it  the  factory  radio,  with  its  great 
potentialities,  or  be  it  the  use  of  the  public  press,  in  fact, 
anything  that  will  encourage  a  better  appreciation  of  the 
industrial  front.  To  sum  up  the  position,  every  effort  is 
made  to  give  workpeople  a  clearer  perspective,  enabling 
them  to  appreciate  what  happens  as  a  result  of  their  per- 
sonal efforts.  It  has  been  abundantly  proved  that  men  and 
women  in  our  factories  are  extraordinarily  receptive  of 
information,  and  welcome  demonstrations,  while  mere 
exhortations  leave  them  cold  or  even  sullen.  The  more 
manufacturers  realize  the  value  of  works  relations  schemes, 
the  greater  will  be  the  effect  on  output.  Much  has  been 
done,  but  much  more  still  remains  to  be  done. 


STRUCTURAL  DEFENCE  AGAINST  BOMBING 

A  reference  book  on  the  engineering  features  of  civil  defence,  published  by  The  Engineering  Institute  of  Canada 
in  order  to  make  available  to  Canadian  engineers  and  architects  a  record  of  some  of  the  experiences  and  practices 
of  British  authorities  in  regard  to  structural  air  raid  precautions,  so  that  in  the  event  of  emergency  arising  in 
this  country  the  necessary  action  can  be  taken  without  loss  of  time  and  on  the  most  efficient  and  economical  lines. 

It  is  a  56-page  booklet,  %x/i  by  11  in.,  with  heavy  paper  cover.  It  contains  79  illustrations  and  eight  tables.  Copies 
may  be  secured  at  $1.00  each  from 

THE  ENGINEERING  INSTITUTE  OF  CANADA,  2050  MANSFIELD  STREET, 

MONTREAL,  QUE. 


THE  ENGINEERING  JOURNAL     November,  1942 


631 


From  Month  to  Month 


THE  WORK  OF  LOCAL  RECONSTRUCTION 
COMMITTEES 

At  the  October  meeting  of  Council,  the  chairman  of  the 
Institute  Committee  on  Post  War  Problems  presented  an 
interim  report,  pointing  out  that  under  the  Department  of 
Pensions  and  National  Health,  citizens'  committees  are 
being  established  in  various  localities  throughout  Canada 
to  deal  with  problems  of  post-war  reconstruction.  Mr. 
Miller  suggested  that  these  local  groups  could  make  good 
use  of  the  branches  of  the  Institute.  He  believed  that  our 
branches  would  be  pleased  to  nominate  engineers  to  work 
on  these  citizens'  committees  if  desired,  and  proposed  to 
communicate  with  the  various  local  committee  chairmen 
accordingly.  This  course  met  with  Council's  approval. 

The  formation  of  these  local  citizens'  committees  is  a 
very  necessary  step,  for  reasons  which  have  been  explained 
in  a  recent  memorandum  prepared  by  the  Cabinet  Commit- 
tee on  Reconstruction,  usually  referred  to  as  the  James  Com- 
mittee.1 The  memorandum  indicates  the  various  kinds  of 
problems  which  will  have  to  be  considered  by  such  com- 
mittees and  by  local  authorities;  in  connection  with  many 
of  these  it  is  plain  that  engineers  nominated  by  our  local 
branch  could  render  valuable  assistance. 

The  memorandum  points  out  that  there  are  many  post- 
war problems  which  cannot  be  solved  unless  they  are  solved 
locally,  because  geographic  and  economic  conditions  vary 
so  widely  throughout  Canada.  It  therefore  mentions  a  num- 
ber of  topics  of  this  kind,  as  starting  points  on  the  road 
to  detailed  study  and  planning. 

These  questions  are  grouped  under  five  heads,  as  follows: 

1.  Town  planning. — This  would  cover  the  provision  of 
parks  and  other  amenities,  the  construction  of  roads  and 
public  buildings,  and  housing  developments.2  For  all  these, 
master-plans  must  be  available  in  each  community,  so  that 
detailed  specifications  for  each  project  can  be  ready  when 
the  war  comes  to  an  end.  This  is  a  task  that  must  be  done 
locally,  though  the  interested  agencies  of  the  Dominion 
Government  will  be  able  to  give  useful  assistance. 

2.  Employment  opportunities  and  social  security. — There 
is  now  in  operation  a  Dominion-wide  system  of  employment 
offices.  Workers  and  business  enterprises  in  each  community 
should  become  familiar  with  the  operation  of  the  local  office 
so  as  to  make  recommendations  to  render  its  working  more 
efficient.  This  applies  also  to  questions  of  public  health,  the 
assistance  of  workers  who  may  be  in  distress,  and  retirement 
allowances  for  those  who  can  no  longer  earn  their  living. 
These  and  other  like  matters  should  be  studied  now,  and 
locally. 

3.  Education. — In  Canada  education  is  administered  by 
provincial  governments,  under  which  local  educational 
authorities  operate.  In  many  places  war  conditions  have 
made  it  evident  that  serious  weaknesses  exist  in  our  present 
system,  and  changes  may  be  needed.  Local  committees  may 
well  study  their  local  needs,  notably  in  regard  to  the  possible 
lack  of  facilities  for  technical  training,  not  only  for  university 
or  professional  students  but  also  for  the  multitudes  who 
will  become  workers  on  farms,  in  factories  or  offices. 

4.  Conservation  of  natural  resources. — A  sub-committee 
of  the  James  Committee  is  already  studying  the  conserva- 
tion and  effective  utilization  of  the  Dominion's  natural  re- 
sources. But  in  many  places  there  are  local  problems  of 
forest  development,  flood  control,  irrigation  or  land  utiliza- 
tion which  can  best  be  considered  by  those  familiar  with 
local  conditions,  in  consultation  with  duly  constituted  local 
authorities. 

5.  Projects  for  the  integration  of  industry  and  agriculture. 
— In  some  rural  areas  or  small  urban  communities  a  proper 


1Its  chairman  is  Dr.  F.  Cyril  James,  Principal  of  McGill  University, 
2 A  subcommittee  of  the  James  (  'onimittee  is  studying  construction 
projects.  Its  chairman  is  K.  M.  Cameron,  m.e.i.c. 


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


integration  of  industry  and  agriculture  would  provide  in- 
creased employment  opportunities  and  a  more  stable  stand- 
ard of  living  for  those  concerned.  There  are  already  many 
instances  of  successful  schemes  of  this  kind.  In  fruit  grow- 
ing areas,  canning  factories;  in  forest  areas,  woodworking 
industries  giving  employment  when  logging  is  dull;  in  sea- 
sonal agricultural  regions,  small  factories  for  the  production 
of  consumer  goods  during  the  off  seasons;  all  these  have 
been  found  workable.  Local  committees  may  well  make 
plans  for  such  activities  where  suitable  conditions  exist. 

In  all  these  matters  the  initiative  has  to  be  taken  locally, 
and  there  must  be  co-operation  between  local,  provincial  and 
federal  authorities.  It  will  be  seen  that  the  local  citizens' 
committees,  to  whom  the  memorandum  is  primarily  addres- 
sed, will  have  before  them  many  questions  on  which  the 
advice  and  opinion  of  trained  engineers  would  be  helpful  if 
not  essential.  The  Institute  Council  therefore  hopes  that 
the  citizens'  committees  as  well  as  our  branches  will  see 
their  way  to  act  in  accordance  with  Mr.  Miller's  suggestion. 

1943  ANNUAL  MEETING 

All  plans  for  the  Annual  Meeting  of  the  Institute  were 
suspended  upon  the  announcement  made  a  short  time  ago 
in  the  press  by  the  Honourable  C.  D.  Howe,  hon.m.e.i.c, 
that  the  Government  was  requesting  organizations  to  cancel 
their  conventions  in  order  to  economize  on  transportation 
facilities. 

At  the  meeting  of  Council  held  in  Niagara  Falls  in 
October  it  was  agreed  that  Vice-President  K.  M.  Cameron 
and  the  General  Secretary  should  consult  Mr.  Howe  in 
Ottawa  to  see  whether  or  not  his  request  included  such 
business  and  professional  meetings  as  that  held  by  the 
Institute. 

At  the  first  opportunity,  Mr.  Cameron  and  Mr.  Wright 
called  on  Mr.  Howe  and  received  assurance  that  such  meet- 
ings were  not  included.  He  thought  organizations  whose 
meetings  could  make  a  contribution  to  the  war,  should  be 
continued,  particularly  where  the  amount  of  railroad  travel- 
ling was  not  unreasonable. 

As  the  1943  meeting  is  to  be  held  in  Toronto,  by  far  the 
largest  percentage  of  those  in  attendance  will  come  from 
the  Toronto  area,  therefore,  the  meeting  is  not  likely  to 
result  in  any  noticeable  amount  of  railroad  travel. 

Pending  this  decision,  some  time  has  been  lost  in  planning, 
but  the  machinery  was  all  set  in  motion  again  as  soon  as 
Mr.  Howe's  decision  was  obtained,  and  it  is  expected  that 
everything  will  be  in  full  readiness  in  good  time  for  the 
meeting. 

STRUCTURAL  DEFENCE  AGAINST  BOMBING 

A  reference  book  on  the  engineering  features  of  civil  de- 
fence, published  by  The  Engineering  Institute  of  Canada 
in  order  to  make  available  to  Canadian  engineers  and  archi- 
tects a  record  of  some  of  the  experiences  and  practices  of 
British  authorities  in  regard  to  structural  air  raid  precau- 
tions, so  that  in  the  event  of  emergency  arising  in  this 
country  the  necessary  action  can  be  taken  without  loss  of 
time  and  on  the  most  efficient  and  economical  lines. 

It  is  a  56-page  booklet,  8}^  by  11  in.,  with  heavy  paper 
cover.  It  contains  79  illustrations  and  eight  tables.  Copies 
may  be  secured  at  $1.00  each  from 

The  Engineering  Institute  of  Canada, 

2050  Mansfield  Street, 

Montreal,  Que. 


632 


Xovember,  1942    THE  ENGINEERING  JOURN  VI 


ACTIVITIES  OF  THE  CIVIL  DEFENCE  COMMITTEE 

The  following  notes  have  been  extracted  from  the  latest 
progress  report  of  the  committee  on  the  Engineering 
Features  of  Civil  Defence  for  the  information  of  the 
general  membership. 

No  report  has  as  yet  been  received  indicating  that  any  of 
Dr.  Manion's  Provincial  A.R.P.  Committees  had  sought 
contact  with  or  requested  assistance  from  any  of  our 
Branch  Committees.  Some  of  the  latter  have  not  yet  felt 
themselves  to  be  in  position  to  offer  such  assistance,  but  six 
of  the  19  Branch  Committees  report  that  they  have  made 
contact  with  the  appropriate  Provincial  A.R.P.  Committee 
and  have  offered  their  assistance  as  desired.  These  six 
Branch  Committees  are  :  Border  Cities,  Montreal,  Saguenay, 
Saskatchewan,  Toronto,  Winnipeg.  It  is  expected  that 
additional  Branch  Committees  will  report  such  contacts 
in  the  near  future. 

The  Branch  Committees  have  found  it  difficult  to  know 
just  how  to  carry  on  effectively,  because  of  lack  of  specific 
assignments  from  the  main  Committee.  It  is  expected  that 
this  situation  will  be  somewhat  relieved  now  that  "Struct- 
ural Defence  Against  Bombing"  has  been  issued  and  these 
Committees  placed  in  a  position  to  proceed  along  the  lines 
intended.  The  situation  should  be  still  further  relieved 
as  other  work  of  the  main  Committee  progresses  and  it  be- 
comes possible  to  issue  further  information  to  the  branch 
Committees  with  suggestions  as  to  its  use. 

Mr.  H.  F.  Bennett's  sub-committee  on  the  abridged 
Webster  notes  has  completed  its  assignment  in  a  manner 
well  worthy  of  the  appreciation  of  the  Institute. 

The  secretary  having  assembled  information  in  regard  to 
the  number  of  copies  of  this  sub-committee's  report  to  be 
struck  off  and  the  price  per  copy  at  which  it  should  be  sold, 
there  being  no  meeting  of  Council  in  immediate  prospect, 
and  there  being  an  urgent  desire  to  have  the  report  available 
before  the  middle  of  October,  the  Finance  Committee 
decided  on  October  5th  that, 

(1)  For  the  first  printing  1,000  copies  would  be  struck  off 
and  the  type  would  remain  set  for  three  months  so 
that  within  that  time  additional  copies  could  be 
struck  off  as  required. 

(2)  The  report  would  be  sold  at  SI. 00  per  copy,  with  no 
discount  on  quantity  orders  and  no  copies  distributed 
free. 

The  report  was  printed  and  issued  on  this  basis  as  an 
E.I.C.  publication,  under  the  title  "Structural  Defence 
Against  Bombing."  It  became  available  on  October  14th 
and  up  to  date  of  this  progress  report  over  250  copies 
have  been  sold,  without  benefit  of  advertising  or  of 
public  announcement  other  than  those  at  the  Niagara 
Falls  closed  session  and  at  the  Montreal  Branch  meeting 
on  October  22nd. 

"Structural  Defence  Against  Bombing"  has  been  called 
directly  to  the  attention  of  the  chairmen  of  all  Branch 
Committees  and  certain  others,  with  the  suggestion  that 
they  call  this  publication  to  the  attention  of  the  members 
of  their  Branches  and,  through  them  or  otherwise,  to  the 
attention  of  those  companies  or  other  organizations  in  their 
territories  to  whom  it  will  prove  of  value  and  assistance. 
A  wide  distribution  is  desired  in  order  to  disseminate  as 
rapidly  as  possible  information,  not  now  generally  available, 
to  that  portion  of  the  public  which  this  publication  is 
intended  to  serve. 

Professor  Legget's  preliminary  draft  memorandum 
relative  to  organization  for  emergency  repairs  to  works  and 
buildings  has  been  approved  in  principle  by  the  governing 
bodies  of  The  Engineering  Institute  of  Canada,  the  Royal 
Architectural  Institute  of  Canada  and  the  Canadian 
Construction  Association,  and  work  is  actively  in  hand  by 
representatives  of  these  three  bodies  in  the  preparation  of 
a  joint  submission. 

Through  contacts  made  by  Professor  Legget,  he  received 
copy  of  a  press  release  by  the  Office  of  Civilian  Defence, 


Washington,  D.C.,  reporting  the  request  by  Director 
Landis  of  the  O.C.D.  for  the  formation  of  regional,  state 
and  local  committees  representing  the  technical  and 
scientific  professions  and  assigning  to  these  committees 
three  "urgent  missions,"  as  follows: 

(1)  Organization  and  training  in  each  city  of  a  suitable 
number  of  technical  intelligence  units. 

(2)  Check  as  to  the  adequacy  and  suitability  of  air  raid 
shelters  as  now  selected  and  designated. 

(3)  Check  as  to  the  adequacy  of  provision  for  break-down 
service  in  the  most  essential  public  utilities,  especially 
water  supply,  electric  power  and  communications. 

This  press  release  states  that  the  various  U.S.  national 
technical  and  professional  societies  have  offered  the  services 
of  their  offices  and  members  in  developing  technical  com- 
mittees for  civilian  defence  throughout  the  United  States. 

Copies  of  this  press  release  have  been  sent  to  the  chairmen 
of  Branch  Committees  and  others  as  information,  with  the 
request  that,  until  the  assignment  Professor  Legget's 
Sub-committee  has  in  hand  has  been  completed,  no  cor- 
responding action  should  be  taken  by  them,  but  that  in  due 
course  they  may  be  asked  to  assist  in  work  of  a  similar 
nature. 

During  the  joint  meeting  of  the  American  Society  of 
Civil  Engineers  "and  the  Institute  in  Niagara  Falls,  a 
symposium  on  Civilian  Protection  in  Wartime  was  held  on 
Wednesday  afternoon,  October  14th,  as  a  closed  session 
under  the  joint  .auspices  of  the  E.I.C.  Committee  on 
Engineering  Features  of  Civil  Defence  and  the  A.S.C.E. 
National  Committee  on  Civilian  Protection  in  Wartime. 
The  Canadian  speakers  were  : 

President  C.   R.   Young — Introductory  remarks  on  behalf 

of  the  Institute. 

Mr.  H.  F.  Bejbhett  — -Structural  aspects  of  civil  de- 

fence work. 

Mr.  G.  McL.  Pitts  — Co-operation    in    Canada    be- 

tween architects  and  engineers. 

Prof.  R.  L.  Legget  — Review    of    the    work    of    the 

Institute  Committee  on  Engin- 
eering Features  of  Civil  Defence. 

About  200  were  in  attendance  and  the  closed  session  was 
both  interesting  and  instructive.  The  Institute  publication 
"Structural  Defence  Against  Bombing,"  was  available  for 
sale  after  the  meeting. 

Branch  Committee  reports  indicate  progress  in  perfecting 
their  organization  so  as  to  be  ready  to  handle  any  assign- 
ments that  may  be  transmitted  to  them. 

On  the  evening  of  October  22nd,  Mr.  D.  C.  Tennant, 
Engineer,  Ontario  Division,  Dominion  Bridge  Company, 
Toronto,  spoke  at  a  meeting  of  the  Montreal  Branch,  his 
subject  being  "Engineering  Aspects  of  Air  Bombing  and 
Structural  Defence." 

TO  MEMBERS  WITH  RELATIVES  IN  THE 
SERVICES 

In  the  September  issue  of  the  Journal,  attention  was  called 
to  a  resolution,  passed  at  the  regional  Council  meeting  held 
at  Halifax  in  August,  and  suggesting  that  members  might 
render  valuable  service  by  providing  some  measure  of  hos- 
pitality at  their  homes,  for  sons  and  daughters  of  members 
of  the  Institute  from  other  parts  of  the  country,  stationed 
in  their  locality. 

The  introductions  for  such  hospitality  can  best  be  arrang- 
ed through  the  branch  secretaries.  Members  who  wish  to 
establish  contacts  for  a  relative  in  a  distant  centre  should 
refer  to  the  third  page  of  the  Journal,  where  they  can  find 
every  month  the  names  and  addresses  of  all  branch  secre- 
taries. A  word  sent  to  any  of  them  should  bring  quick 
action. 

Headquarters  has  already  received  indications  that  the 
Institute  Branch,  at  "An  Eastern  Canadian  port,"  is  anxious 
to  take  the  initiative  in  this  new  endeavour. 


THE  ENGINEERING  JOURNAL    November,  1942 


633 


NIAGARA  FALLS  JOINT  MEETING 


(Left)  The  two  presidents, 
Dean  C.  R.  Young  of  the 
Institute  and  E.  B.  Black 
of  the  Society. 


(Right)  The  incoming 
presidents,  K.  M.  Cameron 
of  the  Institute  and  Ezra 
B.  Whitman  of  the  Society. 


(Above)  Officers  of  the  Institute  and  the 
Society:  Front  row:  T.  H.  Hogg,  past -president 
of  the  Institute,  C.  R.  Young,  president  of  the 
Institute,  C.  M.  Spofford,  vice-president  of  the 
Society,  E.  B.  Black,  president  of  the  Society, 
K.  M.  Cameron,  president-elect  of  the  Insti- 
tute. Back  row:  L.  Austin  Wright,  general 
secretary  of  the  Institute,  A.  J.  Grant,  past- 
president  of  the  Institute,  C.  H.  Stevens,  vice- 
president  of  the  Society;  C.  J.  Mackenzie, 
past-president  of  the  Institute,  C.  B.  Burdick, 
vice-president  of  the  Society,  and  F.  H.  Fow- 
ler, past-president  of  the  Society. 


(Right)    Local   section   delegates,   officers 
and  guests  gather  at  the  hotel  entrance. 


Prof.  C.  M.  Spofford,  M.Am.Soc.C.E.,  one  of  the 
Society's  vice-presidents  and  Ezra  B.  Whitman, 
official  nominee  for  president  of  the  Society. 


Major  J.  P.  Carrière,  R.C.E.,  of  the  Direct- 
orate of  Military  Training,  Ottawa,  dis- 
cusses engineer  training  with  Col.  L.  E. 
Rohhe  of  the  U.S.  Engineer  Corps. 


634 


November,  1942    THE  ENGINEERING  JOURNAL 


(Upper  left)  President  E.  B. 
Black  of  the  American  Society. 

.. 
(Above)  E.  P.  Goodrich,  director 
of  the  American  Society  and 
chairman  of  National  Com- 
mittee on  Civilian  Protection 
in  War  Time. 

(Louer  left)  G.  MacL.  Pitts, 
M.E.I.C.,  president  of  the  Boyal 
Architectural  Institute  of 
Canada,  advocates  close  co- 
operation between  architects 
and  engineers. 


THE  JOINT  MEETING  AT  NIAGARA  FALLS 

Eight  years  ago  the  American  Society  of  Civil  Engineers 
came  to  Vancouver  to  hold  a  regional  meeting  jointly  with 
The  Engineering  Institute  of  Canada  and  the  affair  was  a 
great  success.  Many  of  our  members  still  have  pleasant 
memories  of  that  event,  and  have  hoped  that  our  friends 
would  come  to  Canada  again.  This  year  they  have  done  so 
crossing  the  border  at  Niagara  Falls,  Ontario,  to  hold  joint 
sessions  there  with  the  Institute.  The  choice  of  locality 
proved  to  be  wise.  Some  four  hundred  members  of  the  Society 
and  the  Institute  attended,  and  from  October  13th  to  the 
15th  took  part  in  a  well-planned  programme  of  technical 
sessions,  business  meetings  and  social  events.  The  weather 
was  favourable  most  of  the  time.  The  falls  continued  their 
regular  hydraulic  performance  throughout  the  meetings 
and  the  General  Brock  Hotel  did  well  as  regards  creature 
comforts  and  accommodation. 

Activities  really  began  on  Monday,  October  12th,  when 
the  Society's  Board  of  Direction  held  sessions  throughout 
the  day.  On  Tuesday,  the  Institute  Council  had  a  well 
attended  regional  meeting,  dealing  largely  with  the  work 
of  the  Institute  committees  on  Post- War  Problems  and  the 
Engineering  Features  of  Civil  Defence.  Luncheon  on  this 
day  and  an  informal  dinner  in  the  evening  gave  excellent 
opportunities  for  meeting  old  friends  and  making  new  ones. 

The  more  formal  proceedings  began  on  Wednesday  morn- 
ing with  an  exchange  of  official  greetings  between  officers 
of  the  two  societies.  This  pleasant  ceremony  was  followed 
by  a  discussion  of  man-power  control  as  it  is  being  developed 
in  Canada  and  in  the  United  States— a  matter  of  pressing- 
importance  to  both  countries  at  the  present  time.  L.  Austin 
Wright,  assistant  director  of  National  Selective  Service, 
explained  the  regulations  now  effective  in  Canada  and  the 
general  information  that  he  gave  was  supplemented  by 
H.  W.  Lea,  director  of  the  Wartime  Bureau  of  Technical 
Personnel. 

At  luncheon  President  C.  R.  Young  spoke  on  "The  Place 
of  the  Engineer";  his  address  was  welcomed  as  one  of  the 
outstanding  features  of  the  whole  meeting1. 

The  afternoon  session  on  Wednesday  took  the  form  of  a 
symposium  on  civil  defence  in  Canada  and  the  United  States. 

!The  President's  address  will  appear  in  our  next  issue. 


(Upper  right)  H.  W.  Lea,  direc- 
tor of  the  Wartime  Bureau  of 
Technical    Personnel,   Ottawa 

(Above)  L.  Austin  Wright,  gen- 
eral secretary  of  the  Institute 
and  assistant  director  of  Na- 
tional Selective  Service,  dis- 
cusses man-power  while  G.  T. 
Seahury,  secretary  of  the  Am- 
erican Society,  listens. 

(Lower  right)  Prof.  H.  E.  Wess- 
uiaii.  M.Am.Soc.C.E.  of  New 
York   University. 


Much  of  the  information  presented  was  of  a  confidential 
nature,  based  on  data  obtained  in  England  and  in  other 
places  where  war  damage  has  been  extensive.  Recognizing 
the  need  for  proper  secrecy,  admission  to  this  closed  session 
was  by  signed  tickets  only.  Members  willingly  co-operated 
in  this  necessary  precaution.  Those  present  felt  that  real 
help  had  been  given  them  by  this  discussion  and  exchange 
of  views. 

A  formal  dinner  was  held  in  the  evening  at  which  two 
hundred  and  fifty  sat  down.  After  toasts  to  the  King  and 
the  President  of  the  United  States,  Dr.  H.  J.  Cody,  president 
of  the  University  of  Toronto  gave  an  inspiring  address  on  the 
development  of  our  present  civilization,  sounding  an  urgent 
call  for  the  international  co-operation  which  is  necessary 
for  its  defence. 

Thursday  was  fully  taken  up  with  meetings  of  the  Tech- 
nical Divisions  of  the  A.S.C.E.  in  which  many  members 
of  the  Institute  took  part.  At  luncheon  an  interesting  ac- 
count of  army  engineer  training  in  the  United  States  was 
given  by  Brigadier-General  E.  H.  Marks  of  the  United 
States  Army. 

For  the  ladies  there  were  trips,  bridge  parties  and  teas; 
they  also  had  the  pleasure  of  hearing  Dr.  Alice  Vibert 
Douglas,  dean  of  women  in  Queen's  University,  Kingston, 
who  spoke  on  "Astronomy's  Debt  to  the  Engineer." 

All  the  arrangements  worked  smoothly.  Our  American 
visitors  appreciated  the  courtesy  and  help  of  the  Immigra- 
tion and  Customs  Officers  who  made  transfer  across  the 
border  at  the  Rainbow  Bridge  a  simple  affair. 

The  benefits  of  such  a  meeting  are  manifold.  Not  the 
least  of  them  is  the  development  of  a  feeling  of  mutual  con- 
fidence and  comradeship  between  the  engineers  of  the  two 
neighbouring  countries. 

COMING  MEETINGS 

Canadian  Construction  Association. — Annual  Conven- 
tion, Log  Chateau,  Seigniory  Club,  Que.  January  20-22, 
1943.  General  Manager,  J.  Clark  Reilly,  Ottawa  Building, 
Ottawa,  Ont. 

The  Engineering  Institute  of  Canada. — 57th  Annual 
General  Professional  Meeting,  Royal  York  Hotel,  Toronto, 
Ont.,  February  11-12,  1943.  General  Secretary,  L.  Austin 
Wright,  2050  Mansfield  St.,  Montreal,  Que. 


THE  ENGINEERING  JOURNAL     November,  1942 


635 


AT  THE  INFORMAL  DINNER  FOR  OFFICERS  OF  BOTH  SOCIETIES 


(Below)  Past-president  C.  J.  MacKenzie  of  the 
Institute,  Mrs.  F.  H.  Fowler,  and  Past-presi- 
dent T.  H.  Hogg  of  the  Institute. 


(Above)  Left  to  right:  Dean  C.  R.  Young,  president 
of  the  Institute,  E.  B.  Black,  president  of  the  Ameri- 
can Society,  Mrs.  Young  and  F.  H.  Fowler,  past- 
president  of  the  Society. 


(Above)  Mrs.  T.  H.  Hogg  and 
C.  B.  Burdick,  vice-president  of 
the  Society. 


(Left)  President-elect  of 
the  Institute  K.  M.  Cam- 
eron and  Mrs.  Cameron. 


(Below)  Mrs.  W.  N.  Brown 
of  Washington,  Col.  E.  G. 
M.  Cape,  treasurer  of  the 
Institute,  Secretary  G.  T. 
Seabury  of  the  American 
Society  and  Mrs.  Seabury. 
In  the  foreground,  Mrs. 
Cape. 


(Above)  General  Secretary  L.  Austin  Wright 
chats  with  Dr.  D.  W.  Mead,  past-president 
and  honorary  member  of  the  American  So- 
ciety, and  Mrs.  Mead. 


Some  of  the  Institute  officers:  Councillor  H.  R. 
Sills,  Chairman  H.  F.  Bennett  of  the  Young 
Engineer  Committee,  Mrs.  Bennett,  Council- 
lors J.  G.  Hall  and  Dr.  A.  E.  Berry. 


Councillor  J.  A.  Vance  discusses  Institute 
activities  with  Miss  M.  McLaren  from  Head- 
quarters while  J.  C.  Hoyt  of  Washington 
proposes  a  toast  to  Miss  E..  Gibson  also  from 
Institute   Headquarters. 


636 


November,  1942    THE  ENGINEERING  JOURNAL 


WASHINGTON  LETTER 

When  one  views  the  wastage  and  devastation  of  modern 
war  it  would  seem  that  the  human  race  will  be  impoverished 
for  years  to  come.  But  a  more  careful  view  indicates  that 
the  appalling  expenditure  of  materials  is  being  mitigated 
by  the  research  and  development  which  has  been  made 
necessary  by  the  demands  of  modern  warfare  and  by  the 
increasing  scarcity  of  raw  materials.  This  is  not  immediately 
apparent  as  many  of  the  most  spectacular  achievements  of 
engineers,  chemists  and  scientists  are  now  being  used  for 
war  purposes.  Most  of  these  developments  are  still  military 
secrets.  In  many  instances,  their  civilian  potentialities  have 
not  yet  been  explored. 

One  example  which  comes  to  mind  is  the  advancement 
in  the  field  of  radio  communication.  I  heard  an  authority 
say  recently  that  the  principles  involved  in  the  radio  locator, 
once  they  could  be  divulged  and  divorced  from  military 
necessity,  would  revolutionize  communication.  Less  spec- 
tacular perhaps,  but  more  tangible,  are  the  possibilities 
inherent  in  micro-photography  combined  with  world-wide 
aviation.  Following  the  war,  no  one  need  be  more  than  a 
few  days  separated  from  anyone  anywhere  in  the  world. 

At  present,  the  light  metals  are  being  monopolized  for 
war  purposes.  The  vast  expansion  in  both  the  capacities 
and  the  techniques  of  the  production  of  aluminum  and 
magnesium  may  well  revolutionize  much  of  our  way  of 
living  when  these  light  metals  are  made  available  for 
civilian  requirements. 

The  great  synthetic  rubber  industry  now  being  brought 
into  production  will  produce  a  wide  variety  of  rubbers  cap- 
able of  meeting  all  the  normal  requirements  and  many  new 
requirements  which  hitherto  could  not  be  met  by  natural 
rubber  at  all. 

As  an  offshoot  of  synthetic  rubber,  research  techniques  in 
polymerization  and  hydrogenization  and  the  use  of  catalysts 
are  finding  interesting  ramifications.  It  is  now  possible  to 
produce  high-test  gasoline  from  a  wide  variety  of  agricul- 
tural products  with  comparatively  simple  plant  and  equip- 
ment. Hitherto  inaccessible  regions  may  eventually  be 
equipped  to  produce  their  own  gasoline.  This  may  have  an 
important  bearing  on  both  air  transportation  and  mechan- 
ized agriculture. 

There  are  some  who  will  predicate  a  whole  post-war  pro- 
gramme of  industrial  expansion  on  the  civilian  application 
of  plastics  which  are  now  being  largely  used  for  war  pur- 
poses. Polyethylene  and  polythene,  because  of  their  amazing 
electrical  properties,  are  being  exclusively  used  in  radar 
work  and  are  hardly  known  to  the  public  at  all.  New  plastic 
tubes  and  pipes  are  now  being  made  which  can  be  welded 
like  metals.  Lucite  and  a  host  of  other  plastics  will,  after 
the  war,  take  their  place  in  civilian  life. 

The  paint  industry  has  engaged  in  research  into  the 
special  requirements  of  camouflage,  into  infra-red  resistant 
pigments  and  into  special  lacquers  to  take  the  place  of  tin 
and  other  metal  coatings.  This  research  will  probably  result 
in  paints  for  civilian  use  far  in  advance  of  anything  known 
before. 

Food  research  is  now  perfecting  dehydration  techniques. 
New  methods  of  packaging  and  preserving — methods  of 
crystallizing  foods  with  preservation  of  all  their  essential 
qualities — new  methods  of  planting  and  rotation — will  all 
have  their  effect. 

We  are  also  learning  to  use  our  critical  materials  more 
sparingly.  Recent  developments  of  electrolytic  tinning  have 
already  cut  requirements  for  tin  in  half.  Close  scrutiny  re- 
garding the  use  and  specifications  of  nickel  have  reduced 
our  requirements  by  25  per  cent.  New  steel  spécifications 
are  having  similar  effects. 

The  necessity  for  maintaining  large  numbers  of  men  in 
virgin  territories  is  resulting  in  new  methods  of  sanitary 
control  and  the  development  of  highly  mobile  sanitary 
equipment.  Such  techniques  may  open  up  parts  of  the  world 
hitherto  considered  to  be  inaccessible. 


Allied  to  all  the  above,  of  course,  is  the  fact  that  every- 
where the  search  for  new  raw  materials  and  new  methods 
and  new  processes  is  being  accelerated.  At  long  last,  the 
countries  of  the  world  are  beginning  to  adopt  a  closer 
standardization  of  scientific  measurements.  The  industrial- 
ization of  the  world  is  being  disseminated  more  evenly 
throughout  the  various  regions  of  the  earth.  Mass  produc- 
tion methods  and  pools  of  skilled  labour  can  now  be  found 
all  over  the  world.  Through  recently  negotiated  patent  agree- 
ments, scientific  techniques  and  processes  are  now  being 
made  available  to  all  the  peoples  of  the  United  Nations. 

Thus  are  engineers  and  scientists  laying  the  foundations 
of  an  ampler  world,  in  part  atonement,  at  least,  for  making 
possible  many  of  the  horrors  of  modern  war. 


As  the  fate  of  Manchuria  and  Poland  and  Pearl  Harbor 
forced  upon  the  democratic  countries  of  the  world  a  pro- 
gressive realization  that  war  was  inevitable,  we  began  by 
imposing  a  war  production  programme  on  top  of  our  normal 
civilian  production.  As  we  increased  our  war  preparations, 
it  became  necessary  to  invent  a  way  of  curtailing  civilian 
production.  A  priority  system  was  set  up  whereby  war  re- 
quirements were  given  a  prior  claim  over  civilian  needs 
on  scarce  materials.  Very  soon,  priorities  had  to  be  extended 
to  civilian  requirements  in  order  to  distinguish  between 
"essential"  and  "non-essential"  civilian  requirements. 
Finally,  the  point  was  reached  when  the  sum  of  "essential 
civilian"  and  "total  war"  requirements  exceeded  total  pro- 
duction capacity.  At  this  point  the  priority  system  naturally 
broke  down.  This  happened  in  England  towards  the  end  of 
the  first  year  of  the  war.  It  is  happening  now  in  the  United 
States.  The  alternative  is  a  system  of  allocations  in  which 
an  attempt  is  made  to  balance  total  production  with  total 
need.  To  the  engineer  this  seems  like  as  easy  and  obvious 
next  step,  but  it  involves  profound  and  far  reaching  conse- 
sequences.  In  economic  parlance  the  transition  from  priori- 
ties to  allocation  might  almost  be  regarded  as  a  change 
from  laissez-faire  to  a  planned  economy.  Since  we  are  fight- 
ing a  global  war  and  since  the  normal  sources  of  so  many 
raw  materials  are  now  in  enemy  hands  and  since  the  pro- 
duction of  certain  articles  of  war  and  certain  synthetics 
must  be  centralized  in  one  area  or  another,  our  allocation 
system  must  also  be  planned  to  operate  on  a  global  scale. 
The  job  of  setting  up  bodies  and  of  organizing  the  pro- 
grammes for  the  production  and  consumption  of  the  United 
Nations  and  of  establishing  the  necessary  authorities  to 
carry  them  out  on  a  world-wide  scale  is  an  herculean  task. 
Short  of  production  itself,  it  is  the  most  important  under- 
taking in  the  world  at  the  moment.  It  is  an  undertaking 
so  complicated  and  so  vast  and  requiring  such  close  detail 
that  nothing  short  of  a  major  crisis  in  the  affairs  of  all 
mankind  could  have  forced  us  to  face  it  and  carry  it  through. 
Those  of  us  who  are  immersed  in  the  immediate  tasks  of 
carrying  into  effect  this  programming  scheme  tend  to  see 
only  the  difficulties  and  the  possibilities  of  strain  and  mis- 
understanding and  international  friction.  Underyling  it  all 
is  a  great  new  step  forward  in  world  affairs.  One  of  the 
most  immediate  effects  is  the  fact  that  the  division  between 
civilian  and  war  requirements  is  disappearing.  All  require- 
ments are  now  becoming  either  direct  or  indirect  war  re- 
quirements. Anjrthing  which  does  not  aid  the  war  effort 
has  no  place.  Thus  it  is  being  brought  home  to  all  that  this 
is  a  people's  war  and  that  the  peace  must  be  a  people's 
peace.  It  is  a  demonstration  of  the  necessity  of  international 
solidarity  and  of  the  possibility  of  international  co-operation. 
It  is  a  "first"  in  history  and  there  will  be  no  going  back. 
Humanity  is  being  organized  in  a  phalanx.  Churchill, 
Roosevelt,  Stalin,  Chiang-Kai-shek;  behind  them  the  general 
staffs;  behind  them  the  joint  international  boards;  behind 
them  the  various  boards  and  organizations;  and  behind 
them  the  combined  efforts  of  fifteen  hundred  million  people, 
now  for  the  first  time  treading  the  same  road  in  a  communal 
effort  and  setting  their  faces  towards  a  common  goal. 

E.  R.  Jacobsen,  m.e.i.c. 


THE  ENGINEERING  JOURNAL     November,  1942 


637 


THE  COMMITTEE  ON  THE  YOUNG  ENGINEER 

At  the  Council  meeting  held  at  Niagara  Falls  last  month, 
H.  F.  Bennett  presented  the  following  report  concerning 
the  recent  activities  of  his  committee: 

I  am  reporting  on  the  activities  of  the  Engineering  Insti- 
tute of  Canada  Committee  on  the  Training  and  Welfare 
of  the  Young  Engineer  since  the  Annual  Meeting  in  Feb- 
ruary, 1942. 

(1)  About  13,000  copies  of  the  brochure — "The  Profession 
of  Engineering  in  Canada" — have  been  published  and  about 
9,000  copies  have  been  distributed  without  charge  to  the 
engineering  colleges  and  to  the  high  schools  throughout 
Canada. 

(2)  Student  Guidance  Committees  have  been  set  up  in 
sixteen  of  the  branches  of  the  Institute  to  implement  the 
guidance  phase  covered  by  the  brochure.  I  have  received 
frequent  reports  from  several  of  these  branches,  indicating  a 
considerable  activity.  It  is  to  be  hoped  that  the  remaining 
branches  will  follow  with  the  naming  of  their  committees. 

(3)  The  French  language  edition  of  the  brochure  is  now 
in  the  hands  of  the  printers.  These  will  be  distributed  to  the 
French  speaking  schools  in  the  province  of  Quebec  and  in 
the  French  districts  of  the  other  provinces. 

(4)  The  president  and  other  members  of  the  Institute 
have  spoken  on  the  subject  of  student  guidance  at  a  majority 
of  the  branches  of  the  Institute. 

(5)  The  several  Branch  Committees  are  now  co-operating 
with  local  guidance  committees,  student  counsellors,  uni- 
versity alumni  and  high  school  principals. 

(6)  Single  copies  of  the  E.C.P.D.  Manual  for  Student 
Counsellors  have  been  distributed  to  the  Branch  Committee 
chairmen,  and  they  are  asking  that  a  supply  be  obtained  for 
their  use.  This  request  will  be  in  my  recommendation  portion 
of  this  report. 

(7)  Since  we  reported  to  you  on  the  need  for  greater 
publicity  on  the  subject  of  Student  and  Junior  prizes,  we 
have  had  enquiries  from  the  branches  indicating  a  renewed 
interest  in  these  competitions. 

RECOMMENDATIONS 

(1)  We  would  recommend  to  the  councillors  of  each 
Branch  that  they  encourage  the  activities  of  the  Junior 
member  committees  and  the  Student  guidance  committees, 
and  if  these  have  not  yet  been  formed  in  their  individual 
branches,  that  they  be  urged  to  carry  out  this  request  so 
that  there  will  be  no  loophole  in  our  organization. 

(2)  We  would  recommend  that  200  copies  of  the  E.C.P.D. 
Manual  for  Committees  of  Engineers,  and  200  copies  of 
Appendix  "A"  of  that  Manual,  be  obtained  from  the 
E.C.P.D.  at  an  estimated  cost  of  $15.00. 

Respectfully  submitted  on  behalf  of  the  Committee. 

(Signed)  Harry  F.  Bennett,  m.e.i.c, 
Committee  Chairman. 

ENGINEERS  COUNCIL  FOR  PROFESSIONAL 
DEVELOPMENT 

The  10th  Annual  Meeting  of  the  Engineers  Council  for 
Professional  Development  was  held  in  New  York  on  Satur- 
day and  Sunday,  October  17th  and  18th  under  the  general 
guidance  of  R.  E.  Doherty,  Chairman  of  the  Council,  and 
President  of  the  Carnegie  Institute  of  Technology.  The 
meetings  were  held  in  the  board  room  of  the  American 
Society  of  Civil  Engineers  and  the  Engineer's  Club. 

The  Institute  was  well  represented  by  President  C.  R. 
Young,  and  past  presidents  J.  B.  Challies  and  Arthur 
Surveyer,  and  James  Vance,  the  Institute's  representative 
on  the  Committee  of  Professional  Recognition,  and  the 
General  Secretary. 

Saturday's  session  was  devoted  to  a  meeting  of  the  execu- 
tive of  the  council  and  Sunday  was  a  general  meeting,  con- 
cluding with  a  dinner  at  the  Engineer's  Club  in  the  evening, 
at  which  Dr.  Doherty  was  chairman  and  Colonel  C.  E. 
Davies  was  toastmaster. 


From  left  to  right,  Harold  V.  Coes,  president-elect  of  the 
American  Society  of  Mechanical  Engineers;  Past-President 
Arthur  Surveyer  of  The  Engineering  Institute  of  Canada;  Dr. 
R.  E.  Doherty,  president  of  Carnegie  Institute  of  Technology 
and  chairman  of  E.C.P.D.;  Toastmaster  Colonel  C.  E.  Davies, 
secretary  of  A.S.M.E.;  L.  Austin  Wright,  general  secretary  of 
E.I.C.;  Dean  R.  L.  Sackett  of  Pennsylvania  State  College,  I 
chairman  of  the  Committee  on  Student  Selection  and  Guid- 
ance; C.  H.  Stevens;  Dr.  A.  R.  Cullimore,  president  of  Newark 
College  of  Engineering.  Past-President  J.  B.  Challies  of  the 
E.I.C.  was  sitting  on  the  left  just  out  of  the  camera  range. 

The  evening  was  given  over  to  discussion  of  the  work 
already  accomplished  by  the  E.C.P.D.  in  the  first  ten  years 
of  its  existence,  and  to  its  position  in  the  future  in  relation- 
ship to  the  various  war  activities. 

At  the  Sunday  meeting,  the  reports  from  all  committees 
were  presented  and  approved.  All  or  part  of  these  reports 
will  be  printed  in  the  Engineering  Journal  very  shortly. 
They  point  out  the  value  of  the  work  being  done  in  a  field 
in  which  the  Council  is  giving  very  definite  leadership.  No  I 
single  agency  is  doing  so  much  for  the  advancement  of  the  I 
professional  interest  of  the  engineers,  as  is  the  Engineers  I 
Council  for  Professional  Development. 


PROFESSOR  WEBSTER  PURSUES 
HIS  GOOD  WORK 

Those  who  had  the  privilege  of  attending  Professor 
Webster's  lectures  or  of  meeting  him  personally  will  be  in- 
terested in  the  following  letter  from  the  Chief  Engineer  of 
the  British  Ministry  of  Home  Security,  Sir  A.  M.  Rouse. 


Ministry  of  Home  Security, 
Home  Office  Building,  Whiteha 

7th  September,  194 


■■ 


Assistant  General  Secretary, 

The  Engineering  Institute  of  Canada, 

Montreal,  Que. 

Dear  Mr.  Trudel, 

Your  letter  of  the  29th  July,  1942,  to  Prof.  F.  Webster, 
enclosing  Copy  No.  1  of  "Structural  Defence  against  Bomb- 
ing" has  been  received,  and  in  his  absen.ce  I  have  opened  it. 

Prof.  Webster  is  absent  in  the  East  giving  advice  on  the 
defence  of  an  important  installation,  and  I  delayed  acknow- 
ledging your  letter  in  case  he  should  return  in  time  to  do  so 
himself. 

I  feel,  however,  that  your  letter  must  be  answered  lest 
you  should  feel  that  Prof.  Webster  is  guilty  of  a  discourtesy. 

It  is  very  gratifying  to  us,  his  colleagues,  to  know  that 
his  work  in  Canada  was  appreciated  so  widely. 

Yours  sincerely, 

(Signed)  A.  M.  Rouse, 
Chief  Engineer. 

We  wish  Mr.  Webster  all  success  in  his  work  which  does 
so  much  to  lessen  the  possible  damage  and  loss  of  life  from 
aerial  bombing. 


638 


November,  1942    THE  ENGINEERING  JOURNAL 


CANADIAN  ENGINEERS  IN  ENGLAND 

About  this  time  last  year,  a  representative  of  the  British 
Ministry  of  Aircraft  Production,  member  of  the  Institute, 
came  from  England  to  enlist  the  services  of  a  number  of 
Canadian  engineers  on  several  important  construction  pro- 
jects of  the  Ministry. 

Before  his  arrival,  Mr.  VV.  O.  Maclaren  had  communicated 
with  the  Institute,  requesting  that  a  number  of  possible 
candidates  for  the  positions  be  assembled  ready  for  his 
interviewing.  The  Institute  Employment  Service,  in  co- 
operation with  the  Wartime  Bureau  of  Technical  Personnel, 
did  the  necessary  canvassing  and,  upon  his  arrival  in 
Canada,  Mr.  Maclaren  was  able  to  interview  several  quali- 
fied persons  in  the  principal  centres.  As  a  result,  several 
engineers  were  engaged,  by  the  Ministry,  in  a  civilian  capa- 
city, and  went  over  to  England  early  this  year. 

The  following  letter  received  recently  from  Mr.  Maclaren 
may  be  of  interest  to  the  relatives  and  friends  of  these 
engineers  : 

Ministry  of  Aircraft  Production, 
Thames  House,  Millbank,  S.W.I. 
15th  October,  1942. 
The  Secretary, 

The  Engineering  Institute  of  Canada, 
Montreal,  P.Q. 
Dear  Sir, 

I  regret  that  owing  to  my  activities  in  this  country,  I  am 
not  able  to  write  nearly  as  often  as  I  would  like. 

I  do  feel,  however,  that  you  will  be  interested  to  learn 
something  of  the  activities  of  some  of  the  Canadian  engineers 
whom  I  brought  over  to  this  country  to  take  up  positions 
with  the  Ministry  of  Aircraft  Production. 

Mr.  S.  S.  W.  Cole  has  proved  himself  to  be  extremely 
useful  in  his  capacity  of  resident  engineer  in  charge  of  a 
very  secret  type  of  factory,  the  cost  of  which  project  is 
running  into  some  three  and  a  half  million  dollars.  Mr.  Cole 
is  making  extremely  good  efforts  in  this  country  and  is 
handling  his  work  with  customary  Canadian  efficiency. 

Mr.  W.  H.  Ellis  is  my  deputy  (superintending  engineer) 
on  a  contract  for  the  Ministry,  in  value  of  over  six  million 
dollars,  and  is  carrying  out  his  duties  conscientiously  and 
with  outstanding  ability.  He  is  extremely  interested  in  his 
work  and  perfectly  happy  in  his  surroundings. 

Mr.  J.  H.  Brown  is  resident  engineer  and  is  distinguishing 
himself  on  a  three  million  dollar  project  for  the  Ministry, 
and  by  his  high  degree  of  energy,  activity  and  outstanding 
ability  in  administering  this  contract  in  a  most  able  and 
satisfactory  manner. 

Mr.  Kingston  is  engaged  as  civil  engineer  on  one  of  the 
biggest  undertakings  in  this  country,  running  approxi- 
mately ten  million  dollars  and  he  has  proved  himself  to  be 
extremely  satisfactory  in  every  way. 

Mr.  J.  A.  Fisher  is  engaged  as  civil  engineer  on  another 
very  large  contract  in  the  north  of  England,  and  his  tactful 
understanding,  energy  and  conscientious  application  to  his 
duties  are  assisting  in  no  small  measure  in  the  early  com- 
pletion of  a  major  contract  being  undertaken  by  this  Min- 
istry. Mr.  Fisher  is  taking  a  particularly  keen  interest  in 
local  conditions  in  this  country,  and  any  spare  moments  he 
has  (which  are  few)  he  is  studying  every  building  of  any 
historical  interest  and  appears  to  be  getting  a  real  kick 
out  of  it. 

Mr.  J.  C.  Loiselle,  s.e.i.c,  is  mostly  engaged  on  design 
work  at  the  Ministry's  headquarters,  and  his  cheerfulness 
and  willing  application  to  his  duties  both  ensure  that  his 
work  is  being  undertaken  in  a  most  efficient  manner  and 
enable  him  to  get  along  agreeably  with  people  with  whom 
he  comes  into  contact.  Mr.  Loiselle  should  be  acquiring 
by  this  time  a  very  intimate  knowledge  of  London  and  its 
environs. 

Mr.  C.  M.  Hare,  m.e.i.c,  is  carrying  out  some  very  useful 
work  for  the  Ministry,  but  as  I  have  not  come  in  contact 
with  him  for  some  months  now,  I  have  less  detailed  informa- 


tion about  him  than  of  the  other  members  of  the  party. 
I  must  thank  the  Institute  for  its  most  gracious  and  help- 
ful co-operation  at  the  time  of  my  recent  visit  to  Canada, 
during  which  time  these  engineers  were  chosen,  and  since 
when  they  have  arrived  in  this  country.  My  visit  would 
have  been  well  worth  while  if  I  had  only  obtained  one  engi- 
neer out  of  the  group  noted  above.  As  I  am  fortunate  enough 
to  obtain  several  extremely  able  engineers  through  the  good 
offices  of  the  Institute  and  the  Wartime  Bureau  of  Tech- 
nical Personnel,  the  position  is  even  more  favourable. 

In  conclusion,  I  would  like  to  convey  my  most  sincere 
regards  to  Mr.  L.  Austin  Wright,  Miss  McLaren,  his  secre- 
tary, and  to  Mr.  H.  W.  Lea,  now  the  director  of  the  Wartime 
Bureau  of  Technical  Personnel,  for  making  my  visit  both 
profitable  and  interesting. 

I  will  let  you  have  such  further  information  as  may  come 
into  my  possession  at  as  frequent  intervals  as  conditions 
permit. 

Yours  faithfully, 
(Signed)  W.  O.  Maclaren,  m.e.i.c, 

Superintending  Engineer — M.A.P., 
Assistant  Director  of  Aircraft  Pro- 
duction Factories. 


CORRESPONDENCE 

The  King  vs.  Paradis  and  Farley  Inc. 

Montreal,  October  20th,  1942. 
The  Editor, 

The  Engineering  Journal,  Montreal,  Que. 
Dear  Sir, 

I  would  like  to  submit  to  the  attention  of  your  readers 
the  following  thoughts  in  connection  with  the  case  recently 
decided  by  the  Supreme  Court  of  Canada  and  summarized 
in  the  September  issue  of  the  Journal,  The  King  vs.  Paradis 
&  Farley,  Inc. 

The  learned  judges  say  that  the  contractor  was  obligated 
to  drive  piles  in  a  specified  location,  not  in  a  specified 
material.  Suppose  the  test  borings,  which  were  probably  not 
closer  than  100  ft.,  by  chance  did  not  in  any  way  represent 
the  material,  and  it  developed  that  piles  could  not  be  driven 
at  all  instead  of  at  some  additional  cost.  The  design  of 
necessity  would  then  have  been  changed,  and  either  the 
contract  cancelled,  or  the  contractor  compensated  at  agreed 
prices  for  the  changed  conditions.  The  owner  and  the  owner's 
engineers  generally  have  ample  time  and  facilities  for  secur- 
ing information.  Accurate  information  as  to  the  foundation 
material  is  a  prerequisite  for  the  design.  By  publishing  in- 
formation, I  contend  that  the  owner  tacitly  admits  influenc- 
ing the  contractor,  who  generally  has  neither  the  time  nor 
means  to  verify  the  information,  and  regardless  of  the  fact 
that  the  owner  states  he  is  not  to  be  held  responsible  for 
such  information,  he  undoubtedly  should  be  responsible  if 
he  issues  information  at  all.  Partial  change  from  the  con- 
ditions anticipated  by  the  published  information,  warrants 
adjustment  of  compensation  to  the  contractor,  just  as  a 
complete  change  in  design  warrants  adjustment. 

Why  should  a  clause  be  allowed  in  a  contract,  or  a  whole 
contract  be  written  permitting  an  owner  to  benefit  at  the 
expense  of  a  contractor,  because  of  the  deficiencies  or  pro- 
fessional irresponsibility  of  the  owner's  engineers,  or  to  put 
it  more  gently,  because  of  the  owner's  lack  of  confidence 
in  his  engineer,  or  again  because  the  owner  desires  to  take 
unfair  advantage  of  the  cupidity  of  many  contractors. 

Bidding,  of  course,  is  voluntary,  and  a  contractor  does 
not  have  to  put  his  head  in  a  noose.  Lotteries  are  not 
allowed  in  this  country  however.  Government  departments 
and  others  should  not  be  allowed  to  call  for  tenders  on  work 
under  such  conditions. 

Regardless  of  what  may  be  done,  the  old  principle  of 
Caveat  emptor  will  prevail.  As  I  see  it,  the  contractor  "buys" 
every  job  for  which  he  signs  a  contract.  However,  His 
Majesty,  and  those  acting  for  him,  are  supposedly  beyond 


THE  ENGINEERING  JOURNAL    November,  1942 


639 


reproach.  That  His  Majesty  or  any  owner  should  retain  or 
employ  engineers,  and  then  by  outrageously  one-sided  con- 
tractral  obligations  attempt  to  safeguard  the  owners  from 
all  possible  errors,  omissions  or  misjudgements  of  the  engi- 
neers, appears  to  me  grossly  unjust  to  the  contractor,  apart 
from  being  a  very  terrible  reflection  on  the  integrity  and 
capabilities  of  the  engineers. 

In  my  opinion,  all  information  available  pertinent  to 
proper  pricing  by  the  contractor,  should  be  given  always. 
When  there  is  doubt  as  to  the  reliability  of  the  information, 
or  when  the  owner  arbitrarily  will  not  assume  responsibility 
for  it,  then  a  fee  type  of  contract  should  be  mandatory. 

If  unit  prices  or  a  stipulated  sum  are  required,  the  in- 
formation should  without  any  doubt  be  guaranteed. 

If  the  actual  conditions  result  in  additional  cost  over 
the  guaranteed  conditions,  the  contractor  will  be  entitled 
to  compensation  and  the  owner  will  be  required  to  pay. 
The  owner  would  have  to  pay  in  any  case  if  the  true  con- 
ditions were  known  when  the  tender  was  made.  If  the  con- 
ditions are  uncertain  and  are  not  guaranteed — but  turn  out 
much  better  than  anticipated,  then  the  owner  under  a  fee 
contract  pays  the  actual  cost  only. 

I  have  been  misled  by  improper  information.  The  most 
glaring  occurrence  was  in  1932  arising  out  of  my  contract 
for  the  construction  of  the  Paris  high  level  bridge  for  the 
Ontario  Department  of  Highways.  The  Department  ex- 
hibited borings  on  the  drawings,  and  at  the  same  time  dis- 
claimed all  responsibility  for  them.  There  were  a  number 
of  river  piers  and  a  large  east  abutment.  The  footing  for 
this  abutment  was  about  45  ft.  below  the  existing  ground 
at  the  bottom  of  the  east  bank  of  the  Grand  River  valley. 
The  roadwav  was  about  45  ft.  above,  i.e.,  a  total  height 
of  about  90  ft. 

The  borings  showed  shale  to  rock  at  45  ft.  below  the 
existing  ground.  The  shale  in  the  vicinity  was  such  that  it 
could  be  dug  with  a  clam  mostly  without  shooting.  The 
overbreak  would  not  be  excessive  and  sheeting  and  bracing 
would  not  be  required.  So  the  job  was  bid  and  "bought." 

There  was  clay  but  no  shale  for  the  whole  45  ft.  The 
overbreak  was  very  great,  and  disaster  due  to  the  hill  sliding 
was  just  avoided,  serious  cracks  having  developed  in  the 
old  road  GO  ft.  above  the  existing  ground  one  hundred  feet 
above  the  bottom  of  the  hole.  I  had  inspected  the  cores 
previous  to  bidding.  These  must  have  been  allowed  to  dry 
out  before  being  recorded. 

Some  adjustment  was  made  after  over  a  year's  delay, 
but  the  Department  disclaimed  all  responsibility. 

E.  P.  MuNTZ,  M.E.I.C., 

I 'itsl  President,  Xational  Construction  Council. 


MEETING  OF  COUNCIL 

A  regional  meeting  of  the  Council  of  the  Institute  was 
held  at  the  General  Brock  Hotel,  Niagara  Falls,  Ontario, 
on  Tuesday,  October  13th,  1942,  at  two  o'clock  p.m. 

Present:  President  C.  R.  Young  (Toronto)  in  the  chair; 
Past-Presidents  T.  H.  Hogg  (Toronto)  and  C.  J.  Mackenzie 
{Ottawa);  Vice-President  K.  M.  Cameron  (Ottawa);  Coun- 
cillors A.  E.  Berry  (Toronto),  J.  G.  Hall  (Montreal),  R.  E. 
Heartz  (Montreal),  A.  W.  F.  McQueen  (Niagara  Peninsula), 
G.  M.  Pitts  (Montreal),  W.  J.  W.  Reid  (Hamilton),  H.  R. 
Sills  (Peterborough),  and  J.  A.  Vance  (London);  Treasurer 
E.  G.  M.  Cape  (Montreal);  General  Secretary  L.  Austin 
Wright  and  Assistant  General  Secretary  Louis  Trudel.  There 
were  also  present  by  invitation — Past-President  A.  J.  Grant 
(St.  Catharines)  ;  Past-Vice-President  E.  P.  Muntz  (Mont- 
real); Past-Councillors  M.  B.  Atkinson,  W.  R.  Manock 
and  W.  Jackson  of  the  Niagara  Peninsula  Branch;  D.  J. 
Emery,  chairman,  Peterborough  Branch;  C.  G.  Cline,  chair- 
man, C.  G.  Moon,  past-chairman,  J.  H.  Ings,  secretary- 
treasurer,  W.  D.  Bracken  and  J.  W.  Brooks,  members  of 
executive,  Niagara  Peninsula  Branch;  W.  C.  Miller,  Presi- 


640 


dent,  Association  of  Professional  Engineers  of  Ontario  and 
chairman  of  the  Institute's  Committee  on  Post-war  Prob- 
lems; H.  F.  Bennett,  chairman  of  the  Committee  on  the 
Training  and  Welfare  of  the  Young  Engineer;  Major  M.  B. 
Watson,  Registrar  of  the  Association  of  Professional  Engi- 
neers of  Ontario  and  Secretary  of  the  Dominion  Council 
of  Professional  Engineers. 

In  welcoming  the  councillors  and  guests  President  Young 
expressed  his  pleasure  at  seeing  so  many  past  officers.  Their 
advice  and  participation  in  the  discussions  would  be  of 
great  assistance  to  Council.  Following  the  usual  custom, 
he  asked  each  person  present  to  stand  and  give  his  name, 
place  of  residence,  and  Institute  affiliation. 

The  question  had  been  raised  as  to  whether  or  not  the 
Institute  would  be  justified,  under  present  conditions,  in 
proceeding  with  the  preparation  of  dies  for  the  two  new 
medals  recently  established  by  Council.  Enquiries  had  been 
made  and  although  no  reply  had  as  yet  been  received  from 
Mr.  H.  E.  Ewart,  the  Master  of  the  Royal  Canadian  Mint, 
Henry  Birks  and  Sons  advised  that  they  could  accept  an 
order  for  the  dies,  but  the  medals  could  only  be  made  in 
gold  or  silver.  It  was  decided  to  await  a  reply  from  Mr. 
Ewart  before  reaching  any  decision. 

Attention  wyas  drawn  to  a  recent  announcement  in  the 
press  whereby  in  order  to  conserve  transportation,  the 
Honourable  C.  D.  Howe  made  an  appeal  for  the  curtailment 
of  all  unnecessary  travel,  including  the  postponing  of  con- 
ventions and  similar  gatherings. 

The  general  secretary  read  a  letter  which  the  President 
had  addressed  to  Mr.  Howe,  asking  whether  his  appeal 
would  go  so  far  as  to  make  it  desirable  for  the  Institute  to 
abandon  the  idea  of  its  annual  professional  meeting  in 
February,  1943.  In  Mr.  Howe's  absence  in  England  a  reply 
had  been  received  from  Mr.  W.  J.  Bennett,  executive  assist- 
ant to.  Mr.  Howe,  which  indicated  that,  in  his  opinion,  Mr. 
Howe  would  likely  suggest  that  the  meeting  be  postponed 
as  the  appeal  to  be  effective  should  apply  without  favour 
to  any  particular  group. 

President  Young  pointed  out  that  at  the  regional  meeting 
of  Council  held  in  Halifax  in  August,  before  any  appeal 
had  been  made  for  the  conservation  of  transportation  facili- 
ties,  it  had  been  unanimously  decided  to  hold  the  annual 
meeting  in  its  usual  form. 

Dean  Mackenzie  who  had  attended  the  Halifax  meeting, 
felt  that  the  meeting  in  Toronto  would  not  be  a  very  great 
strain  on  the  transportation  systems  as  a  large  proportion 
of  the  members  attending  would  come;  from  Toronto  and 
nearby  territory.  In  view  of  the  important  part  which 
engineers  are  taking  in  the  war  effort,  he  would  not  like 
to  see  the  meeting  postponed. 

Colonel  Cape  felt  that  the  Institute  meeting  would  be  a 
purely  professional  gathering,  mostly  taken  up  with  matters 
of  vital  interest  to  the  war  effort,  and  would  not  be  in  the 
same  class  as  other  conventions  which  Mr.  Howe  had  in 
mind. 

Following  discussion  it  was  unanimously  decided  to  ask 
Nice-President  Cameron  and  the  general  secretary  to  wait. 
upon  Mr.  Howe  as  soon  as  possible  after  his  return  from 
England,  and  discuss  the  matter  with  him. 

Dr.  Berry  reported  that  the  Toronto  Branch  Annual 
Meeting  Committee  was  making  good  progress.  Arrange- 
ments had  been  completed  with  the  hotel,  and  the  Papers 
Committee  was  at  work.  However,  plans  would  be  held  in 
abeyance  until  a  decision  had  been  reached  as  to  whether 
or  not  the  meeting  would  be  held.  It  was  very  desirable 
that  the  Papers  Committee  should  be  informed  of  the  de- 
cision as  soon  as  possible. 

A  letter  was  read  from  Mr.  Wills  Maclachlan,  chairman 
of  the  Committee  on  Industrial  Relations,  who  had  expected 
to  be  present,  although  he  had  no  special  report  to  make 
at  this  time.  The  next  meeting  of  his  committee  would  be 
held  on  October  Kith,  following  which  a  further  report 
would  be  available. 


November,  1942    THE  ENGINEERING  JOURNAL 


Mr.  W.  C.  Miller,  chairman  of  the  Committee  on  Post 
War  Problems,  read  a  letter  describing  the  work  accomplish- 
ed by  his  committee  and  referring  to  the  possible  co-opera- 
tion with  the  various  citizens'  committees  now  being  estab- 
lished under  the  guidance  of  the  Department  of  Pensions 
and  National  Health  and  dealing  with  the  problems  to  be 
met  in  the  rehabilitation  of  returned  soldiers. 

President  Young  felt  that  in  contacting  the  various  citizen 
committees  now  being  established  under  the  guidance  of  the 
Department  of  Pensions  and  National  Health,  Mr.  Miller's 
committee  had  undertaken  a  very  useful  activity. 

Mr.  Cameron  stated  that  his  sub-committee  on  post-war 
construction  was  looking  forward  with  much  interest  to 
receiving  the  report  from  Mr.  Miller's  committee  on  the 
draft  questionnaire  entitled  "Considerations  for  the  Evalu- 
ation of  Post-War  Construction  Projects."  Mr.  Cameron 
was  interested  to  note  that  his  suggestion  regarding  the 
possibility  of  members  of  the  Institute  supporting  the 
various  citizens  committees,  had  been  acted  upon.  He  felt 
that  this  offered  a  splendid  opportunity  for  engineers  to 
obtain  some  recognition,  and  also  to  show  that  they  are 
really  public  spirited  citizens.  Engineers  are  taking  a  lead- 
ing part  in  the  war  effort,  and  while  post-war  reconstruction 
problems  must  necessarily  take  second  place  to  the  actual 
prosecution  of  the  war,  Mr.  Cameron  felt  that  engineers, 
both  individually  and  as  a  body,  would  be  able  to  render  a 
real  service  in  post-war  planning. 

In  Mr.  Pitts'  opinion,  too  many  committees  on  post-war 
construction  were  being  formed.  A  greater  co-ordination  of 
effort  would  be  more  likely  to  produce  results. 

Following  further  discussion,  Mr.  Miller's  letter  was 
accepted  as  a  progress  report. 

In  the  absence  of  Chairman  J.  E.  Armstrong,  the  assistant 
general  secretary  read  progress  report  No.  3  of  the  Com- 
mittee on  the  Engineering  Features  of  Civil  Defence,  dated 
September  5th,  1942.  This  report  is  published  in  the  October 
number  of  the  Journal  for  the  information  of  all  members. 

As  chairman  of  the  sub-committee  on  the  abridged  edition 
of  the  Webster  lectures,  Mr.  Bennett  reported  that  his 
committee  had  completed  its  task  which  had  been  rather 
difficult  owing  to  the  fact  that  the  committee  members  were 
somewhat  scattered.  Special  thanks  were  due  to  Mr.  S.  R. 
Banks  for  the  way  in  which  he  had  centralized  the  work  of 
the  committee.  It  was  announced  that  the  books  would  be 
available  for  distribution  at  this  meeting. 

Mr.  Pitts  reported  that  his  sub-committee  on  Protection 
Against  Bombing,  etc.,  was  making  progress.  The  committee 
was  gathering  information  but  had  nothing  definite  to  report, 
at  the  present  time. 

Regarding  Mr.  Legget's  sub-committee  on  the  Repairing 
of  Damaged  Structures,  Mr.  Pitts  had  received  authority 
from  the  Royal  Architectural  Institute  of  Canada  to  co- 
operate with  the  Institute  and  the  Canadian  Construction 
Association  in  completing  the  report  which  is  being  prepared 
for  submission  to  the  federal  government  by  the  three  bodies. 

Following  presentation  by  Mr.  Bennett  of  his  report  on 
the  Committee  for  the  Welfare  and  Training  of  the  Young 
Engineer  printed  elsewhere  in  this  issue,  Mr.  Pitts  drew 
attention  to  the  financial  aid  which  is  now  being  given  by 
the  federal  and  provincial  governments  to  enable  students 
to  complete  their  engineering  and  science  courses.  He  won- 
dered if  it  would  be  possible  for  such  financial  aid  to  be 
continued  as  part  of  the  reconstruction  programme  after 
the  war.  He  believed  that  if  the  Institute — possibly  through 
Mr.  Bennett's  committee — would  associate  itself  with  such 
a  proposition,  the  government  would  be  very  willing  to  co- 
operate. Mr.  Bennett's  sub-committees  on  student  guidance 
would  be  in  a  good  position  to  advise  the  government  on 
prospective  candidates  for  this  financial  aid. 

Mr.  Bennett  stated  that  he  had  been  rather  surprised 
that  his  committee  had  not  been  consulted  in  connection 
with  this  question.  He  believed  that  this  aid  to  students 
would  be  continued  after  the  war,  and  his  student  guidance 
committees  would  be  in  an  excellent  position   to  render 


valuable  assistance  in  the  matter  of  selection  of  prospective 
candidates.  Individual  members  of  his  committee  had  al- 
ready been  consulted,  although  the  committee  as  a  whole 
had  not  been  approached.  Mr.  McQueen,  a  member  of  Mr. 
Bennett's  committee  who  had  been  approached  unofficially, 
thought  it  would  be  of  great  assistance  both  to  students 
thinking  of  entering  the  university  and  to  the  student 
guidance  committees  if  the  contact  with  the  government 
could  be  made  more  or  less  official.  In  President  Young's 
opinion  this  would  be  a  very  useful  service  for  the  Institute's 
committee  to  undertake. 

Dean  Mackenzie  pointed  out  that  as  education  is  a  pro- 
vincial matter,  the  whole  subject  would  require  careful 
consideration.  He  felt  that  post-war  scholarships  should 
not  be  confused  with  those  now  being  given  by  the  govern- 
ment on  a  war  basis.  He  doubted  whether  it  would  be  wise 
for  the  Institute  to  make  any  recommendations  along  this 
line  at  the  present  time,  although  he  was  in  favour  of  study- 
ing the  matter. 

Following  further  discussion,  it  was  unanimously  resolved 
that  Mr.  Bennett's  committee  be  asked  to  give  this  whole 
matter  some  preliminary  consideration  and  make  recom- 
mendations to  Council  regarding  any  action  that  might  be 
taken  by  the  Institute. 

Mr.  Muntz,  chairman  of  the  Nominating  Committee,  re- 
ported that  the  unanimous  selection  of  his  committee  for 
the  presidential  nominee  for  1943  was  Vice-President  K.  M. 
Cameron. 

President  Young  expressed  his  own  particular  pleasure 
in  having  Vice-President  Cameron  nominated  as  his  suc- 
cessor. He  testified  most  heartily  to  Mr.  Cameron's  devo- 
tion to  the  cause  of  the  Institute.  He  had  been  a  tower  of 
strength  to  him  during  his  term  of  office.  The  Institute 
would  be  most  fortunate  in  having  him  as  president. 

Mr.  Cameron  expressed  his  appreciation  of  the  great 
honour  conferred  upon  him.  His  two  years  as  vice-president 
had  given  him  a  great  deal  of  pleasure  and  satisfaction.  He 
had  enjoyed  particularly  the  privilege  of  accompanying 
Dean  Young  and  Dean  Mackenzie  on  their  presidential 
visits  to  the  branches.  If  elected  president,  he  would  do  all 
he  could  for  the  engineers  of  Canada. 

A  letter  was  presented  from  Past-President  McKiel  re- 
porting that  when  in  Newfoundland  recently  he  had  dis- 
cussed with  members  of  the  Institute  the  possibility  of 
establishing  a  branch  in  St.  John's.  As  a  great  many  of  the 
members  now  in  Newfoundland  are  there  temporarily  as 
a  result  of  the  war,  it  was  the  general  feeling  that  it  would 
not  be  wise  to  attempt  the  formation  of  such  a  branch  at 
the  present  time.  This  report  was  noted. 

The  death  of  Past  Councillor  H.  S.  Johnston,  of  Halifax, 
who  had  attended  the  regional  meeting  of  Council  held  in 
Halifax  in  August  last,  was  noted  with  sincere  regret.  It 
was  also  noted  that  Professor  H.  R.  Webb,  of  Edmonton, 
a  past  councillor  of  the  Institute  and  registrar  of  the  Associa- 
tion of  Professional  Engineers  of  Alberta,  had  been  killed 
in  a  mountain-climbing  accident  while  surveying  for  the 
Calgary  Power  Company.  The  general  secretary  was  direct- 
ed to  convey  to  the  families  of  these  two  former  members 
of  Council,  the  sincere  sympathy  of  the  President  and 
Council  of  the  Institute. 

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

Admissions 

Members 11 

Students 9 

Transfers 

Junior  to  Member 13 

Student  to  Member 2 

Student  to  Junior 7 

Several  applications  for  admission  as  Affiliate  were  pre- 
sented, together  with  a  memorandum  regarding  this  classi- 
fication from  Councillor  H.  N.  Macpherson,  and  a  letter 


THE  ENGINEERING  JOURNAL     Not  ember,  1942 


641 


from  the  Montreal  Branch  asking  for  Council's  opinion  on 
two  particular  cases  in  order  that  the  branch  might  have 
a  clear  interpretation  of  Council's  policy  regarding  the  ad- 
mission of  Affiliates. 

A  prolonged  discussion  took  place  as  to  the  type  of  person 
to  be  admitted  under  the  provisions  of  Section  II  of  the 
By-laws.  It  was  noted  that  recently  Affiliate  Membership 
has  been  offered  to  candidates  who  have  had  a  great  deal 
of  engineering  experience  but  who  have  not  the  required 
educational  qualifications  for  the  class  of  Member,  and  who 
may  not  at  the  present  time  be  in  a  position  to  sit  for  the 
Institute's  examination.  This  did  not  seem  to  be  the  correct 
classification  for  such  persons.  It  was  felt  that  this  classi- 
fication was  intended  more  properly  for  persons  with  high 
educational  qualifications  but  who  are  not  necessarily 
engineers. 

There  appears  to  be  a  great  difference  of  opinion  as  to 
the  type  of  person  who  should  be  admitted  to  this  classi- 
fication. The  interpretation  of  the  by-law  itself  by  members 
of  Council  was  far  from  unanimous.  Dean  Mackenzie  did 
not  agree  with  the  suggestion  that  any  person  who  complied 
with  the  requirements  of  Section  II  should  be  admitted  as 
an  Affiliate.  In  his  opinion,  it  might  even  be  necessary  to 
amend  that  section  of  the  by-laws.  Mr.  Hall  pointed  out 
that  the  Institute  Membership  Committee  had  had  this 
classification  under  consideration  for  some  time,  and  the 
matter  had  been  thoroughly  discussed  at  several  Council 
meetings.  The  present  discussion  had  brought  out  more 
clearly  than  ever  the  fact  that  there  is  no  unanimity  of 
opinion  as  to  what  is  meant  in  the  by-law.  His  recommenda- 
tion would  be  that  for  the  time  being,  the  present  by-law 
should  be  clarified  so  that  everyone  would  have  the  same 
interpretation.  After  investigation  it  might  be  found  desir- 
able to  revise  Section  II  of  the  by-laws. 

Mr.  Bennett  suggested  that  a  good  idea  of  the  type  of 
man  that  this  classification  was  intended  to  cover  might  be 
obtained  if  the  records  of  Affiliates  of  twenty  years  ago  were 
examined. 

Following  further  discussion,  it  was  decided  to  defer 
action  on  all  applications  for  admission  as  Affiliate,  and  to 
ask  the  Institute's  Membership  Committee  to  investigate 
the  situation  thoroughly,  to  look  up  the  records  of  early 
Affiliates,  and  endeavour  to  establish  a  normal  interpreta- 
tion of  Section  II  of  the  By-laws.  Such  an  interpretation, 
if  approved  by  Council,  could  be  circulated  to  all  branches 
for  their  guidance,  and  would  obviate  the  necessity  of 
changing  the  by-law  at  the  present  time. 

Dr.  Hogg  expressed  appreciation  of  the  presence  at  this 
meeting  of  an  esteemed  past-president,  Mr.  A.  J.  Grant, 
of  St.  Catharines,  Ontario. 

It  was  decided  that  the  next  meeting  of  Council  would 
be  held  in  Montreal  on  Saturday,  November  21st,  1942. 

There  being  no  further  business,  the  Council  rose  at 
four-thirty  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  October  13th,  1942,  the  following 
elections  and  transfers  were  effected. 

Members 
Dell,  Charles  Adin  Orin,  elec.  designing  dftsman.,  H.  G.  Acres  &  Co., 

Niagara  Falls,  Ont. 
Easton,  Wallace  Moffat,  b.sc.  (Mech.),  Hon.M.E.,  (Clarkson  Coll.  of 

Technology),  asst.  divn.  engr.,  Consolidated  Paper  Corp'n.  Ltd., 

Shawinigan  Falls,  Ont. 
Fortin,  René,  b.a.sc,  ce.   (Ecole  Polytechnique),   designing  engr., 

B.  R.  Perry,  m.e.i.c,  consltg.  engr.,  Montreal,  Que. 
Lapeyre,   Jean,    ingénieur  diplômé  de  l'Ecole   Polytechnique  et  de 

l'Ecole  Supérieure  d'Electricité  de   Paris,   tool  engr.,   Engineering 

Products  of  Canada,  Ltd.,  Montreal,  Que. 
IVIiard,  Henry  Thomas,  b.a.sc.  (Civil),  (Univ.  of  B.C.),  senior  asst. 

engr.,   Civil   Aviation   Division,   Dept.   of  Transport,    Lethbridge, 

Al  ta. 
Mills,  Cecil  Gordon,  b.sc.  (Elec),  (McGill  Univ.),  elec.  engr.,  West 

Kootenay  Power  &  Light  Co.,  Trail,  B.C. 
Mclntyre,  Jacob  Spence,  b.a.sc.  (Univ.  of  Toronto)  chief  mech.  engr., 

Armstrong,  Wood  &  Co.,  Toronto,  Ont. 


Patterson,  Wilfred  Ernest,  b.sc.  (Chem.  &  Met.),  (Queen's  Univ.), 
technical  director,  Merck  &  Co.  Ltd.,  Montreal,  Que. 

Pouliot,  Adrien,  b.a.sc,  ce.  (Ecole  Polytechnique),  l.sc.  (Maths.), 
(Sorbonne,  Paris),  M.sc.  (Laval  Univ.),  Dean,  The  Faculty  of 
Science,  Laval  University,  Quebec,  Que. 

Ransom,  Rosmore  Howard,  B.Eng.  (McGill  Univ.),  Officers' 
Training  Course,  R.C.A.F.,  Montreal,  Que. 

Sarault,  Gilles  Edouard,  B.Eng.  (Elec),  (McGill  Univ.),  lecturer, 
Dept.  of  Electrical  Engineering,  Laval  University,  Quebec,  Que. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Baxter,  Gordon  Bruce,  b.sc.  (Elec),  (McGill  Univ.),  asst.  elect,  supt., 
Canadian  International  Paper  Co.,  Three  Rivers,  Que. 

Benoit,  Jacques  Emmanuel,  b.a.sc,  ce.  (Ecole  Polytechnique),  dist. 
sales  mgr.,  Wallace  &  Tiernan,  Ltd.,  Montreal,  Que. 

Colpitts,  Cecil  Ashton,  b.sc.  (Civil),  (Univ.  of  Manitoba),  divn.  engr., 
C.P.R.,  Saskatoon,  Sask. 

Denton,  Allan  Leslie,  b.sc.  (Elec),  (Univ.  of  N.B.),  Navigation 
Instructor,  (Pilot  Officer),  R.C.A.F.,  Chatham,  N.B. 

Dickson,  William  Leslie,  b.sc.  (Elec),  (N.S.Tech.  Coll.),  B.Eng. 
(Mech.),  (McGill  Univ.),  asst.  chief  engr.,  Deloro  Smelting  & 
Refining  Co.  Ltd.,  Deloro,  Ont. 

Doddridge,  Paul  William,  b.sc.  (Elec),  (Univ.  of  N.B.),  asst.  switch- 
gear  engr.,  apparatus  sales  dept.,  Can.  Gen.  Elec.  Co.  Ltd.,  Toronto, 
Ont. 

Eagles,  Norman  Borden,  b.sc.  (Elec),  (Univ.  of  N.B.),  Engineering 

Instructor,  No.  21  E.F.T.S.,  Chatham,  N.B. 
Fisher,  Sidney  Thomson,  b.a.sc.   (Univ.  of  Toronto),  development 

engr.  &  sales  engr.,  Special  Products  Division,  Northern  Elec.  Co., 

Montreal,  Que. 

Laird,  David  William,  b.sc.  (Civil),  (Univ.  of  Man.),  designing  engr., 

C.  D.  Howe  Co.  Ltd.,  Port  Arthur,  Ont. 
Powell,  John  Giles,  b.a.sc.  (Civil),   (Univ.  of  Toronto),  asst.  engr., 

Gore  &  Storrie,  consltg.  engrs.,  Toronto,  Ont. 

Stewart,  Leslie  Baxter,  b.sc.  (Elec),  (McGill  Univ.),  powerhouse 
supt.,  Shawinigan  Water  &  Power  Co.,  Rapide  Blanc,  Que. 

Sudden,  Edwin  Alexander,  b.a.sc.  (Univ.  of  Toronto),  design  engr., 
hydraulic  dept.,  H.E.P.C.  of  Ontario,  Toronto,  Ont. 

Young,  William  Hugh,  b.sc.   (Mech.),   (Queen's  Univ.),  mill  engr 
Brompton  Pulp  &  Paper  Co.  Ltd.,  East  Angus,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Filion,  Paul,  B.Eng.  (Chem.),  (McGill  Univ.),  engr.,  fire  prevention 
dept.'Reed,  Shaw  &  McNaught,  Ltd.,  Montreal,  Que. 

Smith,  Arthur  James  Edwin,  b.a.sc.  (Civil),  (Univ.  of  Toronto), 
Capt.,  R.C.E.,  Works  Officer,  M.D.  No.  10,  Fort  Osborne  Barracks, 
Winnipeg,  Man. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Auclair,  Charles  A.,  b.a.sc,  ce.  (Ecole  Polytechnique),  gen'l.  engrg., 
Arthur  Surveyer  &  Co.,  Montreal,  Que. 

Campbell,  Gerald  Arthur,  b.sc.  (Civil),  (Univ.  of  N.B.),  c/o  Mrs. 
Helen  S.  Hubbard,  Beaverbrook  Residence,  Fredericton,  N.B. 

Conklin,  Maurice,  B.Eng.   (Mech.),   (Univ.  of  Sask.),  tool  designer, 

Canadian  Propellors,  Ltd.,  Montreal,  Que. 
Ilihhard,  Ashley  Gardner,  B.Eng.  (Civil),  (McGill  Univ.),  dftsman., 

bridge  engrg.  dept.,  C.P.R.,  Montreal,  Que. 

McBride,  James  Wallace,  b.sc.  (Elec),  (Univ.  of  Man.),  S.M.  (Aero), 
(M.I. T.),  research  associate,  divn.  of  industrial  co-operation,  Mass. 
Institute  of  Technology,  Cambridge,  Mass. 

Stanley,  James  Paul,  B.Eng.  (Mech.),  (McGill  Univ.),  Flying  Officer, 
engrg.  divn.,  R.C.A.F.  Headquarters,  Montreal,  Que. 

Students  Admitted 

Bailey,   John   Calvin,    b.sc.    (E.E.),    (Purdue   Univ.),   student  engr., 

Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 
Belyea,    James    Louis,    (Univ.    of    N.B.),    Beaverbrook    Residence, 

Fredericton,  N.B. 
Goodfellow,  J.  Bruce  G.,  (McGill  Univ.),  134  Cornwall  Ave,  Town  of 

Mount  Royal,  Que. 
James,  Lourimer,  (Mount  Allison  Univ.),  108  Pacific  Ave.,  Moncton, 

N.B. 
Nachfolger,  Nathan,  (McGill  Univ.),  4359  Esplanade  Ave.,  Montreal, 

Que. 
Marnaii.  Edward  Nelson,   (Univ.  of  N.B.),   Beaverbrook  Residence, 

Fredericton,  N.B. 
Roche,  Maurice  John,  (McGill  Univ.),  3420  McTavish  St.,  Montreal, 

Que. 
Smith,  Robert  Rudolph,  (Univ.  of  N.B.),  10  Paddock  St.,  Saint  John, 

N.B. 
Stone,  Daniel,  (Univ.  of  Toronto),  40  Bumside  Drive,  Toronto,  Ont. 


642 


November,   1912    THE  ENGINEERING  JOURNAL 


Personals 


R.  deB.  Corriveau,  M.E.i. c,  assistant  chief  engineer  of 
the  Department  of  Public  Works  of  Canada,  was  honoured 
recently  at  a  presentation  made  to  him  upon  his  retirement 
effective  September  1st,  1942,  after  42  years  of  continuous 
service  in  the  department.  The  presentation  of  a  sterling 
silver  tray  was  made  by  the  Honourable  J.  E.  Michaud, 
Minister  of  Public  Works,  before  the  assembled  staff  of  the 
chief  engineer's  office.  In  addition  to  the  address  of  the 
minister,  Mr.  Corriveau  was  also  complimented  by  K.  M. 
Cameron,  m.e.i.c,  chief  engineer  of  the  Department  of 
Public  Works  and  W.  P.  Harrell,  acting  deputy  minister. 


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


E.  P.  Murphy,  m.e.i.c,  has  been  appointed  Deputy  Min- 
ister of  Public  Works  of  Canada  succeeding  the  late  James 
B.  Hunter.  Mr.  Murphy  graduated  from  Queen's  University 
and  joined  the  Department  of  Railways  and  Canals  in  1907 
as  engineer  on  the  Trent  Canal.  From  1914  to  1918  he  was 
engineer  on  the  St.  Peter's  Canal,  Cape  Breton.  Later  he 
worked  on  the  Cornwall  Canal  and  on  the  Severn  division 


R.  deB.  Corrivea 


Born  at  West  Hoboken,  N.J.,  Mr.  Corriveau  was  edu- 
cated at  McGill  University,  Montreal,  where  he  received 
the  degree  of  Bachelor  of  Science  in  1900.  During  the  sum- 
mers of  his  university  course  he  was  engaged  on  railway 
location  and  harbour  surveys.  Following  graduation,  he 
entered  the  federal  service  in  the  Public  Works  Department 
and  was  first  associated  with  the  late  chief  engineer  of  the 
department,  Arthur  St.  Laurent,  past  president  of  the  Insti- 
tute, on  the  construction  of  the  Laurier  Avenue  bridge  over 
the  Rideau  Canal  at  Ottawa.  From  that  time  until  the 
death  of  J.  H.  Fraser,  M.  Can.  Soc.  of  CE.,  he  was  principal 
assistant  to  Mr.  Fraser  whom  he  succeeded  as  district  engi- 
neer of  the  department,  with  headquarters  at  Ottawa.  In 
1923.  when  Mr.  St.  Laurent  died,  Mr.  K.  M.  Cameron  suc- 
ceeded him  as  chief  engineer  of  the  department  and  Mr. 
Corriveau  was  appointed  assistant  chief  engineer  succeeding 
Mr.  Cameron. 

In  his  capacity  as  assistant  chief  engineer  Mr.  Corriveau 
has  been  associated  for  the  past  forty-two  years  with  all 
the  important  projects  carried  out  by  the  department  on 
river  and  harbour  work.  In  addition  he  did  special  develop- 
ment work  on  the  St.  Hubert  airport  from  1928  to  1930 
and  pursued  intensive  hydraulic  studies  in  connection  with 
the  regulation  of  international  waters. 

The  many  friends  of  Mr.  Corriveau  in  the  engineering 
profession  throughout  Canada  wish  him  every  happiness 
and  a  long  period  of  well-earned  retirement. 

P.  E.  Doncaster,  m.e.i.c,  district  engineer  for  the  Depart- 
ment of  Public  Works  of  Canada  at  Fort  William,  Ont.,  is 
at  present  with  the  engineering  services  of  Polymer  Corpora- 
tion Limited,  Sarnia,  Ont. 

D.  J.  Emery,  m.e.i.c,  chairman  of  the  Peterborough  Branch 
of  the  Institute,  spent  two  weeks  in  Montreal  last  month 
attending  a  special  course  on  chemical  warfare  given  at 
McGill  University  under  the  auspices  of  the  Directorate  of 
Civil  Air  Raid  Precautions.  Mr.  Emery  was  delegated  by 
the  Peterborough  A.R.P.  organization. 


E.  P.  Murphy,  M.E.I.C. 

of  the  Trent  Canal.  From  1921  to  1930  he  was  division 
engineer  on  the  construction  of  the  Welland  Ship  Canal  at 
Thorold,  Welland  and  Port  Colborne.  From  1930  to  1934 
he  was  superintendent  of  operations  on  the  southern  division 
of  the  Welland  Canal  and  from  1934  to  1937  he  was  con- 
struction engineer.  In  1937  he  became  engineer  in  the 
Department  of  Transport  and  at  the  outbreak  of  war  in 
1939  he  was  appointed  construction  engineer  of  the  War 
Supply  Board.  Before  his  recent  appointment  Mr.  Murphy 
was  director  of  the  Defence  Projects  Construction  Branch 
in  the  Department  of  Munitions  and  Supplies  at 
Ottawa. 

J.  A.  Lalonde,  m.e.i.c,  chairman  of  the  Montreal  Branch 
of  the  Institute,  has  recently  accepted  a  position  as  pro- 
duction manager  with  Marine  Industries  Limited  at 
Sorel,  Que. 

J.  M.  M.  Lamb,  m.e.i.c,  was  reported  in  the  last  number 
of  the  Journal  as  having  been  appointed  district  engineer 
of  the  Department  of  Transport  at  Saint  John,  N.B.  Mr. 
Lamb  has  been  district  engineer  since  1940  and  last  July 
he  was  promoted  to  the  position  of  agent  of  the  Department 
of  Transport,  succeeding  Colonel  H.  F.  Morrisey,  m.e.i.c, 
who  died  last  summer. 

A.  M.  Reid,  m.e.i.c,  of  the  Bell  Telephone  Company  of 
Canada  has  been  transferred  recently  from  Toronto  to 
Montreal  as  general  employment  supervisor.  Mr.  Reid  is 
the  secretary  of  the  Institute  Committee  on  Industrial 
Relations. 

Major  J.  P.  Carrière,  m.e.i.c,  has  been  appointed  recently 
to  the  staff  of  the  Directorate  of  Military  Training  at 
National  Defence  Headquarters  and  is  in  charge  of  engi- 
neer training  and  chemical  warfare  training.  Major  Carrière 
returned  from  overseas  last  spring  to  attend  the  Staff 
College  at  Kingston,  Ont. 


THE  ENGINEERING  JOURNAL     November,  1942 


643 


C.  O.  P.  Klotz,  M.E.i.c,  is  now  employed  as  resident  engi- 
neer with  the  Aluminum  Company  of  Canada  Limited  at 
Kingston,  Ont.  He  was  previously  located  at  Arvida,  Que., 
with  the  same  company. 

Dr.  Paul  E.  Gagnon,  m.e.i.c,  director  of  the  Department 
of  Chemistry  at  Laval  University,  Quebec,  has  been  award- 
ed the  first  prize  of  the  scientific  section  in  the  1942  Quebec 
provincial  goverment's  contests,  commonly  known  as  the 
David  competitions.  Dr.  Gagnon  was  educated  at  Laval 


Mr.  McLean  took  a  special  interest  in  the  activities  of 
the  engineering  societies  in  Calgary  and  he  was  councillor 
of  the  Institute  and  chairman  of  the  Calgary  Branch.  In 
1940  he  was  president  of  the  Association  of  Professional 
Engineers  of  Alberta  and  he  was  instrumental  in  bringing 
about  the  agreement  between  the  Institute  and  the  Asso- 
ciation. 

Aimé  Cousineau,  m.e.i.c,  sanitary  engineer  of  the  Depart- 
ment of  Health  of  the  city  of  Montreal,  has  been  appointed 


Gagnon,  M.E.I.C. 


University.  He  did  post-graduate  work  in  Paris  during  three 
years  and  spent  18  months  at  the  University  of  London, 
England,  as  well  as  six  months  at  the  Massachussets  Insti- 
tute of  Technology,  Cambridge,  Mass.  He  joined  the  staff 
of  the  university  as  a  lecturer  in  1931  and  became  an  assist- 
ant professor  in  1932.  He  was  appointed  professor  in  the 
Faculty  of  Science  in  1935  and  he  received  his  present 
appointment  of  director  of  the  Department  of  Chemistry 
in  1938.  Dr.  Gagnon  is  also  president  of  the  Graduate  School 
at  Laval  University. 

J.  Frank  Roberts,  m.e.i.c,  has  accepted  a  position  as 
manager  of  the  hydraulic  department  of  Allis-Chalmers 
Manufacturing  Company  at  Milwaukee,  Wis.  For  the  past 
six  years  he  was  connected  with  the  Tennessee  Valley 
Authority  as  senior  mechanical  engineer  at  Knoxville, 
Tenn.,  U.S.A.  Mr.  Roberts  graduated  from  the  University 
of  Wisconsin  in  1918  with  the  degree  of  Bachelor  of  Science 
and  from  1919  until  1922  was  testing  engineer  with  the 
Allis-Chalmers  Manufacturing  Company.  In  1922  he  became 
sales  engineer  with  the  hydraulic  department  of  the  same 
company,  and  in  1924-192G  he  was  sales  engineer  in  charge 
of  the  company's  Canadian  work  for  the  hydraulic  depart- 
ment. In  1927  he  came  to  Canada  as  hydraulic  engineer 
with  the  Power  Corporation  of  Canada,  Limited,  at 
Montreal. 

H.  J.  McLean,  m.e.i.c,  was  offered  a  complimentary  dinne1* 
last  month  by  the  Calgary  Branch  of  the  Institute  jointly 
with  the  Rocky  Mountain  Branch  of  the  Canadian  Institute 
of  Mining  and  Metallurgy  and  the  Calgary  district  of  the 
Association  of  Professional  Engineers  of  Alberta,  on  the 
occasion  of  his  transfer  to  Montreal  as  superintendent  of 
construction  with  Montieal  Engineering  Company.  Mr. 
McLean  has  been  connected  with  the  Calgary  Power  Com- 
pany Limited  since  1926.  He  was  responsible  for  the  con- 
struction of  the  Ghost  Power  Development  of  the  company, 
and,  as  hydraulic  engineer,  he  developed  means  of  improving 
the  hydraulic  efficiency  of  the  various  stations  of  the  com- 
pany. He  carried  out  investigations  in  connection  with 
several  storage  projects.  For  the  past  two  years  he  was 
actively  engaged  in  the  construction  of  the  Cascade  plant 
of  the  company. 


Aimé  Cousineau,  M.E.I.C. 

assistant  director  of  the  department  in  addition  to  his 
normal  duties. 

R.  J.  Askin,  m.e.i.c,  has  been  transferred  recently  from 
the  position  of  mill  manager  of  the  Thunder  Bay  Paper 
Company  Limited,  at  Toronto,  to  the  position  of  assistant 
manager  of  mills  with  Abitibi  Power  and  Paper  Company 
Limited,  at  Toronto,  Ont.  Since  his  graduation  from  Queen's 
University  in  1923  he  has  been  connected  with  the  Fort 
William  Paper  Company  and  later  with  the  Abitibi  Power 
and  Paper  Company. 

A.  C.  Abbott,  m.e.i.c,  of  The  Shawinigan  Water  and  Power 
Company  has  been  transferred  recently  from  Trois-Rivières 
to  Montreal.  Mr.  Abbott  has  been  with  the  company  ever 
since  his  graduation  from  McGill  University  in  1926. 

Pilot  Officer  E.  S.  Braddell,  m.e.i.c,  has  been  appointed 
technical  adjutant  of  the  maintenance  squadron  at  No.  2 
Flying  Instructor's  School,  R.C.A.F.,  Vulcan,  Alta.  Previous 
to  his  enlistment  in  the  Air  Force,  Mr.  Braddell  was  with  the 
Northern  Electric  Company  Limited  at  Winnipeg,  Man. 

Jean  Bouchard,  m.e.i.c,  is  now  located  at  Mackenzie, 
British  Guiana,  with  Demerara  Bauxite  Company.  For  the 
past  few  years  he  had  been  employed  with  A.  Janin  and 
Company  at  Gaspé,  Que. 

F.  S.  Small,  m.e.i.c,  left  the  employ  of  the  Hudson 
Bay  Company,  Flin  Flon,  Man.,  a  few  months  ago,  and 
is  now  with  Fraser  Brace  Limited  at  La  Tuque,  Que. 

J.  E.  Neilson,  m.e.i.c,  of  Foster  Wheeler  Limited,  lias 
been  transferred  recently  from  Montreal  to  St.  Catharines, 
Ont.  He  has  been  in  the  employ  of  the  company  since  1934. 
Upon  his  graduation  from  Queen's  University  in  1928  he 
went  with  the  Riley  Engineering  and  Supply  Company 
Limited  in  Toronto,  Ont.,  and  remained  in  their  employ 
until  he  joined  Foster  Wheeler. 

R.  H.  Riva,  m.e.i.c,  is  now  superintendent  with  McGraw 
Construction  Company,  Inc.,  at  Middletown,  Ohio,  U.S.A. 
Lately  he  had  been  with  the  Gary  Armor  Plate  Plant ,  (  lary. 
Indiana. 

W.  C.  Tatham,  m.e.i.c,  was  appointed  works  engineer  of 
the   nylon   division   of   Canadian    Industries   Limited    last 


644 


November,  1942    THE  ENGINEERING  JOURNM 


March  and  has  been  located  in  Kingston,  Ont.,  since  then. 
Previous  to  joining  Canadian  Industries  Limited  Mr. 
Tatham  was  assistant  chief  engineer  with  Courtaulds 
(Canada)  Limited  at  Cornwall,  Ont. 

Lieut.  J.  P.  Leroux,  m.e.i.c,  graduated  last  month  from 
the  Officer's  Training  Centre  at  Brockville,  Ont.  Before 
joining  up  he  was  resident  engineer  with  the  Mont-Joli 
Airport,  Mont-Joli,  Que.  He  graduated  from  the  Ecole 
Polytechnique  in  1939. 

Colonel  M.  P.  Jolley,  Jr.E.i.c,  who  was  with  the  Depart- 
ment of  National  Defence  Headquarters  at  Ottawa  is  now 
president  and  general  manager  of  Small  Arms  Limited, 
Long  Branch,  Ont. 

After  his  graduation  with  honours  in  mechanical  engi- 
neering from  McGill  University  in  1933,  he  studied  at  the 
Military  College  of  Science,  Woolwich,  Eng.,  and  qualified 
as  an  ordnance  mechanical  engineer.  During  the  years  1935 
and  1936  he  made  a  survey  of  small  arms  production  in 
England.  He  returned  to  Canada  in  1936  and  became 
assistant  to  the  director  of  artillery  and  mechanization  at 
National  Defence  Headquarters,  Ottawa. 

Lieut.  René  Leduc,  jr. e. i.e.,  graduated  last  month  from 
the  Officer's  Training  Centre  at  Brockville,  Ont.  Before 
he  enlisted,  Lieut.  Leduc  was  employed  with  Consolidated 
Paper  Corporation   Limited  at  Montreal. 

H.  E.  Hewitt,  m.e.i.c,  is  now  employed  at  the  Interna- 
tional Coal  and  Coke  Company  Limited  at  Coleman,  Alt  a., 
as  assistant  engineer. 

Major  A.  P.  Boutilier,  k.c.e.,  jr. e. i.e.,  is  chief  works  officer 
with  the  Department  of  National  Defence,  engineer  services 
at  Sydney,  N.S.  Previous  to  his  enlistment  he  was  with  the 
Dominion  Steel  and  Coal  Corporation  at  Sydney. 

F.  Allan  Davis,  Jr.E.i.c.,  of  British  American  Oil  Company 
Limited  has  been  transferred  recently  to  the  head  office  of 
the  company  in  Toronto,  Ont.  He  was  previously  refinery 
engineer  at  Montreal  East. 

2nd  Lieut.  Raymond  LeBel,  Jr.E.i.c.,  graduated  this 
month  from  the  Officer's  Training  Centre,  Brockville,  Ont., 
and  is  now  stationed  at  Petawawa,  Ont.  Mr.  LeBel  left 
the  employ  of  J.  M.  E.  Guay,  Incorporated,  consulting- 
engineers,  Montreal,  last  August  to  join  the  Royal  Canadian 
Engineers. 

René  Dupuy,  Jr.E.i.c.,  of  the  British  Air  Commission  has 
been  posted  at  Canadian  Car  and  Foundry  Company  Limit- 
ed, Fort  William,  Ont.  He  was  previously  inspector  in  charge 
at  Canadian  Vickers  Limited,  Montreal. 

F.  C.  Read,  Jr.E.i.c.,  of  Dominion  Tar  and  Chemical  Com- 
pany, Limited,  has  been  transferred  from  Montreal  to  the 
Toronto  plant  of  the  company. 

Harold  T.  Kummen,  s.e.i.c,  has  joined  the  Navy  and 
is  now  stationed  as  a  Probationary  Sub-Lieutenant  at 
Halifax,  N.S.  Since  his  graduation  from  the  University  of 
Manitoba  in  1941  he  had  been  with  the  Aluminum  Com- 
pany of  Canada  Limited  at  Arvida,  Que. 

Richard  Scott,  s.e.i.c.,  has  joined  the  staff  of  the  Depart- 
ment of  Electrical  Engineering  of  the  University  of  Toronto. 
He  was  previously  with  Canadian  General  Electric  Com- 
pany Limited  at  Peterborough,  Ont. 

J.  E.  Poole,  s.e.i.c,  is  now  working  in  the  engineering 
department  of  Defence  Industries  Limited,  Montreal,  hav- 
ing been  transferred  from  the  nylon  division  of  Canadian 
Industries  Limited,  Kingston,  Ont. 

V.  G.  Kosnar,  s.e.i.c,  who  was  previously  located  in 
Trinidad,  B.W.I. ,  with  Trinidad  Leaseholds  Limited,  is  now 
employed  in  the  Naval  Service  of  the  Department  of 
National  Defence  at  Ottawa. 


W.  R.  Staples,  s.e.i.c,  is  now  instructor  in  mechanical 
engineering  with  the  University  of  Saskatchewan  at 
Saskatoon,  Sask.  Mr.  Staples  graduated  from  the  university 
in  1942  and  lately  had  been  located  in  Montreal,  with 
Dominion  Engineering  Works. 

Irving  I.  Zweig,  s.e.i.c,  has  recently  received  an  appoint- 
ment as  senior  research  assistant  in  the  division  of  physics 
and  electrical  engineering,  National  Research  Council, 
Ottawa. 

P.  G.  Wolstenholme,  Affil.  e.i.c,  has  been  transferred  from 
the  Montreal  office  of  the  Aluminum  Company  of  Canada 
Limited  to  the  company's  plant  at  La  Tuque,  Que. 

VISITORS  TO  HEADQUARTERS 

Jean  Morency,  Jr.E.i.c,  Bureau  of  Mines,  Quebec,  on 
September  3rd. 

Gilbert  Padley,  Jr.E.i.c,  from  Trinidad,  B.W.I.,  on 
October  8th. 

Viggo  Jepsen,  m.e.i.c,  chief  draftsman,  Consolidated 
Paper  Corporation  Limited,  Grand'Mère,  Que.,  on  October 
10th. 

J.  Phileas  Villemure,  Jr.E.i.c,  superintendent  of  city 
works,  Grand'Mère,  Que.,  on  October  10th. 


Rosaire  Saintonge,  s.e.i.c,  Consolidated  Paper  Corpora- 
tion Limited,  Port  Alfred,  Que.,  on  October  10th. 

John  E.  Cade,  m.e.i.c,  assistant  chief  engineer,  Fraser 
Companies  Limited,  Edmundston,  N.B.,  on  October  15th. 

D.  J.  Emery,  m.e.i.c,  designing  engineer,  Canadian 
General  Electric  Company  Limited,  and  chairman  of  the 
Peterborough  Branch  of  the  Institute,  Peterborough,  Ont., 
on  October  20th. 

D.  C.  Tennant,  m.e.i.c,  engineer,  Ontario  Division, 
Dominion  Bridge  Company  Limited,  Toronto,  Ont.,  on 
October  22nd. 

S.  D.  Levine,  s.e.i.c,  Crucible  Steel  Company,  Newark, 
N.J.,  on  October  22nd. 

H.  T.  Kummen,  s.e.i.c,- from  Arvida,  Que.,  on  October 
22nd. 


Obituaries 


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

Harold  Stanley  Johnston,  m.e.i.c,  chief  engineer  of  the 
Nova  Scotia  Power  Commission  died  at  his  home  in  Halifax 
on  Tuesday,  October  6th,  1942.  He  had  been  in  ill  health 
for  the  past  year  and  confined  to  his  home  for  a  month.  Born 
at  Gananoque,  Ont.,  on  February  21,  1885,  he  graduated 
from  McGill  University  in  civil  engineering  in  1911  with 
honours  in  railway  engineering  after  working  some  years 
with  the  Canadian  Pacific  Railway  on  construction  jobs. 

He  was  for  some  time  assistant  hydro-electric  engineer 
with  Smith,  Kerry  and  Chase,  engineers,  in  Nipissing,  Ont., 
and  later  engineer  in  charge  of  construction  with  the 
Calgary  Power  Company  at  Horseshoe  Falls,  Alta.  After 
18  months  in  the  armed  forces  he  served  in  the  engineering 
branch  of  the  Department  of  Soldiers  Civil  Reestablishment 
at  Calgary. 

Mr.  Johnston  came  to  Nova  Scotia  in  1920  to  join  the 
staff  of  the  Nova  Scotia  Power  Commission  and  in  a  few 
years  was  promoted  to  chief  engineer,  the  post  he  held  until 
the  time  of  his  death.  Keenly  interested  in  the  affairs  of  the 
community,  he  was  an  active  member  of  All  Saints  Cathe- 
dral, former  member  of  the  executive  of  the  Halifax 
Y.M.C.A.  and  until  a  year  ago  chairman  of  the  Y.M.C.A. 
Service  Men's  Hostel,  a  member  of  the  Halifax  Club  and 
the  Commercial  Club. 


THE  ENGINEERING  JOURNAL     \ovember,  1942 


645 


Harold  Stanley  Johnston,  M.E.I.C. 

Mr.  Johnston  joined  the  Institute  as  a  Student  in  1907. 
He  was  transferred  to  Associate  Member  in  1911  and  he 
became  a  Member  in  1922.  He  was  a  member  of  the  Associa- 
tion of  Professional  Engineers  of  Nova  Scotia  since  1920, 
had  served  on  its  Council  and  was  very  active  and  instru- 
mental in  the  drafting  of  the  agreement  now  existing 
between  the  Institute  and  the  Association  of  Professional 
Engineers  of  Nova  Scotia. 

Lyall  Radcliflfe  McCurdy,  M.E.I.C,  died  in  the  hospital  in 
Montreal  on  October  9th,  1942,  after  a  brief  illness. 

He  was  born  at  New  Glasgow,  N.S.,  on  July  16th,  1897. 
He  was  educated  at  Dalhousie  University,  Halifax,  and  at 
McGill  University  in  Montreal  where  he  received  the  degree 
of  Bachelor  of  Science  in  mechanical  engineering,  in  1921. 
He  was  granted  the  Master  of  Science  degree  in  machine 
design  from  McGill  in  1927,  after  writing  a  thesis  on  research 
work  he  had  carried  out  concurrently  with  teaching.  From 


1922  to  1927  he  was  sessional  lecturer  and  demonstrator  in 
the  Department  of  Mechanical  Engineering  at  McGill  and 
in  1927  was  appointed  lecturer  in  the  same  department.  In 
1936  he  became  assistant  professor  of  mechanical  engineer- 
ing, a  position  which  he  occupied  until  the  time  of  his  death. 
Professor  McCurdy  had  made  a  special  study  of  journal 
bearing  friction  and  he  had  conducted  a  special  investiga- 
tion on  the  efficiency  and  operating  costs  of  towing  equip- 
ment on  the  upper  Ottawa  River. 

Mr.  McCurdy  joined  the  Institute  as  a  Student  in  1919, 
transferred  to  Junior  in  1926,  and  became  an  Associate 
Member  in  1929.  In  1940  he  became  a  Member. 

Lt. -Colonel  Charles  Rowlatt  Townsend,  M.E.I.C,  died 
on  board  ship  and  was  burried  at  sea  on  October  11th,  1942. 
He  had  suddenly  taken  ill  in  Scotland  and  was  returning  to 
Canada. 

Born  at  Victoria,  B.C.,  on  February  9th,  1891,  he  received 
his  engineering  education  at  the  University  of  New  Bruns- 
wick where  he  graduated  with  the  degree  of  Bachelor  of 
Science  in  1920.  Two  years  later  he  received  his  degree  of 
Master  of  Science  from  the  same  university.  He  served  in  the 
Canadian  Field  Artillery  in  the  last  war  and  won  the 
Military  Medal. 

Upon  his  graduation  in  1920  he  joined  the  air  service 
division  of  the  Laurentide  Company  Limited  at  Grand '- 
Mère,  Que.,  and  was  engaged  during  the  next  three  years  in 
aerial  photography.  In  1923  he  was  transferred  to  the 
logging  division.  In  1930  he  became  chief  forester  of  the 
Canada  Power  and  Paper  Corporation  and  a  few  months 
later  he  was  appointed  manager  of  the  Anticosti  Island  for 
the  Consolidated  Paper  Corporation.  In  1936  he  came  to 
Montreal  as  consulting  forest  engineer.  Two  years  ago  he 
went  overseas  with  the  Transport  Section  of  the  Canadian 
Forestry  Corps. 

Colonel  Townsend  joined  the  Institute  as  an  Affiliate  in 
1927,  transferring  to  Associate  Member  in  1934  and 
becoming  a  Member  in  1940. 


News  of  the  Branches. 


BORDER  CITIES  BRANCH 


J.   B.   DoWI.ER,   M.E.I.C. 

W.  R.  Stickney,  M.E.I.C. 


Secretary  Treasurer 
Branch  News  Editor 


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


On  Friday,  October  16,  the  president,  Dean  C.  R.  Young 
visited  the  Border  Cities  Branch,  accompanied  by  Assistant 
General  Secretary  Louis  Trudel.  Along  with  several  mem- 
bers of  the  Branch  executive,  they  were  taken  on  an  inspec- 
tion tour  of  the  Ford  Motor  Company  of  Canada,  then  had 
luncheon  in  Detroit  at  the  new  Rackham  Memorial  Building 
with  executive  members  of  the  American  Society  of  Mechan- 
ical Engineers. 

At  the  evening  dinner  meeting  in  the  Prince  Edward 
Hotel,  by  special  arrangement  in  honour  of  the  president's 
visit,  the  Border  Cities  Branch  was  host  to  the  members 
of  the  Detroit  Section  of  the  American  Society  of  Mechanical 
Engineers  and  several  distinguished  American  engineers. 
H.  L.  Johnston,  branch  chairman,  acted  as  chairman  and 
toastmaster  and  after  introducing  the  members  and  dis- 
tinguished guests  at  the  head  table,  called  on  Mr.C.  M.  Good- 
rich, consulting  engineer  of  the  Canadian  Bridge  Company, 
who  proposed  a  toast  to  the  American  Society  of  Mechanical 
Engineers.  In  responding  to  the  toast,  Dr.  J.  W.  Parker, 
president  of  the  American  Society  of  Mechanical  Engineers, 
paid  tribute  to  the  co-operative  work  being  done  by  engineers 
in  Canada  and  the  United  States  in  our  war  effort.  He  also 
spoke  of  attending  the  annual  meeting  of  The  Engineering 
Institute  of  Canada  in  Montreal,  and  how  much  he  was 
moved  by  the  tremendous  affection  demonstrated  at  that 
time  for  their  scientist  and  military  leader,  Lieutenant- 
General  A.  G.  L.  McNaughton. 


From,    left    to   right:    J.    W.    Armour,    Dr.    James    W.    Parker, 
Dean  C.  R.  Young  and  Chairman  H.   L.  Johnston. 

Mr.  Armour,  chairman  of  the  Detroit  Section  of  the 
American  Society  of  Mechanical  Engineers,  introduced 
Dean  C.  R.  Young  who  spoke  on  The  Engineer  and  the 
Technologist.  He  described  a  technician  as  a  person  skilled 
in  mechanical  art  or  trade  but  with  no  knowledge  of  the 
science  underlying  that  art  or  trade;  a  technologist  as  a 
person  who  possesses  unusual  knowledge  of  one  branch  of 
a  science  or  scientific  process  but  without  the  ability  to 


646 


November,  1942    THE  ENGINEERING  JOURNAL 


co-ordinate  many  phases  of  scientific  study.  The  engineer  is 
the  utilizer  of  many  arts  and  sciences,  not  necessarily  pro- 
ficient in  any  one  of  them,  but  with  judgment  and  discern- 
ment he  can  employ  and  direct  the  labours  of  other  men 
and  act  as  general  co-ordinator. 

In  these  days  it  is  appropriate  to  develop  technologists, 
since  we  cannot  afford  time  to  get  men  wholly  trained  for 
work  which  must  be  done.  Such  men  are  much  in  demand 
now,  but  difficulties  will  arise  in  placing  these  wartime 
specialists  in  the  post-war  world  where  their  efforts  will  be 
most  profitable. 

There  is  a  distinct  attraction  in  the  study  of  technology, 
and  young  men  often  make  the  mistake  of  ignoring  the 
broad  view  of  engineering.  The  point  of  view  of  the  engineer 
is  of  far  greater  importance  than  the  limited  viewpoint  of 
the  pure  technologist.  During  depression  years,  many 
charges  were  laid  against  engineers  for  supposed  failure  to 
recognize  human  values  and  needs.  That  danger  does  exist 
but  it  must  be  overcome.  Engineers  should  know  and  appre- 
ciate what  constitutes  a  profession,  and  should  get  away 
from  the  idea  that  engineering  is  a  technological  study. 
They  must  not  spend  all  their  time  in  the  fascinating  study 
of  a  particular  science,  but  realize  they  have  a  duty  to 
society  and  a  trusteeship  imposed  on  them  as  professional 
men  similar  to  other  professional  men.  Properly  regarded, 
engineering  is  a  very  learned  profession  involving  the  solu- 
tion of  many  problems  having  both  scientific  and  human 
backgrounds. 

Mr.  J.  Clark  Keith,  past  vice-president  of  the  Institute, 
moved  a  vote  of  thanks  to  Dr.  J.  W.  Parker,  and  Mr.  A.  M. 
Belvey,  past  chairman  of  the  Detroit  section  of  the  American 
Society  of  Mechanical  Engineers,  moved  a  vote  of  thanks 
to  Dean  Young.  Motion  for  adjournment  was  made  by 
Councillor  E.  M.  Krebser. 


HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c.     - 
G.  V.  Ross,  M.E.I.C. 


Secretary-  Treas  urer 
Branch  News  Editor 


CALGARY  BRANCH 


K.  W.  Mitchell,  m.e.i.c. 
J.  X.  Ford,  ji-.e.i.c. 


Secretary-Treas  urer 
Branch  News  Editor 


Mr.  C.  A.  Price  of  Hamilton,  chief  engineer  of  the 
Canadian  Westinghouse  Co.,  was  the  guest  speaker  at  a 
special  meeting  held  by  the  Calgary  Branch  on  September 
25th  in  the  Palliser  Hotel. 

The  subject  of  the  speaker's  address  was  Recent  Elec- 
trical Developments.  Mr.  Price  pointed  out  that  due  to 
present  day  shortages  in  certain  materials  such  as  cork, 
rubber,  tin  solder  and  babbit,  much  effort  has  been  directed 
to  the  discovery  of  substitutes  for  these  materials  which 
are  so  vital  in  the  manufacture  of  electrical  apparatus. 
Great  strides  have  been  made  in  this  direction  with  com- 
pounds of  lead,  copper  and  silver  playing  their  part  in 
the  making  of  these  substitutes.  Friction  and  ball  bearings 
have  also  given  way  to  sleeve  bearings  which  are  more 
easily  repaired. 

(  )ne  of  the  most  recent  developments  in  the  electrical  field 
is  the  use  of  the  mercury  arc  rectifier  as  a  frequency  changer. 
The  efficiency  of  this  rectifier  is  six  per  cent  higher  than  any 
type  of  frequency  changer  in  present  day  use.  The  speaker 
also  stated  that  carrier  current  relaying  has  been  developed 
to  :t  point  where  it  will  perform  any  relay  operation  needed. 

"Present  day  requirements  call  for  closer  design  and  higher 
speeds  in  electrical  apparatus  with  the  result  that  the  use 
of  synchronous  condensers  and  the  flywheel  effect  has  been 
increased  considerably,"  stated  Mr.  Price. 

At  the  conclusion  of  the  speaker's  address  Mr.  McEwen 
expressed  the  appreciation  of  the  meeting,  for  an  interesting 
account  of  present  day  developments. 

The  second  part  of  the  evening's  programme  was  spon- 
sored by  the  Canadian  General  Electric  Co.  with  some 
very  interesting  moving  pictures  in  technicolour  on 
"Welding."  These  pictures  showed  remarkable  photography 
and  stressed  the  four  important  points  in  welding,  namely, 
speed  of  travel,  length  of  arc,  angle  of  electrode  and  current 
setting. 


The  first  fall  meeting  of  the  Halifax  Branch  was  held 
at  the  Halifax  Hotel  on  October  22,  with  Mr.  J.  R.  Suther- 
land as  the  guest  speaker. 

Mr.  Sutherland  is  the  editor  of  the  New  Glasgow  Evening 
News  and  has  just  returned  from  a  six  weeks  visit  to  the 
British  Isles  as  a  guest  of  the  Canadian  Government.  He 
spoke  of  many  interesting  phases  of  life  in  Britain,  and 
particularly  of  the  work  he  saw  being  done  by  engineers 
in  the  Canadian  Army. 

Mr.  Sutherland  stated  that  General  McNaughton  "is 
extremely  well  thought  of  in  England,  particularly  by  the 
Americans,  who  told  me  if  they  had  their  choice,  General 
McNaughton  would  be  put  in  charge  of  all  the  Allied 
Nations  technicians." 

The  scroll  of  the  Engineering  Institute  prize  was  pre- 
sented to  William  Henry  Bowes,  student  at  the  Nova  Scotia 
Technical  College,  by  J  R.  Kaye. 

About  70  persons  were  present  including  several  senior 
students  of  the  Technical  College.  For  some  years,  the  Branch 
has  endeavoured  to  have  all  the  senior  engineering  students 
attend  one  of  the  dinner  meetings  as  guest  of  the  Branch. 

P.  A.  Lovett  was  chairman  of  the  meeting. 

HAMILTON  BRANCH 


A.  R.  Hannaford,  m.e.i.c. 
W.  E.  Brown,  Jr. e. i.e.     - 


Secretary-  Treas  urer 
Branch  News  Editor 


In  the  Westinghouse  auditorium  on  October  6th,  John  A. 
M.  Galilee  and  L.  A.  Shaver,  both  members  of  the  Canadian 
Westinghouse  Company,  spoke  on  the  subject  entitled 
P.C.C.  Street  Railway  Cars. 

The  occasion  was  a  joint  meeting  of  the  Hamilton  Group 
of  the  American  Institute  of  Electrical  Engineers  and  the 
Hamilton  Branch  of  the  Institute.  J.  T.  Thwaite,  chairman 
of  the  former  group,  occupied  the  chair  assisted  by  Stanley 
Shupe,  chairman  of  the  Hamilton  branch  of  the  Institute. 

Mr.  Galilee  introduced  the  subject  of  the  P.C.C.  cars 
which  are  now  in  use  by  the  Toronto  Transportation  Com- 
mission and  also  in  other  cities  on  this  continent.  In  view 
of  the  serious  situation  regarding  automobiles,  the  public 
transit  industry  has  assumed  great  importance  at  this  time. 
Only  a  few  years  ago  it  was  generally  considered  that  street 
cars  were  going  out  and  yet  today  Toronto  has  140  new 
P.C.C.  cars  in  operation  and  has  more  on  order. 

In  the  1920's  the  street  car  business  flourished  but  in 
the  1930's  the  automobile  caused  a  decline  of  revenue.  The 
following  figures  are  very  interesting  and  are  indicative  of 
the  trends.  The  population  of  Toronto  is  875,000  and  the 
number  of  passengers  carried  per  year  is  :  1922 — 187,000,000  ; 
1923  —  189  000,000;  1929—206,000,000;  then  comes  the 
lowest  year,  1930—148,000,000;  1940—168,000,000;  1942— 
238,000.000  (forecast).  The  declining  revenue  in  the  1930's 
worried  the  public  transit  ownership  and  the  association  of 
the  various  transit  companies  on  the  continent  realized  that  a 
better  street  car  was  imperative.  As  the  representatives  of 
these  companies  were  principally  presidents,  the  1932  gather- 
ing was  called  the  Presidents  Conference  Committee,  hence 
the  name  P.C.C.  cars.The  committee  invited  the  co-operation 
of  the  transit  companies  and  the  manufacturers  of  every 
part  that  goes  into  a  car,  and  funds  were  raised  to  build  a 
car  that  would  compete  with  the  automobile.  The  first 
P.C.C.  car  was  built  in  1935,  its  object  was  to  regain  public 
favour  and  its  improvements  were  many:  smooth  rapid 
acceleration  of  4.7  m.p.h.  per  sec.  with  retardation  at  the 
same  rate  and  with  a  maximum  rate  of  speed  of  45  m.p.h. 
on  level  track  ;  good  lighting  for  reading  ;  streamline  appear- 
ance; windows  comparable  to  an  automobile;  clean  hand 
rails;  modern  heating  and  ventilation;  rubber  springs  and 
also  magnetic  hand  brake.  Lantern  slides  illustrated  the 
historical  background  of  the  street  car  from  the  time  of 


THE  ENGINEERING  JOURNAL     November,  1912 


647 


the  horse  drawn  cars.  A  movie  of  the  P.C.C.  car  in  motion 
was  shown. 

Mr.  Shaver,  control  engineer,  showed  that  the  design  had 
two  objects,  better  riding  comfort  for  the  passengers  and  a 
saving  of  weight.  The  P.C.C.  car  is  driven  by  four  55  hp. 
motors,  each  weighing  4,000  lb.  as  compared  to  the  previous 
latest  car  having  four  40  hp.  motors  each  weighing  7,000 
lb.  The  speaker  explained  that  the  operation  is  entirely 
automatic  and  he  gave  a  very  lucid  description  of  the  control 
which  allows  such  rapid  acceleration  and  retardation  with 
a  maximum  of  safety  for  the  public. 

W.  Hollingworth,  moved  a  vote  of  thanks  to  the  speakers 
for  this  very  able  and  instructive  lecture  and  he  also 
expressed  the  thanks  of  the  Hamilton  Branch  to  the 
Canadian  Westinghouse  Company  for  the  use  of  the  audi- 
torium. The  attendance  was  150. 


MONTREAL  BRANCH 

L.  A.  DUC'HASTEL,  M.E.I.C. 

Willis  P.  Malone,  m.e.i.c. 


Secretary-  Treas  urer 
Branch  News  Editor 


The  first  meeting  of  the  1942-43  season  opened  on 
October  8th  with  a  lecture  on  Aquifers  and  Water  Wells 
by  J.  W.  Simard. 

Water  has  always  been  one  of  the  prime  needs  of  man 
and  his  migrations  have  always  taken  him  where  there 
were  adequate  supplies  of  surface  water.  More  recently  he 
he  has  been  turning  to  ground  water  as  a  source  of  supply. 

The  source  of  all  water  supply  is  rainfall.  When  rain  falls 
on  impervious  ground  it  finds  its  way  to  small  streams,  rivers, 
lakes,  and  finally  the  oceans.  Falling  on  pervious  ground, 
it  seeps  through  to  form  a  reservoir  deep  in  the  subsoil, 
ready  to  be  tapped  and  used.  Deep  wells  are  sunk  down  to 
the  reservoir  and  the  water  pumped  up.  These  wells  should 
not  be  confused  with  artesian  wells  where  the  water  issues 
under  pressure  from  a  fissure  in  rock. 

A  typical  deep  well  is  the  gravel  wall  well.  It  consists  of 
an  outer  casing,  an  inner  casing,  and  a  screen  which  is 
attached  to  the  inner  casing.  The  pump  is  located  in  the 
inner  casing  near  the  bottom  and  is  operated  through  a 
shaft  by  motive  power  above  the  ground.  The  outer  casing 
is  first  put  in  position,  followed  by  the  inner  casing  with 
the  screen  on  the  end.  The  annular  space  between  the  cas- 
ings is  filled  with  gravel.  Water  is  pumped  up  through  the 
inner  casing,  and  with  the  water  come  fine  particles  of  sand 
and  clay.  As  the  fine  particles  are  removed  the  screen  and 
inner  casing  are  gradually  lowered  until  the  end  of  the 
inner  casing  is  on  a  level  with  the  end  of  the  outer  casing, 
the  screen  being  below  this  level.  The  gravel  in  the  annular 
ring  moves  down  around  the  screen  to  form  a  filter  bed. 
This  gravel  keeps  fine  particles  out  of  the  water  being 
pumped  and  minimizes  wear  in  the  pump. 

A  typical  installation  with  a  12  in.  diameter  inner  casing 
will  deliver  1,000  gallons  per  minute  with  a  pump  efficiency 
of  80  per  cent.  A  well  supplying  2,000,000  gallons  per  day 
is  considered  a  large  well. 

In  the  United  States  today  50,000,000  people  use  ground 
water.  Of  these  20,000,000  are  supplied  through  public 
works.  This  gives  some  idea  of  the  extent  to  which  this 
system  of  water  supply  has  been  developed. 

Following  the  lecture  refreshments  were  served  in  the 
reading  room. 

On  October  15th  Mr.  Z.  Krzywoblocki  gave  a  lecture  on 
Air  Power  Theories  and  Aviation  Progress  in  Reality, 

outlining  the  various  theories  that  have  been  expounded 
on  the  use  of  air  power  in  warfare,  and  the  development 
of  the  airplane  since  the  last  war. 

The  use  of  air  power  in  the  last  war  was  based  on  the 
theory  of  collaboration  with  the  ground  forces. 

About  1921-23  Italy  was  responsible  for  the  theory  that 
with  command  of  the  air  the  enemy  could  eventually  be 
made  to  capitulate. 

Then  followed  about  1933-35  the  French  theory  that  air 
power  should  be  flexible — that  flyers  should  be  trained  to 


operate  in  either  small  units  or  large  units,  or  even  singly, 
as  occasion  demands.  Hence  they  introduced  the  all- 
purpose  plane. 

The  Douhet  theory,  as  exemplified  by  the  German  Luft- 
waffe had  its  first  trial  in  Spain.  Since  that  time  it  has  had 
many  trials  with  varying  successes  and  failures.  The  suc- 
cesses include  Poland,  where  in  three  days  the  Germans 
gained  control  with  their  8,000  planes  against  Poland's  1,000; 
Finland,  where  Russia  used  400  bombers  at  Helsinki;  Nor- 
way, where  air  power  was  victorious  over  sea  power;  France, 
where  the  old  type  French  planes  were  no  match  for  those 
of  the  Luftwaffe.  It  has  failed  in  Great  Britain;  and  Crete 
cannot  be  counted  a  success,  as  the  loss  of  planes  was  so 
great  and  first  honours  went  to  the  air-borne  infantry. 

The  success  of  the  Douhet  theory  depends  on  a  huge 
quantity  of  bombers.  These  are  costly  and  short-lived,  and 
mass  production  of  them  demands  standardization  of  all 
industry,  with  specialists  and  skilled  workmen  in  the  plants. 
Ten  trained  men  are  required  on  the  ground  for  every  man 
in  the  air.  Fuel  is  required  in  enormous  quantities. 

Great  progress  has  been  made  in  the  development  of  the 
airplane  since  the  last  war.  The  experience  of  the  last  war 
pointed  the  way  for  this  progress  in  the  matters  of  design 
and  armaments.  The  monoplane  became  the  basic  type  and 
metal  the  basic  material,  although  wood  has  come  into 
fairly  wide  use  in  the  past  ten  years.  With  increase  in  speeds, 
instruments  have  become  more  important  and  great  im- 
provements have  been  made. 

This  war  has  seen  no  structural  changes,  no  material 
changes,  no  startling  developments  in  bombs,  no  new 
records  in  speed  or  altitude.  Progress  has  been  made  in  the 
speeds  of  normal  planes — these  tend  to  approach  record 
speeds — in  navigation  and  radio,  in  high  altitude  and  ocean 
flying,  in  armaments.  The  major  effort  has  been  expended 
in  increasing   production  rather  than  in  development   of 

quality. 

*       *       * 

Air  Bombing  and  Structural  Defence  was  the  subject 
of  the  lecture  given  on  October  22nd  by  D.  C.  Tennant. 
Mr.  Tennant  described  various  types  of  bombs,  their  effects, 
and  the  defence  means  that  have  been  developed. 

The  main  types  of  bombs  in  use  are  fragmentation  bombs, 
demolition  bombs,  and  incendiary  bombs.  The  fragmenta- 
tion bombs  are  designed  to  explode  on  contact,  expelling 
the  fragments  at  a  velocity  of  about  7,000  ft.  per  second. 
They  have  more  effect  on  people  in  the  vicinity  than  on 
buildings.  Demolition  bombs  have  delayed  action  fuzes  and 
penetrate  the  ground  or  buildings  before  exploding.  Bombs 
vary  in  weight  from  20  pounds  to  2  tons. 

The  explosion  of  a  bomb  radiates  a  pressure  wave  which 
is  followed  almost  instantaneously  by  a  suction  wave. 
The  latter  causes  the  walls  of  buildings  to  fall  outwards, 
and  in  the  case  of  wall-bearing  structure,  the  building  or 
part  of  it  collapses.  Reinforced  concrete  structures  with- 
stand bomb  explosions  best.  One  reason  that  so  much  dam- 
age has  been  done  to  buildings  in  Great  Britain  is  that 
most  of  the  buildings  are  wall-bearing,  and  reinforced  con- 
crete construction  is  rare. 

Important  buildings  are  camouflaged  to  look  like  fields 
or  orchards,  while  in  a  field  perhaps  half  a  mile  distant,  a 
dummy  skeleton  of  the  factory  is  built. 

Shelters  of  various  types  and  sizes  have  been  built  in 
Britain.  The  most  popular  is  the  Anderson  shelter  designed 
for  family  use.  It  is  made  of  corrugated  steel  and  partly 
sunk  in  the  ground.  This  shelter  will  suffer  considerable 
distortion  but  cases  of  total  collapse  are  rare.  Communal 
shelters  are  made  of  reinforced  concrete,  and  to  withstand 
a  direct  hit  the  roof  is  made  ten  feet  thick.  Tunnels  make 
effective  shelters  and  are  used  where  they  are  available. 
In  Chunking  400,000  people  are  accommodated  in  tunnels. 

In  this  country  the  need  of  air  shelters,  in  the  event  of 
air  raids,  would  not  be  nearly  so  great  as  in  Great  Britain 
because  our  multi-storied  buildings  of  reinforced  concrete 
would  offer  a  high  degree  of  protection. 


648 


November,  1942    THE  ENGINEERING  JOUR N  M 


OTTAWA  BRANCH 


A.  A.  SwiNNERTON,  M.E.I.O. 

R.  C.  Purser,  m.e.i.c. 


Secretary  Treasurer 
Branch  News  Editor 


A  joint  evening  meeting  with  the  Ottawa  branch  of  the 
Canadian  Institute  of  Mining  and  Metallurgy  was  held  at 
the  National  Research  Council  auditorium  on  October  22. 
0.  W.  Titus,  b.a.sc,  chief  engineer  of  the  Canada  Wire  and 
Cable  Company  Limited,  Toronto,  spoke  on  Copper 
Mining  in  Arizona,  his  address  being  accompanied  by  a 
motion  picture  relating  to  the  subject. 

Copper,  as  one  of  the  earliest  metals  known  to  man,  was 
used  for  making  weapons  of  war  and  played  an  important 
part  in  the  rise  and  fall  of  early  empires.  The  speaker  paid 
tribute  to  the  sagacity  of  the  earliest  copper  miners. 
"Modern  prospectors,"  he  said,  "could  teach  the  early 
Roman  prospectors  nothing." 

•  Methods  used  in  extracting  copper  in  Arizona  were  shown 
in  the  film,  as  well  as  the  course  for  the  open  pits  and  deep 
shafts  to  the  smelters.  Modern  machinery  as  used  in  copper 
production  and  means  of  maintaining  a  high  standard  of 
safety  were  also  depicted. 

N.  B.  MacRostie,  chairman  of  the  Ottawa  Branch  of  the 
Institute,  introduced  the  speaker.  He  was  thanked  by 
Ralph  Bartlett,  vice-chairman  of  the  local  branch  of  the 
Canadian  Institute  of  Mining  and  Metallurgy. 

A  joint  evening  meeting  with  the  Ottawa  section  of  the 
Society  of  Chemical  Industry  was  held  at  the  National 
Research  Council  auditorium  on  September  25.  Dr.  I.  M. 
Rabinowitch,  m.d.,  m.sc,  of  McGill  University  addressed 
the  meeting  on  the  subject  of  Chemical  Warfare,  with 
particular  reference  to  the  use  of  poisonous  substances  in 
air  attacks  and  methods  of  decontamination  of  persons  and 
property.  He  had  spent  considerable  time  in  England  study- 
ing this  subject  under  "blitz"  conditions. 

Dr.  Rabinowitch  said  that  of  all  the  thousands  of  chemical 
substances  with  poisonous  qualities,  only  a  dozen  or  so  have 
practical  military  application,  the  two  general  classes  being: 
non-persistent,  such  as  tear  gas,  and  persistent  blister  gases 
of  the  "mustard"  class,  which  included  arsenicals.  "The 
worst  part  of  the  blister  gases,"  he  said,  "is  their  insidious 
approach.  A  person  might  be  beyond  medical  aid  before  he 
realized  he  had  been  contaminated."  Such  gases  seeped 
through  clothing  and  boots  and  caused  total  blindness  if 
even  one  drop  got  in  the  eye,  and  serious  blisters  if  on  the 
skin.  They  could  last  weeks  or  months,  could  get  into  shel- 
ters ordinarily  safe  against  bullets  or  bombs,  and  were  much 
more  economical  than  explosives. 

"If  the  Germans  should  attack  Canada,"  he  said,  "they 
would  probably  use  the  mustard  gases  with  high  explosives." 
The  presence  of  the  gas  greatly  complicated  first  aid,  repairs 
and  cleaning  up  after  raids.  The  speaker  advised  his  listeners 
never  to  look  up  in  the  air  during  a  gas  raid  "since  you 
would  likely  get  enough  gas  to  cause  blindness." 


ST.  MAURICE  VALLEY  BRANCH 

Viggo  Jepsen,  m.e.i.c.,  Chairman 

The  St.  Maurice  Valley  Branch  held  a  meeting  in  Shawi- 
nigan  Falls  on  Thursday,  October  22,  1942,  at  the  Cascade 
Inn.  The  attendance  was  approximately  one  hundred. 

The  speaker  was  Mr.  A.  W.  Whitaker,  Jr.,  general  man- 
ager of  the  Aluminum  Company  of  Canada,  Limited. 

In  his  address  Mr.  Whitaker  dealt  with  the  history  of 
his  companjr  at  Shawinigan  Falls  and  the  progress  it  has 
made  since  its  inception.  He  also  referred  to  the  early 
history  of  Shawinigan  itself  and  how  the  Aluminum  Com- 
pany of  Canada  had  come  into  the  picture  through  the 
development  of  power  by  the  Shawinigan  Water  and  Power 
Co.,  in  1899. 

Mr.  Whitaker  explained  how  the  development  of  hydro- 
electric power  had  been  the  means  of  establishing  the  alu- 
minum industry  in  Canada,  and  at  Shawinigan  Falls,  the 
first  plant  to  be  erected,  contemporaneous  with  the  instal- 
lation of  the  first  power  units  thirty  years  ago,  was  that 
of  the  Northern  Aluminum  Company,  which  commenced 
operations  in  1901.  He  told  of  the  utility  and  value  of  the 
plant  at  Shawinigan  and  how  it  had  contributed  to  the 
industrial  progress  of  the  Dominion. 

In  referring  to  the  history  of  the  plant  at  Shawinigan, 
Mr.  Whitaker  mentioned  that  since  1901,  the  output  has 
increased  enormously,  especially  since  the  beginning  of  the 
present  war.  The  first  power  contract,  he  said,  was  signed 
in  1899. 

The  Shawinigan  plant  has  had  its  difficulties,  but  today, 
the  plant  is  working  at  full  capacity  on  the  production  of 
war  materials.  Mr.  Whitaker  also  related  the  story  of  the 
company's  activities  at  Arvida  and  of  the  giant  new  plant 
that  was  built  there,  as  well  as  the  new  power  development 
at  Shipshaw.  He  spoke  of  the  various  developments  of  the 
company  since  then  and  every  increasing  expansion  of  the 
industry.  He  told  of  how  it  had  progressed  from  compara- 
tively small  beginnings  to  a  great  enterprise.  The  story  of 
the  Aluminum  Company  of  Canada  is  an  interesting  one, 
a  story  which  tells  of  the  rapid  progress  and  enormous  ex- 
pansion that  has  taken  place.  The  company  has  been  ex- 
panding in  a  number  of  places  and  its  production  has  in- 
creased enormously.  The  terrific  rate  of  expansion  which  it 
has  had  to  deal  with  has  presented  problems  of  great  im- 
portance. Additional  equipment  and  man-power  were  neces- 
sary. More  and  more  aluminum  had  to  be  made  for  war 
purposes.  The  company  has  had  to  build  new  plants  and 
borrow  money  in  order  to  make  aluminum  more  quickly. 
Its  record  of  achievement  has  been  remarkable  and  Mr. 
Whitaker  made  the  story  very  interesting  to  an  apprecia- 
tive audience. 

The  speech  was  illustrated  with  many  lantern  slides. 

The  speaker  was  introduced  by  Mr.  P.  Radley  and 
thanked  by  Mr.  H.  G.  Timmis.  The  Branch  chairman, 
Viggo  Jepsen,  presided  over  the  meeting. 


SASKATCHEWAN  BRANCH 


Stewart  Young,  m.e.i.c. 


Secretary  Treasurer 


The  Saskatchewan  Branch  met  jointly  with  the  Associa- 
tion of  Professional  Engineers  in  the  Kitchener  Hotel, 
Regina,  on  Wednesday  evening,  October  21,  1941.  After 
dinner,  at  which  the  attendance  was  45,  adjournment  was 
made  to  the  Crime  Detection  Laboratory,  R.C.M.P.  Bar- 
racks where  Surgeon  (Dr.)  Maurice  Powers,  Director  of 
Criminal  Investigation  for  Canada,  explained  the  organiza- 
tion of  the  laboratory,  afterwards  showing  a  film  depicting 
the  "Hit  and  Run  Driver."  Following  this,  those  in  attend- 
ance were  shown  by  Sgt.  J.  I.  Mallow,  b.sc,  (Eng.T  and 
Corp.  J.  Robinson  through  the  laboratory  and  given  ex- 
planations of  the  various  microscopes,  photographic  and 
chemical  equipment,  spectroscope  and  the  museum  of 
criminal  investigation  display.  The  latter  included  samples 
of  forged  documents,  counterfeit  notes  and  coins,  finger- 
prints, masks  and  weapons  of  various  description. 


VANCOUVER  BRANCH 

P.  B.  Stroyan,  m.e.i.c.        -        Secretary-Treasurer 


A.  Peebles,  m.e.i.c. 


Branch  News  Editor 


The  Design  and  Construction  of  the  Scanlon  Dam, 

was  the  subject  of  a  paper  given  before  the  Vancouver 
Branch  on  October  22nd  in  the  Medical-Dental  Building. 
The  speaker  was  William  Jamieson,  field  engineer  for  the 
Powell  River  Co.  Ltd.,  Powell  River,  B.C. 

The  pulp  and  paper  plant  of  the  Powell  River  Co.  Ltd. 
is  situated  on  the  B.C.  coast,  about  70  miles  north  of  Van- 
couver. Additions  to  this  plant  completed  in  1926  included 
development  of  the  hydro-elcetric  system  to  its  full  econ- 
omic capacity.  When  further  expansion  was  undertaken  in 
1929,  a  new  source  of  power  had  to  be  found,  and  a  site 
was  chosen  near  Stillwater,  17  miles  south  of  Powell  River. 
Here,  the  Lois  river  forms  the  outlet  from  Gordon  Pasha 
lakes,  and  several  smaller  lakes  in  the  same  drainage  basin 
of  some  480  square  miles. 


THE  ENGINEERING  JOURNAL     November,  1942 


649 


Temporary  development  was  carried  out  at  this  site  to 
provide  for  immediate  requirements,  but  plans  included 
additional  work  when  future  increase  in  capacity  should  be 
required.  The  power  house  was  completed  but  only  one 
18,000  Kva.  generator  was  installed.  Extensive  borings  were 
made  and  a  geological  survey  carried  out  to  determine  the 
best  site  for  a  future  permanent  dam.  Above  this  point  a 
temporary  log  crib  structure  was  built,  providing  storage 
and  a  350  ft.  head  above  the  power  house. 

From  this  dam  a  12  ft.  diam.  wood  penstock  carried  the 
water  to  a  point  below  the  permanent  dam  site,  where  it 
joined  a  section  of  reinforced  concrete  pipe.  A  tunnel  was 
bored,  approximately  a  mile  long  and  12  ft.  in  diam.  from 
which  a  steel  penstock  continued  down  to  the  power  house  at 
tide-water.  A  feature  of  this  penstock  is  its  surge  tank  which 
is  a  well  known  landmark  for  travellers  along  the  coast.  All 
this  work,  with  the  exception  of  the  log  dam,  head-works, 
and  wood  penstock,  was  part  of  the  ultimate  development. 

It  was  believed  that  after  four  or  five  years,  the  permanent 
dam  would  be  required,  but  business  conditions  did  not 
warrant  further  capital  outlays  and  the  work  was  delayed. 
However,  nature  intervened  and  after  nine  years,  serious 
deterioration  had  taken  place  in  the  log  crib  dam  and  its 
head-works,  and  expensive  repairs  were  indicated.  An 
expert  survey  indicated  that  rot  and  termites  had  found 
favourable  conditions  in  the  structure  and  had  attacked 
it  rapidly.  The  logs  were  not  peeled  or  treated,  a  fact 
which  hastened  their  decay. 

It  was  decided  to  proceed  with  the  permanent  dam,  rather 
than  spend  money  on  repairs.  The  structure  recently  built 
is  of  the  variable  radius  arch  type,  980  ft.  long  at  the  base 
and  780  ft.  long  on  the  crest,  8  ft.  thick  at  the  top  and  37  ft. 
at  the  bottom.  The  height  is  205  ft.  though  the  dam  has  not 
been  carried  to  its  final  height  except  at  the  intake  structure. 
The  spillway,  at  one  end,  is  still  a  rock  excavation  only.  At 
some  future  time  it  will  be  concreted,  and  provided  with 
four  taintor  gates  20  ft.  wide,  and  one  10  ft.  wide. 


Focal  points  were  established  for  the  radii  at  each  con- 
struction joint  and  carefully  referenced.  As  all  the  founda- 
tion excavation  was  in  rock,  the  area  was  contoured  very 
carefully,  and  the  grid  maintained  by  painting  lines  of 
various  colours  on  the  rock  as  drilling  and  removal  pro- 
ceeded. Bedrock  was  50  ft.  below  the  river  bed,  and  timber 
shafts  were  employed  during  excavation.  The  temporary 
wood  stave  penstock  crossing  the  site  had  to  be  kept  in 
service;  so  it  was  supported  by  timber  trusses  resting  on 
un-excavated  ground  at  the  limits  of  the  foundation  area. 
Settlement  started  at  one  end  of  these,  and  a  square  pier 
of  reinforced  concrete  had  to  be  built  from  the  bottom  of 
a  shaft  sunk  to  bedrock,  to  carry  one  end  of  the  trusses. 
This  was  later  incorporated  into  the  dam.  The  area  was 
kept  dry  by  several  pumps  and  a  series  of  wellpoints.  A 
6  ft.  diam.  concrete  culvert  was  used  to  pass  the  river  flow 
during  construction,  being  later  sealed  with  concrete. 
Water  stops  of  steel,  16  in.  wide,  with  copper  seals,  were 
placed  in  each  construction  joint.  Concrete  was  placed  in 
blocks  and  no  artificial  cooling  was  provided  for. 

Maximum  design  stress  in  the  concrete  was  780  lb.  per 
sq.  in.  The  mix  contained  376  lb.  of  cement  per  cu.  yd. 
and  included  three  sizes  of  gravel  and  sand.  Maximum 
aggregate  size  was  4  in.  All  concrete  was  vibrated  after 
being  deposited  from  swinging  derricks  or  buggies.  Before 
placing  the  first  concrete,  holes  from  24  to  27  ft.  in  depth 
were  drilled  in  the  foundation  and  grouted  to  fill  up  any 
seams  in  the  rock  and  minimize  seepage. 

The  contract  was  for  a  lump  sum,  and  quantities  in- 
cluded 50,000  cu.  yd.  of  rock  excavation  and  61,000  cu.  yd. 
of  concrete.  Mr.  B.  C.  Condit  was  consulting  engineer  and 
contractors  were  Stuart  Cameron  and  Co.  Ltd.  The  total 
sum  involved  was  $1,100,000. 

Following  his  address,  Mr.  Jamieson  displayed  many 
interesting  photographs  and  plans  of  the  work.  The  chair- 
man of  the  branch,  W.  O.  Scott,  presided,  and  30  members 
were  present. 


Library  Notes 


ADDITIONS  TO  THE  LIBRARY 

U.S.  Bureau  of  Mines — Miners'  Circular: 

No.  43 — Some  haulage  safety  devices  for 
use  on  grades,  slopes  and  inclined  shafts. 


Survey — Water    Supply 


U.S.    Geological 
Papers: 

No.  887 — Methods  for  determining  per- 
meability of  water-bearing  materials.  897 — 
Surface  water  supply  of  the  U.S.A.  1940: 
pi.  7,  Lower  Mississippi  River  basin. 
899 — Surface  water  supply  of  the  U.S.A. 
1940:  pt.  9,  Colorado  River  basin.  906 — 
Water  levels  and  artesian  pressure  in  ob- 
servation wells  in  the  U.S.A.  in  1940:  pt.  1, 
Northwestern  Stat  s .  907 — Water  levels  and 
artesian  pressure  in  observation  wells  in  the 
U.S.A.  in  1940:  pt.  2,  Southeastern  States. 
909 — Water  levels  and  artesian  pressure  in 
observation  wells  in  the  U.S.A.  in  1940: 
pt.  4,  South  Central  States. 

U.S.   Geological   Survey — Professional 
Papers: 

No.  197 A — Alkalic  rocks  of  Iron  Hill, 
Gunnison  County,  Colorado.  197B — Oli- 
gocène foraminif  era  near  Millry.  Alabama. 

AIR  RAID  PRECAUTIONS 

Canadian  Engineering  Standards  Associ- 
ation— ARP  Specifications: 

No.     501 — Strengthening     of    cellars    in 

houses.  June,  1942. 

No.    502 — Blackout    illumination.    June, 

1942. 


650 


Book    notes,    Additions    to    the    Library    of   the   Engineer- 
ing   Institute,    Reviews    of    New    Books    and    Publications 


No.  503 — Specification  for  street  lighting 
during  blackouts.  July,  1942. 
No.    504 — Specification   for    blackout    of 
buildings.  July,  1942. 

TECHNICAL  BOOKS 

Principles  of  Heat  Engineering: 

Neil  P.  Bailey.  N.Y.,  John  Wiley  and 
Sons,  Inc.,  1942.  6  x  9\i  in.  $2.75.' 

Oil  Property  Valuation: 

Paul  Paine.  N.Y.,  John  Wiley  and  Sons, 
Inc.,  1942.  6  x  9\i  in.  $2.75. 

Fundamentals  of  Electric  Waves: 

Hugh  Hildreth  Skilling.  N.Y.,  John  Wiley 
and  Sons,  Inc.,  1942.  6x9  in.  $2.75. 

Natural  Trigonometric  Functions: 

To  seven  decimal  places  for  every  ten 
seconds  of  arc  together  with  miscellaneous 
tables.  2nd  ed.  Howard  Chapin  Ives. 
7  x  10  in.  $9.00. 

PROCEEDINGS,  TRANSACTIONS 

Society  for  the  Promotion  of  Engineering 
Education: 

Proceedings  of  the  forty-ninth  annual 
meeting  held  at  the  University  of  Michigan, 
June  23-27,  1941.  Pittsburgh,  Office  of  the 
Secretary,  1942. 


Smithsonian  Institution: 

Annual  report  of  the  Board  of  Regents  for 
the  year  ended  June  30,  1941. 

Canadian  Electrical  Association: 

Proceedings  of  the  fifty-second  annual  con- 
vention, I.942. 

REPORTS 
The  Asphalt  Institute 

Specification  for  the  sand-asphalt  road  mix 
course  on  natural  sand  subgrade.  No.  RM-3 
—July  31,  1942. 

Edison  Electric  Institute: 

Specifications'  for  single  tube  seamless 
copper  splicing  sleeves.  TD-9,  1942. 

American    Institute   of   Electrical    Engi- 
neers Standards: 

No.  3 — Proposed  standard  for  guiding 
principles  for  the  selection  of  reference 
values  for  electrical  standards.  June,  1942. 
No.  21 — Standards  for  apparatus  bushings 
and  test  code  for  apparatus  bushings.  June, 
1942.  No.  22 — Standard  for  air  sivitches 
and  bus  supports.  June,  1942.  No.  0? — 
Standards  for  switchgear  assemblies.  A  ug- 
ust,  1942.  No.  32 — Neutral  ground» 
devices.  June,  1942. 


November,  1942    THE  ENGINEERING  JOURNA1 


U.S.  Bureau  of  Standards — Building 
Materials  and  Structures  Reports: 

Dimensional  changes  of  floor  coverings  with 
changes  in  relative  humidity  and  temper- 
ature, BMS85 — Structural,  heat-transfer 
and  water-permeability  properties  of 
"Speedbrik"  wall  construction  sponsored 
by  the  General  Shale  Products  Corporation, 
BMS86 — A  method  for  developing  speci- 
fications for  building  construction,  BMS87 
— Structural  properties  of  "Precision- 
Built,  Jr."  prefabricated  wood-frame  wall 
construction  sponsored  by  the  Homasote  Co. 
B M S89— Structural  properties  of  "PHC" 
prefabricated  wood-frame  constructions  for 
walls,  floors  and  roofs  sponsored  by  the 
PHC  Housing  Corporation,  BMS90. 

Cornell  University — Engineering  Experi- 
ment Station: 

Some  factors  influencing  the  heat  output  of 
radiators.  Bulletin  No.  29,  April,  1942. 

Edison  Electric  Company: 

Cable  operation  1940.  A  joint  report  of 
Committee  on  Power  Distribution,  Associa- 
tion of  Edison  Illuminating  Companies 
and  Transmission  and  Distribution  Com- 
mittee, Edison  Electric  Institute.  Publica- 
tion No.  J  3 — August,  1942. 

War  Production  Board: 

National  emergency  specifications  for  the 
design,  fabrication  and  erection  of  struc- 
tural steel  for  buildings.  N.Y.,  The  Ameri- 
can Institute  of  Steel  Construction,  Sep- 
tember, 1942. 

Illinois — State  Water  Survey: 

Sandstone  water  supplies  of  the  Joliet  area. 
Bulletin  No.  34,  1941. 

U.S.  Department  of  Agriculture — Con- 
sumers' Counsel  Division: 

Inspection  and  control  of  weights  and 
measures  in  the  U.S.A.  Publication  No.  7. 

Canada — National  Research  Council: 

The  theory  of  some  A-C  commutator  motors 
with  series  characteristics.  Reprinted  from 
The  Canadian  Journal  of  Research,  vol.  20, 
May.  1942. 

American  Institute  of  Steel  Construc- 
tion, Inc.: 

Annual  revort  for  the  year  ending  Sep- 
tember, 1942. 

Quebec — Streams  Commission: 

Twenty-sixth  report  for  the  year  1937. 

American  Telegraph  and  Telephone  Com- 
pany and  the  Edison  Electric  Com- 
pany: 

Wave  shape  of  multi-phase  rectifiers.  Engi- 
neering report  No.  49,  April,  1942. 

The  Electrochemical  Society — Preprints: 

No.  81-33 — The  electrolytic  decomposition 
of  aqueous  ammonium  chloride  solutions. 
82-7 — The  electric  resistance  and  aniso- 
trophy  of  artificial  graphite  between  290°  K 
and  12°  K.  82-8 — The  specific  heat  equa- 
tions for  carbon  dioxide,  carbon  monoxide, 
steam,  hydrogen  and  oxygen  and  the  free 
energy  equation  for  the  water-gas  reaction. 
82-9 — An  electrolytic  study  of  linear  dif- 
fusion of  silver  salts.  82- 10— Absorption 
potentials  at  gas-solid  interfaces.  82-11 — 
Cathode  films  in  tungstate-  containing 
plating  baths.  82-12— The  effect  of 
temperature  on  the  rate  of  self  discharge  of 
lead  acid  storage  batteries.  82-18 — Reaction 
rates  in  ionic  solutions.  82-14 — The  cor- 
rosion resistance  afforded  by  bright  dipped 
cadium  coatings.  82-15 — Diffusion  theory 
of  the  codeposition  of  gold  and  copper. 
82-16 — Ion-solvent  interaction  and  indi- 
vidual properties  of  electrolytes.  82-18 — 
Anodic  treatment  of  plain  carbon  steels. 
82-19 — Some  observations  on  the  formation 
and  stability  of  oxide  films.  82-20  The 
adherence  of  thick  silver  plate  on  steel.  82-21 
— The    structure    of    brush-plated    silver. 


82-22 — An  interpretation  of  the  mechanism 
of  bright  electroplating.  82-23 — The  elec- 
trolysis of  grignard  reagents:  short-lived 
free  radicals  in  ethyl  ether.  82-24 — Tin 
plating  from  potassium  stannate  bath. 
82-25 — Studies  on  over-voltage  xiii  decay 
of  cathodes  potential  in  still  and  stirred 
solutions  with   hydrogen  or  with  nitrogen. 

Bell  Telephone  System — Technical  Pub- 
lications: 

The  rate  of  oxidation  of  copper — The  crys- 
tallinity  of  celulose  esters — Greensalt  wood 
preservative — Electron  diffraction  studies 
on  thin  films — A  secondary  frequency 
standard — Inspection  in  a  manufacturing 
plant — The  future  of  transoceanic  telephony 
—Monographs  No.  1340-1346. 

U.S.  Geological   Survey — Bulletins: 

No.  917D — Tertiary  deposits  of  the  eagle- 
circle  district  Alaska.  926B — Geology  of  the 
Gerstle  river  district,  Alaska.  931C — Tin 
deposit  at  Majuba  Hill,  Pershing  County, 
Nevada.  931E — Tungsten  deposits  in  the 
Sierra  Nevada  near  Bishop,  California. 
931 F — Nickel  deposits  of  Bohemia  Basin 
and  vicinity  Yakohi  Island,  Alaska. 
931 G — Chromite  deposits  of  Kenai  Pen- 
insula, Alaska.  9311 — Nickel  deposit  near 
Riddle  Douglas  County,  Oregon.  931J — 
Quick  silver  deposits  in  the  Steens  and 
Pueblo  Mountains,  Southern  Oregon. 
931L — Tin  deposits  of  northern  Lander 
County,  Nevada.  931 M — Manganese  de- 
posits in  the  Nevada  district,  White  Pine 
County,  Nevada.  93 IN — Quicksilver  de- 
posits of  the  opalite  district  Malheur 
County,  Oregan,  and  Humboldt  County, 
Nevada.  9310 — Nickel  deposit  near  Gold 
Hill  Boulder  County,  Colorado.  931 P — 
Mica-bearing  pegmatites  of  New  Hamp- 
shire. 931Q — Quicksilver  and  antimony 
deposits  of  the  Stayton  district,  California. 
932B — Geophysical  abstracts  105,  April, 
June,  1941.  932C — Geophysical  abstracts 
106,  July,  September,  1941.  933A— Min- 
eral industry  of  Alaska  in  1940. 

U.S.  Bureau  of  Mines — Bulletins: 

No.  4^5 — Magnetic  separation  of  ores. 
445 — Plastic  and  swelling  properties  of 
bituminous  coking  coals.  446 — Typical 
analyses  of  coals  of  the  U.S.A.  447 — 
Quarry  accidents  in  the  U.S.A.  during 
1940.  448 — Coal  accidents  in  the  U.S.A., 
1940. 

U.S.  Bureau  of  Mines — Technical  Papers: 

No.  626 — Analyses  of  West  Virginia  coals. 
684 — Carbonizing  properties  and  pétro- 
graphie composition  of  lower  lignite-bed 
coal  from  the  Atlas  mine,  Middlesboro,  Bell 
County,  Ky.,  and  the  effect  of  blending 
this  coal  with  Pocahontas  No.  3  and  No.  4 
bed  coals.  638 — Photomicroscopy  of  salt  in 
petroleum.  639 — Bibliography  of  Bureau 
of  Mines  investigations  of  coal  and  its 
products  1935  to  1940.  643— Theoretical 
calculations  for  explosives. 

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. 

AIRCRAFT  ENGINE  MAINTENANCE 

By  J.  H.  Suddelh.  John  Wiley  &  Sons, 

New   York;  Chapman   &  Hall,   London, 

1942.  374  pp.,  Mus.,  diagrs.,  charts,  tables, 

9Y2x6  in.,  cloth,  $2.75. 

In  addition  to  covering  thoroughly  proper 

methods  of  inspection,  servicing  and  repair, 

this  work  goes  extensively  into  construction 

and  operating  principles,  as  a  background  for 

practical  work.  Engine  components,  fuels,  fuel 

systems,    carburation,    lubrication,    ignition, 

instruments,    accessories   and   propellers   are 

described  in  detail. 


AIRPLANE  STRUCTURAL  ANALYSIS 
AND   DESIGN    (Galcit    Aeronautical 

Series) 

By  E.  E.  Sechler  and  L.  G.  Dunn.  John 

Wiley  &  Sons,  New  York;  Chapman  & 

Hall,  London,  1942.  412  pp.,  Mus.,  diagrs., 

charts,  tables,  9x6  in.,  cloth,  $4-00. 

The  material  in  this  book  is  divided  into 

three  major  parts:  preliminary  considerations 

in  design;  methods  of  structural  analysis;  and 

applied  stress  analysis.  The  treatment  of  the 

standard  structural  problems  has  been  held 

to  a  minimum.   Emphasis  is  placed  on  the 

presentation  of  most  of  the  recognized  design 

criteria,    with   experimental   evidence,    when 

available,    as  to   their  exactness.   Literature 

references  accompany  each  chapter. 

AMERICAN  HIGHWAY  PRACTICE, 
Vol.  2 

By  L.  I.  Hewes.  John  Wiley  &  Sons,  New 

York;  Chapman  &  Hall,  London,   1942. 

492    pp.,    Mus.,    diagrs.,    charts,    tables 

9V2  x  6  in.,  cloth,  $6.00. 
The  second  volume  of  this  treatise  is  de- 
voted to  pavements  of  asphalt,  concrete  and 
brick.  Penetration  macadam,  sheet  asphalt, 
asphaltic  concrete,  cement  concrete  and  brick 
roads  are  treated  comprehensively,  with  some 
attention  to  their  origins  and  historical  devel- 
opment, and  full  information  on  current 
American  practice.  The  design  of  cement- 
concrete  pavement  mixtures  and  concrete 
road  slabs  is  given  special  attention,  and  a 
chapter  is  devoted  to  small  bridges,  culverts, 
guard  rails,  etc.,  Each  chapter  has  a  bibliog- 
raphy. 

AMERICA'S  FUTURE  PATTERN 

By  E.  S.  Cornell,  Jr.,  author  and  publisher, 

Larchment,    New    York,    1942.    214   PP-, 

diagrs.,  charts,  tables,  8x5  in.,  cardboard. 

$1.50 

The  author  presents  a  picture  of  our  present 

economic  situation,  explains  what  brought  it 

about  and  indicates  the  correctives  which  he 

feels  are  necessary.   Chapters  upon  politics, 

religion,  education  and  law  are  included  as 

belonging  to  the  complete  picture. 

AMERICAN  ELECTRICIANS' 
HANDBOOK 

By  T.  Croft,  revised  by  C.  C.  Can:  5th  ed. 
McGraw-Hill  Book  Co.,   New   Yo  k  and 
London,  1942.  1,634  PP-,   IUus.,  diagrs., 
charts,  tables,  8x5  in.,  lea.,  $5.00. 
The  new  edition  of  this  well-known  refer- 
ence book  has  been  thoroughly  revised  and 
considerably  expanded,  new  sections  on  the 
properties  and  splicing  of  conductors  and  on 
general   electrical    equipment    and    batteries 
have  been  added,  and  others  have  been  rear- 
ranged. The  book  aims  to  meet  the  needs  of 
those  having  little  technical  training  by  pro- 
viding accurate  information,  based  on  correct 
engineering  principles,  in  simple  language. 

BLUEPRINT  READING  FOR  THE 
METAL  TRADES 

By  W.  A.  De  Vette  and  D.  E.  Kellogg. 
Bruce  Publishing  Co.,  Milwaukee,  Wis., 
1942.  132  pp.,  blueprints,  diagrs.,  charts, 
tables,  11  x  8Y2  in.,  cloth,  $2.50. 
Practical  instructions  are  given  for  the  in- 
terpretation of  blueprints  of  machine  parts. 
The  text  is  illustrated  by  numerous  actual 
blueprints    for    explanation    or    for    practice 
work.   The  material  is  presented  in  such  a 
way  as  to  be  of  assistance  to  the  mechanic 
who  must  make  sketches  himself,  and  a  large 
group  of  miscellaneous  problems  and  check 
sheets  is  included. 

CODE  OF  MINIMUM  REQUIREMENTS 
FOR  INSTRUCTION  OF  WELDING 
OPERATORS  Part  A— Arc  Welding  of 
Steel  3/i6  to  3/4  in.  thick  (tentative). 

American  Welding  Society,  19  West  39th 
St.,  New  York,  1942.  68  pp.,  Mus.,  diagrs., 
charts,  tables,  9x6  in.,  paper,  50c. 
This  publication  is  a  revision  of  the  "pro- 
posed" code  issued  by  the  American  Welding 
Society  in  1941,  which  was  adopted  by  the 


THE  ENGINEERING  JOURNAL     November,  1942 


651 


War  Production  Board  for  use  in  defining  an 
"accredited  school."  The  revision  has  ex- 
panded the  code  considerably,  especially  the 
suggestions  to  persons  organizing  courses  in 
metal  arc  welding.  Requirements  regarding 
school  equipment,  qualifications  and  duties 
of  instructors,  instruction  in  welding  practice 
and  theory  and  final  testing  are  given. 

CONTROLLED  ATMOSPHERES 

Symposium  presented  before  the  Twenty- 
Third  Annual  Convention  of  the  American 
Society  for  Metals  held  in  Philadelphia, 
Pa.,    October   20  to   2 '4,    191,1.    American 
Society  for  Metals,  Cleveland,  Ohio,  1942. 
282  pp.,  Mus.,  charts,  tables,  9\4  x  6  in., 
cloth,  $4.00. 
This  volume  contains  the  papers  presented 
at  a  symposium  held  in  1941  by  the  American 
Society  for  Metals.  The  ten  papers  presented 
discuss  various  aspects  of  the  control  of  fur- 
nace  atmospheres  in  the  heat  treatment  of 
steel,  copper,  aluminum  and  magnesium,  in- 
cluding the  question  of  cost. 

ECONOMICS  OF  AMERICAN 
INDUSTRY 

By   E.    B.    Alderfer   and  H.   E.    Michl. 
McGraw-Hill  Book  Co.,   New   York  and 
London,    1942.    566   pp.,    Mus.,    diagrs., 
charts,  maps,  tables,  9l/2  x  6  in.,  cloth, 
■S4.00. 
This  is  an  introductory  survey  of  the  prin- 
cipal manufacturing  industries  of  the  United 
States,  intended  as  a  textbook  for  students 
of  industrial  management  and  industrial  re- 
lations, and  of  economics.  The  predominant 
economic  characteristics  of  the  industries  are 
set  forth,  and  the  basic  character  of  each  in- 
dustry and  its  significant  developments  arc 
interpreted. 

ENCINEERING  MECHANICS 

By  F.  L.  Brown.  2  ed.  John  Wiley  &  Sons, 
New   York;  Chapman   &   Hall,   London, 
1.942.  503  pp.,  diagrs.,  9x/z  x  6  in.,  cloth. 
$4.00. 
A  textbook  in  mechanics  for  students  of 
engineering  which  is  characterized  by  empha- 
sis on  methods  of  solution  in  which  reference 
is  made  to  relationships  set  forth  verbally,  as 
principles,  rather  than  symbolically,  as  for- 
mulas. The  new  edition  has  many  more  prob- 
lems than  the  first  one,  has  new  cuts  and  has 
been  completely  reset. 

ENGINEERING  QUESTIONS  AND 
ANSWERS,  Vol.  3 

Emmott   &  Co.,   Ltd.,  London  and  Man- 
chester,   England,    1942.    176   pp..    Mus., 
diagrs.,  charts,  tables,  10  x  7}<j  in.,  card- 
board, 6s. 
These  questions  have  been  selected   from 
those  submitted  by  readers  of  the  "Mechanical 
World  and  Engineering  Record,"  and  are  here 
re-published  with  the  answers  prepared  by  the 
editors.  A  wide  variety  of  practical  shop  prob- 
lems is  covered. 

Great  Britain.  Dept.  of  Scientific  and  In- 
dustrial Research 
FUEL  RESEARCH,  Physical  and  Chemi- 
cal Survey  of  the  National  Coal  Re- 
sources No.  54 
THE  LEICESTERSHIRE  AND  SOUTH 
DERBYSHIRE  AND  SOUTH  DERBY- 
SHIRE COALFIELD.  SOUTH 
DERBYSHIRE  AREA,  THE  EUREKA 
SEAM 

His  Majesty's  Stationery  Office,  London, 

I.942.  42  PP-,  Mus.,  diagrs.,  tables,  914  x  6 

in.,  paper,  (obtainable  from  British  Library 

of  Information,  30  Rockefeller  Plaza,  New 

York,  90c). 

This  report,  one  of  a  series  forming  a  survey 

of  the  coal  seams  of  Great  Britain,  gives  a 

comprehensive  and   detailed  account  of  the 

physical  and  chemical  properties  of  the  coaJ 

of  the  Eureka  seam  in  South  Derbyshire. 

Great  Britain.   Department  of  Scientific 
and  Industrial  Research 


BUILDING  RESEARCH,  WARTIME 
BUILDING  BULLETIN  No.  21.  Notes 
on  the  Repair  of  Bomb-Damaged 
Houses 

His  Majesty's  Stationery  Office,  London, 
1942.  21  pp.,  Mus.,  diagrs.,  tables,  11  x  S1  ■■> 
in.,   paper,   1   s.    (obtainable  from   British 
Library    of    Information,    30    Rockefeller 
Plaza,  New  York,  30c). 
This  bulletin  is  designed  to  assist  the  expert 
to  decide  what  to  do  to  a  damaged  building. 
It  gives  data  on  the  strength  of  damaged  walls 
and    general    suggestions    on    various    repair 
problems,  including  the  treatment  of  dry  rot 
and  the  interior  finishing  of  repaired  struc- 
tures. 

Great   Britain.    Ministry   of  Labour   and 

National  Service 
HOW  FACTORY  ACCIDENTS  HAPPEN, 

Descriptions  of  Certain  INDUS- 
TRIAL ACCIDENTS,  Notified  to  H.M . 
Inspectors  of  Factories,  Vol.  25,  1st 
November,  1941 

His  Majesty's  Stationery  Office,  London, 
1941.  33  pp.,  diagrs.,  9}4  x  6  in.,  paper, 
(obtainable  from  British  Library  of  Infor- 
mation, 30  Rockefeller  Plaza,  New  York, 
15c). 
The   accidents   described   are   classified   in 
various  groups:  power  and  transmission,  pro- 
cess machinery,  lifting  machinery,  electrical 
plant,  explosions  and  fires,  gassing  and  poison- 
ing,   buildings   and  structural   work,   miscel- 
laneous, and  the  worker.  The  types  of  acci- 
dents that  are  most  common  in  war  time  are 
given  special  attention. 

HOW  TO  REMODEL  A  HOUSE 

By  J.  R.  Dalzell  and  G.  Townsend.  Ameri- 
can Technical  Society,  Chicago,  1942.  528 
pp.,  Mus.,  diagrs.,  charts,  tables,  9  x  5x/i 
in.,  cloth,  $4-75. 
The  steps  involved  in  remodelling  a  dwelling 
or  modernizing  individual  rooms  are  explain- 
ed in  full  detail  in  this  volume,  which  should 
prove  useful  to  home  owners  and  others  in- 
terested.  An   illustrative  example  is   carried 
through  step  by  step.  Numerous  illustrations 
add  to  the  value  of  the  text. 

INDUSTRIAL  CHEMISTRY 

By  E.  R.  Riegel.  4  ed.  Reinhold  Publishing 
Corp.,   New   York,   1942.  861   pp..  Mus'.. 
diags..  charts,  tabis,  9]4  x  6  in.,  lea..  $5.50. 
After  five  years,  this  popular  text  has  been 
again   revised  and  somewhat   enlarged.   New 
chapters  on  Paper  and  pulp  and  on  Synthetic 
textile  fibers  have  been  added.  Statistics  have 
been    brought    closer    to    date.    Throughout, 
changes  have  been  made  to  cover  new  develop- 
ments. A  vast  amount  of  information  on  the 
chemical  industries  is  brought  together  in  a 
single  volume. 

INTRODUCTION  TO  HIGHWAY 
ENGINEERING 

By  J.  H.  Bateman.  4th  ed,  John  Wiley  d~ 
Sons,  New  York;  Chapman  &■  Hall,  Lon- 
don, 1942.  4^9  pp..  Mus.,  diagrs.,  charts, 
tabl  s,9Yix6  in.,  cloth,  $4.00. 
A  textbook  for  students  of  civil  engineering 
in  which  emphasis  is  on  fundamental  princi- 
ples and  processes.  In  addition,  current  prac- 
tice is  described  in  some  detail.  This  edition 
has  been  revised  and  rearranged.  The  chapters 
on  roadside  improvement,  properties  of  bitu- 
minous materials,  subgrade  stabilization  and 
the  structural  design  of  pavements  have  been 
expanded. 

ISOMERIZATION  OF  PURE  HYDRO- 
CARBONS (American  Chemical 
Society   Monograph  Series  No.  88) 

By  G.  Egloff,  G.  Hulla  and  V.  I.  Koma- 
rewsky.  Reinhold  Publishing  Corp.,  New 
York,  1942.  499  pp.,  diagrs.,  charts,  tables. 
914x6  in.,  cloth,  $9.00. 
This  useful  monograph  reviews  the  litera- 
ture upon  isomerization  of  hydrocarbons  of 
the  aliphatic,  alicyclic  and  aromatic  series,  a 
process  responsible  for  many  important  com- 


mercial products,  such  as  high-grade  gasoline, 
viscous  oils,  synthetic  rubber,  etc.  Isomeriza- 
tion is  discussed  for  individual  members  of  the 
various  groups  of  hydrocarbons  and  typical 
reactions  are  analyzed.  The  data  contained  in 
over  seven  hundred  reports  have  been  calcu- 
lated to  a  uniform  basis  and  tabulated.  There 
is  a  digest  of  patents  and  an  extensive  bibliog- 
raphy. 

LEARNING  THE  RADIOTELEGRAPH 
CODE 

By  J.   Huntoon.   American  Radio  Relay 

League,   West  Hartford,   Conn.,   1942.  34 

pp.,  Mus.,  diagrs.,  charts,  tables,  9}4  x  6)4 

in.,  paper,  25c 

This   pamphlet   is   issued   in  view   of  the 

present  widespread  interest  in  learning  the 

international  Morse  code,  and  is  intended  to 

supply  a  method  suitable  for  either  class  use 

or  individual  study. 

MANUAL  OF  AIRCRAFT  HYDRAULICS, 
Theory,  Maintenance,  Design 

By  J .  E.  Thompson  and  R.  B.  Campbell. 

Aviation  Press,  San  Francisco,  Calif.,  1942 

202  pp.,  Mus.,  diagrs.,  charts,  tables,  10  x 

7Yi  in.,  paper,  $4.00. 
The  design,  operation  and  maintenance  of 
hydraulic  systems  and  equipment  as  used  in 
aircraft  are  presented  in  this  text.  Many 
typical  units  of  hydraulic  systems  used  by 
American  manufacturers  are  described.  The 
illustrations  add  to  the  text. 

MARINE     ENGINEEING,    Vol.   1,     By 
H.  L.  Seward 

Society  of  Naval  Architects  and  Marine 
Engineers,  New  York,  1942.  858  pp.,  Mus., 
diagrs.,  charts,  tables,  11  x  814  îw-.  cloth, 
$6.00. 
This  volume  is  the  first  of  two  which  have 
been  sponsored  by  the  Society  of  Naval  Archi- 
tects and  Marine  Engineers  as  a  companion 
to   the    "Principles   of   Naval   Architecture" 
issued  by   it  recently.   Prepared  by  various 
authorities  it  is  intended  to  provide  a  com- 
prehensive treatise  on  up-to-date  practice  in 
merchant  ships.  Volume  I  deals  with  propel- 
ling machinery,  power  and  revolutions,  general 
design  procedure,  boilers,  steam  and  Diesel 
engines,  reduction  gears,  propellers  and  shaft- 
ing, and  materials  and  metallurgy. 

MATERIALS  TESTING  AND  HEAT 
TREATING      (Rochester     Technical 

Series) 

By  W.  A .  Clark  and  B.  Plehn.  Harper  and 

Brothers,   Neiv    York  and  London,    1942. 

132  pp.,  Mus.,  diagrs.,  charts,  tables,  9\4  x 

6  in.,  cloth,  $1.75. 
This  manual  offers  a  series  of  laboratory 
exercises  that  suggest  many  commercial 
acceptance  tests,  but  which  have  been  adapted 
to  ordinary  school  or  college  laboratory  equip- 
ment. The  tests  have  been  chosen  for  their 
educational  value  in  illustrating  fundamental 
principles  as  well  as  for  their  relation  to  com4 
mercial  tests. 

MATHEMATICS  OF  MODERN  ENGI- 
NEERING, Vol.  2  (Mathematical 
Engineering) 

By  E.  G.  Keller.  John  Wiley  &  Sons,  New 

York;  Chapman  &  Hall,  London,  1942. 

309  pp..  Mus.,  diagrs.,  charts,  tables,  9x/i  x 

6  in.,  cloth,  $4.00. 
The  three-volume  work  of  which  this  is  the 
second  volume  aims  to  present  those  aspects 
of  mathematics  which  the  experience  of  a 
large  manufacturing  organization,  in  dealing 
with  mechanical  and  electrical  investigations, 
has  found  to  be  of  most  value  to  engineers. 
This  volume  contains  an  explanation  and 
elaboration  of  the  fundamental  method  of 
mathematical  engineering  which  includes  the 
reduction  of  physical  phenomena  to  a  mathe- 
matical system  and  the  soltuion  of  that 
system. 

(Continued  on  page  656) 


652 


November,  1942    THE  ENGINEERING  JOURNAL 


PRELIMINARY   NOTICE 

of  Applications  for  Admission  and  for  Transfer 


October  31st,  1942. 

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  arc  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  pasB  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admiseion  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  pursuitB, 
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 

BEAUDOIN— JOSEPH  ARTHUR  ALFRED,  of  37-a  Price  Street,  Kenogami, 
Que.  Born  at  St.  Hilaire,  Que.,  July  17th,  1893;  Educ:  I.C.S.  Elec.  Engrg.  course; 
1914-18,  mtce.  work,  elec.  dept.,  Brompton  Pulp  &  Paper  Co.  Ltd.,  East  Angus,  Que.; 
1919  to  date,  asst.  to  elec.  supt.,  Price  Bros.  &  Co.  Ltd.,  Kenogami. 

References:  C.  A.  Hellstrom,  J.  W.  Gathercole,  J.  Vinet. 

BRUNSKILL— HARRY  TALMADGE,  of  911  Ouellette  Ave.,  Windsor,  Ont 
Born  at  Saskatoon,  Sask.,  Jan.  28th,  1916;  Educ:  B.Sc.  (Mech.),  Univ.  of  Sask., 
1940;  1940:41,  dftsman.,  McKinnon  Industries  Ltd.,  St.  Catharines,  Ont.;  1941-42, 
engr.,  English  Electric  Co.  of  Canada,  St.  Catharines;  at  present,  engr.,  plant  engrg. 
dept.,  Ford  Motor  Co.  of  Canada,  Windsor,  Ont. 

References:  V.  W.  Maclsaac,  W.  W.  Brumby,  I.  M.  Fraser. 

CRANSWICK— JACK  EDWIN  BOYD,  of  Edmonton,  Alta.  Born  at  Moore 
Park,  Man.,  Oct.  28th,  1905;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1929;  1927-29 
(summers),  chainman,  Manitoba  Power  Commn.,  leveller,  C.N.R.,  trans,  line  inspr. 
Hudson's  Bay  Mining  &  Smelting  Co.;  With  Canadian  Westinghouse  Co.  Ltd.  as 
follows:  1929-31,  ap'tice  course,  1931-35,  sales  office,  Edmonton,  1935-41,  salesman, 
Edmonton  territory,  1941-42,  sales  engr.,  Calgary  territory,  and  at  present,  sales 
engr.  i/c  Edmonton  Branch. 

References:  H.  J.  McEwen,  D.  A.  Hansen,  W.  I.  McFarland,  R.  M.  Hardv, 
C.  W.  Carry. 

de  GUISE— PAUL  ERNEST,  of  4598  Decarie  Blvd.,  Montreal,  Que.  Born  at 
Montreal,  Dee.  7th,  1897;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1923;  R.P.E. 
of  Que.;  1923-29,  asst.  cliem.  engr.,  J.  J.  Joubert  Ltée.,  Montreal;  1929-30,  chem. 
engr.  (in  charge),  Mount  Royal  Dairies  Ltd.,  Montreal;  1930-33,  asst.  engr.,  tech. 
dept.,  City  of  Montreal;  1933-36,  heating  &  ventilation  engr.,  Paul  de  Guise;  1936-42, 
heating,  ventilation  &  elec.  engr.,  de  Guise  &  Duquette,  and  at  present,  consltg. 
engr.,  heating,  ventilation  &  elec.  engrg.,  de  Guise  &  Desaulniers,  Montreal. 

References:  E.  Gohier,  J.  A.  Lalonde,  L.  Trudel,  A.  C.  Fleischmann,  H.  Massue. 

GRAYDON— EDGAR  ROSS,  of  82  Hillcrest  Drive,  Toronto,  Ont.  Born  at 
Toronto,  May  16th,  1914;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1935;  1935-37  design- 
ing, detailing,  etc,  Toronto  Iron  Works  Ltd.;  1937  to  date,  with  the  Dominion 
Bridge  Co.  Ltd.,  Toronto,  as  follows:  1938-39,  field  engr.,  1939-42,  checking  structl. 
steel  diagrams,  drawings,  and  at  present,  structl.  engr.,  designing  structl.  steel. 

References:  H.  S.  Irwin,  M.  W.  Huggins,  W.  H.  M.  Laughlin,  A.  R.  Robertson, 
G.  J.  Price. 

HEYLAND— KENNETH  VAUGHAN.  of  4849  Wilson  Ave.,  Montreal,  Que. 
Born  at  Toronto,  May  9th,  1902;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1924;  1920-23 
(summers),  instr'man.,  O.L.S.  and  Toronto-Hamilton  Highway  Commn.;  1924-25, 
junior  engr.,  Abitibi  Power  &  Paper  Co.,  Iroquois  Falls,  Ont.;  1927-41,  sales  repre- 
sentative, Kent-McClain  Ltd.,  Toronto;  1941  to  date,  asst.  mgr.,  Construction 
Equipment  Company,  Montreal,  Que. 

References:  L.  A.  Wright,  A.  R.  Chadwick,  H.  C.  Seeley,  F.  G.  Rutley,  W. 
Griesbach. 

HOWARD— ERNEST  E.,  of  Kansas  City,  Miss.  Born  at  Toronto,  Ont.,  Feb. 
23rd,  1890;  Educ:  CE.  and  B.S.,  Univ.  of  Texas,  1900;  D.Eng.,  Univ.  of  Nebraska, 
1937;  R.P.E.  of  N.Y.,  MisB.,  Iowa,  Neb.,  Kansas,  etc.;  Member,  A.S.C.E.,  1900-01, 
instructor  in  engrg.,  Univ.  of  Texas;  1901-07,  dftsman.,  designer,  inspr.,  res.  engr. 
on  constrn.,  1907-14,  junior  partner,  Waddell  &  Harrington;  1914-28,  partner, 
Harrington,  Howard  &  Ash;  1928  to  date,  partner.  Ash,  Howard,  Needles  &  Tammer, 
and  at  present,  senior  partner,  Howard,  Needles,  Tammer  &  BerquedofT,  New  York, 
N.Y.  All  of  above  firms  have  devoted  their  attention  to  design  &  supervision  of 
constrn.  of  bridges  &  similar  structures. 

References:  M.  B.  Atkinson,  F.  E.  Sterns,  L.  A.  Wright,  L.  Trudel. 

JONES— LORNE  ALLAN,  of  760  Gladstone  Ave.,  Ottawa,  Ont.  Born  at  South 
Burgess,  Ont.,  March  2nd,  1911;  Educ:  Junior  Matric;  1933-35,  timekeeper,  rod- 
man,  transitman,  road  and  bridge  location  work,  with  Lanark  County  Engineer; 
1936-38,  exploration  branch,  Mclntyre  Mines  Ltd.,  Schumacher,  Ont.,  as  aBst.  to 
engr.  on  various  properties  and  in  exploration  office;  July,  1941,  to  date,  junior  engr.. 
Directorate  of  Works  &  Bldgs.,  Rockcliffe  Airport,  Dept.  of  National  Defence 
for  Air. 

References:  V.  R.  Currie,  P.  W.  Wallace,  N.  A.  Thompson. 

LINDSAY— DONALD  LORNE,  of  Westmount,  Que.  Born  at  Quebec,  Que., 
March  23rd,  1918;  Educ:  B.Eng.  (Mech.),  McGill  Univ.,  1941;  1938  (summer), 
Anglin  Norcross  Ltd.;  1940  (summer),  radio  dept.,  Northern  Electric  Co.  Ltd.; 
Since  graduation— Sub.-Lieut.  (E)  R.C.N.V.R.,  c/o  Fleet  Mail  Office,  Halifax,  N.S. 

References:  G.  L.  Wiggs,  D.  G.  Anglin,  C.  M.  McKergow,  E.  Brown,  W.  J. 
Armstrong,  F.  M.  Wood,  G.  J.  Dodd. 

LOVELL— JOHN,  of  45  Third  Ave.  West,  The  Mountain,  Hamilton,  Ont.  Born 
at  Leeds,  Yorks.,  England,  July  25th,  1875;  Educ:  Plymouth  Technical  College 
and  private  study;  1890-96,  ap'tice  to  mech.  engrg.;  1896-1901,  various  engrg.  shops; 
1901-10,  H.M.  Dockyard,  Devonport,  on  erection  and  inBtalln.  of  ship  machy.,  steam 
trials,  indicating  powers,  etc;  1910-21,  chief  dftsman.  and  technical  adviser,  Messrs. 
Willoughby  Ltd.,  shipbldrs.  and  marine  engrs.,  iron  and  brass  founders,  structl.  and 
elec.  engrs.;  1921-24,  general  manager  for  same  company;  1924-30,  private  practice 
as  consltg.  engr.  Also  part-time  lecturer  at  Plymouth  Technical  College  on  "The 
Economics  of  Engrg.  and  the  Principles  of  Works  Management";  at  present,  engr. 
Hamilton  Bridge  Co.  Ltd.,  Hamilton,  Ont. 

References:  A.  Love,  L.  S.  MacDonald,  G.  A.  Colhoun,  A.  R.  Hannaford,  W.  S. 
Macnamara. 

LUNDY— HOMER  SHANNON,  of  Niagara  Falls,  Ont.  Born  at  Niagara  Falls, 
Oct.  29th,  1908;  Educ:  Tech.  Schools  and  private  study.  R.P.E.  of  Ont.;  With  H.  G. 
Acres  &  Company  as  follows:  1929,  junior  dftsman.,  1929-30,  asst.  to  res.  engr., 
1930-33,  dfting.  and  minor  design  on  various  jobs,  1934-38,  design  and  detail  on 
various  projects,  1938,  survey,  design  and  supervision  in  the  field  of  repairs  to  Parry 
Sound  power  house,  1938-39,  engr.  for  contractors  on  Quinze  River  Dam,  1939, 
supervision  of  concrete  work,  1939-41,  design  on  various  projects,  1941  to  date, 
design  and  supervision  of  design  and  structural  concrete  for  power  house  and  head- 
block  for  Shipshaw  power  development,  Aluminum  Laboratories  Ltd.,  Arvida,  Que. 

References:  H.  G.  Acres,  A.  W.  F.  McQueen,  H.  E.  Barnett,  J.  H.  Ings,  R.  L. 
Hearn. 

ROUNTHWAITE— CYRIL  FREDERIC  THOMAS,  of  69  Howland  Ave., 
Toronto,  Ont.  Born  at  Sault  Ste.  Marie,  Ont.,  May  16th,  1917;  Educ:  Bach,  of 
Arch.,  Univ.  of  Toronto,  1942;  Lieut.,  R.C.E.  (Candn.  Army  Res);  1929-33  (sum- 
mers), misc.  surveys,  field  work,  etc.;  1939-40  (Bummers),  mech.  supt's.  clerk,  asst. 
field  engr.,  Algoma  Steel  Corpn.;  1941,  structl.  designer,  Nelson  Barracks,  Halifax, 
office  and  lab.,  British  American  Oil  Company,  Sarnia;  1941,  structl.  designer, 
phthalic  anhydride  plant,  Dominion  Tar  &  Chemical  Co.;  1941,  designer,  Candn. 
Officers'  Training  Corps  Hdqrs.  extention;  1942,  structl.  designer,  C.  F.  Morrison, 
M.E.I.C.,  consltg.  engr.,  Toronto  (awaiting  appointment  in  R.C.E. ). 

References:  C.  F.  Morrison,  A.  D.  LePan,  J.  L.  Lang,  C.  Stenbol,  W.  H.  M. 
Laughlin,  A.  M.  Wilson. 

SCRIVENER— ROBERT  MASSEY,  of  35  Whitehall  Road,  Toronto,  Ont. 
Born  at  Ryde,  New  South  Wales,  Australia,  May,  1886;  Educ:  B.Sc,  McGill  Univ., 
1911;  R.P.E.  of  Ont.;  1911-13,  engrg.  dept.,  1913-15,  asst.  field  engr.,  and  1915-22, 
field  engr.,  Eastern  Canada  Power  &  Mining  Machy.  Corpn.,,  Milwaukee;  1922-26, . 
mining  machy.  engr.,  China  and  Japan  Trading  Co.,  Shanghai;  1926-28,  field  engr., 
Wagner  Elec.  Corpn.,  St.  Louis,  Export  Dept.,  London;  1928-42,  consltg.  engr.  for 
various  companies — consultant  on  design  of  plants  and  bldgs.,  design  of  constrn. 
equipment,  etc.;  at  present,  general  manager,  Toronto  Shipbuilding  Co.  Ltd., 
Toronto,  Ont. 

References:  W.  E.  Bonn,  C.  JohnBton,  A.  O.  Wolff,  E.  L.  Cousins,  S.  R.  Frost, 
A.  R.  Robertson,  J.  B.  Stirling,  C.  C.  Cariss. 


THE  ENGINEERING  JOURNAL    November,  1942 


653 


TURNER— GEORGE  WEBBER,  of  42  Chapel  St.,  Thorold,  Ont.  Born  at 
Thorold,  June  3rd,  1908;  1927-31,  rodman,  1932-35,  engrg.  office  and  dfting.  room, 
Welland  Ship  Canal;  1937  to  date,  dfting.,  detailing,  and  layout  work  for  H.  G. 
Acres  &  Company,  Niagara  Falls,  Ont.,  incl.  2H  years  chief  instr'man  and  asst.  to 
res.  engr.  on  Grand  River  Conservation  Dam,  Fergus,  Ont. 

References:  H.  G.  Acres.  A.  W.  F.  McQueen,  J.  H.  Ings,  C.  W.  West,  H.  E.  Barnett. 

WEAVER— HOWARD  LEWIS,  of  103  Dorothy  St.,  Welland,  Ont.  Born  at 
Port  Colborne,  Ont.,  July  25th,  1896;  Educ:  completed  course  in  Structl.  Steel 
Design,  Wilson  Eng.  Corpn.,  Cambridge,  Mass.,  1928;  1913-15,  ap'ticeship,  mech. 
dfting.,  M.  Beatty  &  Sons,  Welland;  1915-19,  dftsman.  on  plant  layout  and  design 
Electro-Metallurgical  Co.  of  Canada,  Welland;  1920,  dftsman.,  Buffalo  Structural 
Steel  Co.;  1920-21,  dftsman.,  Canadian  Mead-Morrison  Co.,  Welland;  1922-29, 
structl.  steel  dftsman.,  checker  and  acting  chief  dftsman.,  Standard  Steel  Constrn. 
Co.,  Welland;  1929-32,  checker,  Hamilton  Bridge  Company,  Hamilton;  1932-33 
designing  buildings  and  layout  equipment,  Canadian  Canners  Ltd.,  Hamilton; 
1933-38,  checking  drawings,  Hamilton  Bridge  Company;  1938  to  date,  chief  dftsman., 
Standard  Steel  Constrn.  Co.,  Welland,  Ont. 

References:  D.  S.  Scrymgeour,  R.  W.  Willis,  M.  H.  Jones,  J.  H.  Ings,  A.  M.  Fennis. 

WEIGHTMAN— LEONARD,  of  3811  Prudhomme  Ave.,  Montreal,  Que.  Born 
at  Nottingham,  England,  July  9th,  1904;  Educ:  Comm.  and  Tech.  High  Schools; 
I.C.S.;  prior  to  1934,  dftsman.  with  Northern  Electric  Co.  Ltd.,  B.  J.  Coghlin  Co., 
Williams  &  Wilson,  also  engrg.  specialties  salesman  with  the  latter  company;  1934-41, 
asst.  plant  supt.  and  mtce.  engr.,  and  asst.  to  designing  engr.  and  chief  dftsman.; 
1941  to  date,  engrg.  dept.,  mech.  and  elec.  engrg..  Steel  Company  of  Canada, 
Montreal,  Que. 

References:  L.  A.  Duchastel,  H.  J.  Ward,  P.  E.  Poitras,  H.  M.  Jaquays,  E.  C. 
Kirkpatrick,  I.  S.  Patterson. 

FOR  TRANSFER   FROM  JUNIOR 

ALLAIRE— LUCIEN,  of  Metabetchouan,  Que.  Born  at  Montreal,  Que.,  Feb. 
16th,  1909;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1935;  R.P.E.,  Quebec. 
During  summers  as  follows:  1928-29,  Eastern  Steel  Products,  Preston,  Ont.;  1932-33, 
Les  Ingénieurs  Associés;  1934,  Quebec  Streams  Commission;  1935  (2  mos.),  Sullivan 
Cons.  Gold  Mines,  design  eng.;  1936  (3  mos.),  asst.  surveyor,  Siscoe  Gold  Mines; 
1936-37,  underground  engr.,  Tetreault  Mine;  1937  (2  mos.),  asst.  surveyor,  E. 
Gohier;  1937-38,  surveyor,  Dept.  of  Agriculture;  1938,  sales,  St.  Hyacinthe  Engrg.; 
1938  (8  mos.),  Town  Engineer,  Val  d'Or,  P.Q.;  1939,  res.  engr.,  Quebec  Streams 
Commission;  1939  to  date,  asst.  divn.  engr.,  Highways  Dept.  of  Quebec,  Meta- 
betchouan. (St.,  1936;  Jr.,  1938.) 

References:  A.  Frigon,  L.  Trudel,  O.  O.  Lefebvre,  T.  J.  Lafreniêre,  A.  Circe. 

BACKLER— IRVING  SAUL,  of  Montreal,  Que.  Born  at  Manchester,  England, 
Dec  14th,  1907;  Educ:  B.Eng.,  McGill  Univ.,  1932;  R.P.E.  of  Quebec;  1929-31 
(summers),  Northern  Electric  Co.,  Noranda  Mines  Co.,  and  L.  Backler  Constrn.  Co., 
Montreal;  1932  (summer),  designing  engr.,  Allied  Engineers,  Montreal;  1932-35, 
designing  engr.,  Backler  &  Gersovitz,  Montreal;  1935  to  date,  private  practice  as 
consulting  engineer.  (St.,  1930;  Jr.,  1937.) 

References:  E.  Roy,  L.  B.  McCurdy,  L.  Berenstein. 

BERRY— MELVILLE  DOUGLAS,  of  160  Palmer  Street,  Guelph,  Ont.  Born  at 
Rush  Lake,  Sask.,  June  7th,  1908;  Educ:  B.Sc  (E.E.),  Univ.  of  Man.,  1931;  R.P.E. 
of  Ontario;  1929  (summer),  General  Engrg.  Co.,  Hudson's  Bay  Mining  &  Smelting; 
1930-33,  genl.  dfting.,  switchboard  engrg.,  test  office,  Canadian  Westinghouse  Co.; 
1935-38,  design  engr.,  1938  to  date,  chief  engr.,  Leland  Electric  Can.  Ltd.,  Guelph, 
Ont.  (St.,  1928;  Jr.,  1936.) 

References:  A.  L.  Dickieson,  G.  W.  Arnold,  J.  T.  Thwaites. 

BRADFORD— GEORGE  ALLEN  McCLEAN,  of  Niagara  Falls,  Ont.  Born  at 
Brockville,  Ont.,  May  29th,  1908;  Educ:  B.Sc,  Univ.  of  Sask.,  1932;  1926-30  (sum- 
mers), Geodetic  Survey  of  Canada;  1933-38,  designing  dftsman.,  1938-41,  develop- 
ment engr.,  Imperial  Oil  Ltd.,  Sarnia;  1941-42,  mech.  engr.,  Welland  Chemical 
Works,  Niagara  Falls;  at  present,  mech.  designer  with  H.  G.  Acres  &  Co.,  Niagara 
Falls.  (Jr.,  1937.) 

References:  T.  Montgomery,  G.  L.  Macpherson. 

CRAIG— JAMES  WILLIAM,  of  Montreal,  Que.  Born  at  Halifax,  N.S.,  Feb.  12th, 
1906;  Educ:  B.E.  (Ceramic  Engrg.),  1925,  B.Sc.  (Chemistry),  1927,  Univ.  of  Sask.; 
1925-27  (winters),  demonstrator  in  chemistry,  Univ.  of  Sask.;  1926  (mummer), 
Geo.  Survey  of  Can.,  Alta.;  1927  (summer),  Prov.  Sask.  Surveys;  1929  (winter), 
Dept.  of  Mines  (Ottawa),  surveys,  Turner  Valley;  1927-35,  research  engr.,  National 
Research  Council,  Ottawa;  1935  to  date,  mgr.,  development  and  research,  Canadian 
Refractories  Ltd.,  Montreal.  (St.,  1928;  Jr.,  1930.) 

References:  W.  G.  Worcester,  C.  J.  Mackenzie,  G.  M.  Carrie,  A.  E.  MacRae, 
J.  J.  White,  W.  E.  Lovell,  G.  M.  Williams,  E.  J.  Carlyle.  G.  G.  Ommanney. 

DYER— JOHN  HENRY,  of  St.  Catharines,  Ont.  Born  at  Halifax,  Dec.  7th,  1906; 
Educ:  B.Sc.  (Elec),  N.S.  Tech.  Coll.,  1928;  1928  (summer),  asst.  engr.,  Foundation 
Co.  of  Canada,  Halifax;  1928-30,  student  apprentice  course,  1930-33,  junior  switch- 
board engr.,  Canadian  Westinghouse  Co.;  1933-34,  testing  lab.,  Imperial  Oil  Refinery, 
Dartmouth,  N.S.;  1935  (summer),  Milton  Hersey  Co.,  Dartmouth,  N.S.,  asphalt 
inspn.;  1935-36,  1936-37  (winters),  asst.  prof,  of  engrg.,  St.  Mary's  College,  Halifax; 
1936  (summer),  road  inspr.,  Milton  Hersey  Co.,  Sydney  and  Truro,  N.S. ;  1937  to 
date,  switchgear  design  and  dfting.,  English  Electric  Co.,  St.  Catharines,  Ont. 
(St.,  1928;  Jr.,  1937.) 

References:  P.  A.  Lovett,  J.  R.  Kaye,  M.  W.  Brumby,  R.  L.  Dunsmoore,  J.  R. 
Dunbar. 

ELFORD— WESLEY  FRED,  of  Toronto,  Ont.  Born  at  Cogswell,  North  Dakota, 
U.S.A.,  July  28th,  1909;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta.,  1937;  1937-38,  factory 
course,  1938-40,  asst.  chief  inspr.,  1940-41,  foreman  of  machine  shop,  Massey  Harris 
Co.,  Toronto;  1941-42,  inspr.,  Dept.  of  National  Defence,  Naval  Equipment,  Ottawa; 
1942,  asst.  engr.,  Teleflex  Ltd.,  Toronto.  (St.,  1937;  Jr.,  1940.) 

References:  C.  A.  Robb,  W.  E.  Cornish,  R.  S.  L.  Wilson,  J.  S.  Campbell. 

GISLASON— STEFAN  INGVAR,  of  Cartierville,  Que.  Born  at  Winnipeg,  Man., 
Nov.  11th,  1908;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1931  ;  R.P.E.,  Ontario;  1931-35, 
dftsman.,  Dept.  of  Northern  Development,  Ontario;  1935-42,  dftsman.  and  engr., 
Dept.  of  Highways,  Ontario;  at  present,  asst.  design  engr..  Defence  Industries  Ltd., 
Jean  Brilliant,  Que.  (Jr.,  1938.) 

References:  E.  A.  Kelly,  A.  H.  Rabb,  R.  F.  Petursson,  C  F.  Davison,  J.  G.  Welsh. 

HINTON— ERIC,  of  Deer  Lake,  NHd.  Born  at  Warwick,  England,  Jan.  29th, 
1901;  Educ:  Civil  Engrg.  Diploma,  I.C.S.,  1923.  Passed  E.I.C.  Exams,  for  Junior, 
1932;  1918-23,  articled  pupil  to  Frank  Latham,  M.I. CE.,  Borough  Engr.,  Penzance, 
England;  1924-25,  aBst.  engr.  for  9  miles  diversion  of  Nfld.  rly.,  incl.  all  incidental 
constrn.  of  steel  bridges,  timber  pile  trestles,  earthworks,  etc.,  for  Sir  W.  G.  Armstrong 
Whitworth  Ltd.;  1926-28,  asst.  engr.  i/c  mtce.  and  improvements  to  all  hydraulic- 
structures,  snow  surveys  and  spring  flood  forecasts,  Newfoundland  Power  &  Paper 
Co.  Ltd.;  1929-36,  engr.  with  International  Power  &  Paper  Co.  of  Newfoundland 
Ltd.,  in  charge  of  all  hydraulic  structures  and  equipment  of  Deer  Lake  hydro-electric 
plant,  survey  and  design  of  110  kv.  trans,  line,  frazil  ice  troubles,  power  supply 
problems  and  prelim,  studies  of  small  potential  hydro-electric  developments,  design 
and  constrn.  of  earthworks  and  reinforced  concrete  structures  for  flood  protection, 
various  structural  alterations  to  above  power  house,  etc.;  1937-42,  engr.  in  charge 
of  all  plant  structures  and  hydraulic  equipment  at  Deer  Lake,  water  hammer  investi- 
gations, structural  reinforcement  of  two  21,000  kva.  generators,  investigation  of 
defective  concrete  by  diamond  drilling,  rehabilitation  of  Ambursen  dam  bulkhead 
section,  redesign  and  reconstrn.  of  woodstave  penstock,  design  and  constrn.  of 
timber  pile  wharf  and  dock  for  10,000-ton  ships,  power  and  paper  plant  valuation. 


and    at    present,    hydro-electric    engr.    and    asst.    manager,    hydro-electric    dept., 
Bowater's  Newfoundland  Pulp  &  Paper  Mills,  Ltd.,  Deer  Lake,  Nfld.  (Jr.,  1932.) 
References:  C.  M.  Bang,  K.  O.  Elderkin,  R.  L.  Weldon,  A.  B.  McEwen,  A.  H. 
Chisholm,  H.  C.  Brown. 

LYONS — GERALD  S.,  of  Montreal,  Que.  Born  at  Montreal,  Aug.  9th,  1899- 
Educ:  B.Sc.  (Elec),  Queen's  Univ.,  1924;  1924-42,  engr.,  design  and  layout  of 
outside  plant  for  Bell  Telephone  Co.  of  Canada.  (St.,  1922;  Jr.,  1930.) 

References:  L.  E.  Ennis,  W.  J.  S.  Dormer,  D.  Rhodes,  E.  Baty,  F.  M.  Cornell. 

MARCOTTE— ROLAND,  of  Isle  Maligne,  Que.  Born  at  Roberval,  Que.,  Jan. 
19th,  1906;  Educ:  B.Sc,  Sch.  of  Engineering,  Milwaukee,  Wisconsin,  1933;  With 
Saguenay  Power  Co.  Ltd.,  as  follows:  1934-36,  dfting.,  1936-38,  asst.  power  distribu- 
tion engr.,  1938-40,  plant  engr.,  1940-41,  general  engrg.,  1941  to  date,  operating 
engr.,  Isle  Maligne,  Que.  (Jr.,  1938.) 

References:  F.  L.  Lawton,  J.  R.  Hango,  J.  E.  Thicke,  C.  Miller,  W.  E.  Cooper. 

NICHOLS— JUDSON  TIMMIS,  of  Arvida,  Que.  Born  at  Montreal,  Feb  8th 
1909;  Educ:  B.Eng.  (Mech.),  McGill  Univ.,  1934;  1934-41,  mech.  engr.,  Hudson's  Bay 
Mining  &  Smelting  Co.,  Flin  Flon,  Man.;  1941  to  date,  mtce.  engr.,  Aluminum  Co 
of  Canada,  Arvida.  (St.,  1931;  Jr.,  1936.) 

References:  N.  M.  Hall,  M.  K.  T.  Reikie,  B.  E.  Bauman,  M.  G.  Saunders,  A.  Laurie. 

REINHARDT— GERARD  VICTOR,  of  Arvida,  Que.   Born  at  LaHave,   N  S 
March  20th,  1908;  Educ:  B.Sc.  (Mech.),  N.S.  Tech.  Coll.,  1934;  1936-39,  asst.  mech. 
engr.,   Dominion   Bridge  Co.   Ltd.,   Lachine,   Que.;   1939   to  date,   engrg.   office  as 
dftsman.,  Aluminum  Co.  of  Canada,  Arvida,  Que.  (St.,  1932;  Jr.,  1937.) 

References:  M.  G.  Saunders,  C.  B.  Moxon,  G.  Deneau,  F.  T.  Boutilier,  R.  E- 
McMillan. 

SMITH— MAURICE  HOWIE,  of  Peterborough,  Ont.  Born  at  Edholm,  Neb-aska. 
U.S.A.,  Dec.  20th,  1901;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1935;  1936  (7  mos.), 
elect,  instlln.,  sampler,  office  records,  Argosy  Gold  Mines,  Cassummit  Lake,  Ont.; 
1937-40,  student  course,  research  dept.,  Massey  Harris  Co.,  Toronto;  1940  (4  mos.j, 
Dept.  of  Natl.  Defence,  inspn.  at  Peterborough,  Ont.;  Nov.,  1940,  to  date,  inspn. 
officer,  Inspection  Board  of  United  Kingdom  and  Canada,  i/c  electl.  inspection  for 
Peterborough  district.  (Jr.,  1939.) 

References:  I.  F.  McRea.  C.  R.  Langley,  D.  V.  Canning,  V.  S.  Foster,  W.  T.  Fanjoy. 
H.  R.  Sills,  J.  S.  Campbell,  E.  P.  Fetherstonhaugh. 

TIMM— CHARLES  RITCHIE,  of  Montreal  West,  Que.  Born  at  Westmount 
Que.,  Mar.  19th,  1908;  Educ:  B.Sc.  (Elec),  McGill  Univ.,  1930;  1927  (summer), 
instr'man.,  Fraser  Brace  Engrg.  Co.,  Paugan  Falls,  Que.;  1928-29  (summers), 
dftsman.,  Power  Engrg.  Co.,  Montreal;  1930-31,  shop  test  course,  General  Electric 
Co.,  Schenectady,  N.Y.  ;  1934-36,  dftsman.,  Dominion  Engrg.  Works,  Lachine, 
Que.;  1936-40,  estimator  and  sales  engr.,  Bepco  Canada,  Ltd.,  Montreal;  1940  to 
date,  electrical  engr.,  central  engrg.  dept.,  Dominion  Rubber  Co.  Ltd.,  Montreal 
(St.,  1928;  Jr.,  1936.) 

References:  R.  Ford,  R.  A.  Yapp,  K.  O.  Whyte,  J.  D.  Chisholm. 

WATIER— ARTHUR  H.,  of  Shawinigan  Falls,  Que.  Born  at  Chicago,  111.,  Aug. 
18,  1907;  Educ:  B.  Eng.,  McGill  Univ.,  1932;  1929-30  (summers),  dfting.,  cable 
testing,  Northern  Electric  Co.;  1931  (summer)  meter  shop,  Shawinigan  Water  & 
Power  Co.;  1933-34,  Canada  Light  &  Power  Co.;  1934-37,  power  house  operator, 
1937-39,  asst.  to  line  supt.,  and  1939  to  date,  asst.  to  asst.  supt.  of  generating  stations, 
mtce.  design  and  engrg.,  Shawinigan  Water  &  Power  Co.  (St.  1931,  Jr.  1936). 

References:  C.  R.  Reid,  C.  Luscombe,  H.  J.  Ward,  H.  K.  Wyman,  J.  M.  Crawford. 

WESELAKE— EDWARD  JOSEPH,  of  503^  Selkirk  Ave.,  Winnipeg,  Man. 
Born  at  Winnipeg,  June  21st,  1907;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1930; 
1928-29  and  1931  (summers),  instr'man.,  Fraser  Brace  Engrg.  Co.,  inspr.,  rock 
ballasting,  C. P. R.,  dftsman.,  Northern  Public  Service  Corpn.,  Winnipeg;  1931-38, 
dfting  work  on  assignment  for  local  bldg.  contractors;  1938-39,  meter  service  work. 
City  of  Winnipeg  Hydro  Electric  System;  1939-40,  dftsman.,  Public  Works  of 
Canada,  Winnipeg;  1940-41,  reinforced  concrete  designer,  Cowin  &  Co.,  Winnipeg; 
1941,  junior  engr..  Works  and  Bldg.  Divn.,  R.C.A.F.,  Dept.  of  National  Defence; 
April  1941  to  date,  reinforced  concrete  design,  Cowin  &  Company,  Winnipeg,  Man. 
(St.  1927,  Jr.  1937). 

References:  H.  B.  Henderson,  C  V.  Antenbring,  E.  S.  Kent,  A.  J.  Taunton. 

WILLIS— RALPH  RICHARD,  of  Montreal,  Que.  Born  at  Youghall,  N.B.,  June 
28th,  1908;  Educ:  B.Sc.  (Civil),  Univ.  of  N.B.,  1931.  N.B.L.S.,  R.P.E.  of  Que.; 
1929  (summer),  compassman  and  timber  cruiser;  1930-32  (summer),  student  asst., 
topog.  divn.,  Geological  Survey;  1933-34,  asst.  engr.  on  constrn.  of  pipe  line  and 
filter  plant;  1934-35,  land  surveyor  for  private  parties  and  Dept.  of  Lands  &  Mines, 
N.B.;  1935  (summer),  asst.,  Geol.  Survey  of  Canada;  1935-36,  land  surveyor;  1936, 
asst.  to  plant  engr.,  Bathurst  Power  &  Paper  Co.  Ltd.;  Aug.  1936  to  date,  engr.  on 
layout,  design  and  installn.  of  heating,  ventilating  equipment  for  paper  mills,  at 
present  chief  engr.,  Ross  Engineering  Co.  of  Canada  Ltd.,  Montreal,  Que.  (St.  1931, 
Jr.  1936). 

References:  J.  Stephens,  D.  Hutchison,  B.  R.  Perry,  E.  O.  Turner,  F.  A.  Patriquen. 

WILLOWS— FRED,  of  Beauharnois,  Que.  Born  at  Toronto,  Ont.,  Dec  20th, 
1908;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1929;  R.P.E.  of  Que.;  1927-29  (summers), 
dftsman.  and  clerk,  C.P.R.,  lab.  checker,  municipal  asphalt  plant,  City  of  Winnipeg, 
field  engr.  on  grain  elevator  constrn.,  C.  D.  Howe  <fe  Co.;  1930,  checking  engr.  on 
constrn.  of  copper  refinery,  Ontario  Refining  Co.  Ltd.  for  Fraser  Brace  Engrg.  Co. 
Ltd.;  1929-30,  instructor,  civil  engrg.  dept.,  Univ.  of  Man.;  1931-32,  instr'man., 
Dept.  of  Nor.  Development  Ontario;  1934  (summer),  instr'man.,  Canadian  Mining 
Projects  Ltd.,  Winnipeg;  1934-36  (intermittently),  dept.  of  surveys,  Prov.  of  Mani- 
toba; 1935  (summer),  geologist  (Grade  IV),  Bureau  of  Economic  Geology;  1936 
(summer),  inspection  and  detailed  reports  on  various  mining  properties  in  Northern 
Ontario  for  George  Glendinning,  mining  promotor;  1930-37,  chief  of  field  party  in 
Nor.  Ontario  for  Shirley  King,  O.L.S.,  Toronto;  1938-40,  field  office  engr  ,  Highway 
Paving  Co.  Ltd.,  Montreal;  1940  to  date,  field  engr.,  Beauharnois  Light  Heat  >t 
Power  Co.  Ltd.  (St.  1929,  Jr.  1936). 

References:  C.  G.  Kingsmill,  B.  K.  Boulton,  C.  H.  Pigot,  D.  M.  Stephens,  E.  S. 
Braddell,  J.  B.  Striowski. 

FOR  TRANSFER  FROM  STUDENT 

BOURGEOIS— CLAUDE,  of  Three  Rivers,  Que.  Born  at  Three  Rivers,  Dec.  11, 
1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1940;  1937-38  (summers),  asst. 
to  Dr.  L.  M.  Pidgeon,  National  Research  Council;  1941-42,  partner,  Gohier,  Dorais 
&  Bourgeois;  1942  to  date,  asst.  engr.,  Plessisville  Foundry,  Plessisville,  Que.  St. 
1939). 

References:  A.  Circe,  A.  Cousineau. 

CAREY— LESLIE  CLEMENT,  of  Toronto,  Ont.  Born  at  Sackville,  N.B.,  July 
13,  1915;  Educ:  B.E.  (Civil),  N.S.  Tech.  Coll.,  1939;  1936  (3  mos.),  mapping  and 
street  surveys  for  paving,  for  Lt.  Col.  F.  L.  West,  town  engr.,  Sackville,  N.B.;  1936 
(1  mon.),  air  conditioning  design,  dfting.,  E.  &  H.  Prod.  Ltd.,  Sackville;  1938  (sum- 
mer), instructor  in  surveying,  summer  camp,  Truro;  1939  (3  mos.)  inspn.  and 
testing  engr.,  Canadian  Inspection  &  Testing  Co.,  Toronto;  1939-40,  transmission 
line  surveys  and  dfting.,  and  at  present  junior  engr.,  HE. P.C.  of  Ontario.  (St.  1939). 

References:  J.  R.  Montague,  A.  E.  Nourse,  S.  W.  B.  Black,  E.  B.  Hubbard,  O. 
Holden. 

CLARK— ALVIN  IRA,  of  Arvida,  Quebec.  Born  at  Ardath,  Sask.,  May  24,  1914; 
Educ:  B.Sc,  Univ.  of  Sask.,  1940;  1940  (7  mos.),  machine  shop  clerk,  1940-41, 
asst.  engr.,  munitions  production,  Sawyer  Massey  Ltd.,  Hamilton;  1941-42,  mech. 
engr.,  (efficiency  work),  and  March  1942  to  date,  mech.  engr.  (machine  shop), 
Aluminum  Co.  of  Canada,  Arvida.  (St.  1940). 

References:  I.  M.  Fraser,  N.  B.  Hutcheson,  M.  G.  Saunders,  W.  E.  Lovell,  R.  A. 
Spencer. 


654 


November,  1942    THE  ENGINEERING  JOURNAL 


COUSINEAU— EMILE,  of  1490  Bernard  Ave.  W.,  Outremont,  Que.  Born  at 
Chute  a  Blondeau,  Ont.,  Aug.  13,  1910;  Educ:  B.A.Sc.,  Ecole  Polytechnique,  1941; 
1941-42,  surveying  and  drawing,  Quebec  Streams  Commission,  Montreal.  (St.  1939). 

References:  C.  R.  Lindsey,  O.  O.  Lefebvre,  A.  Circe,  S.  F.  Rutherford,  J.  E.  Gill. 

DECARIE— YVES  STANLEY,  of  Montreal,  Que.  Born  at  Montreal,  June  15, 
1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  1937  (summer),  asst.  to 
town  engr.,  Val  d'Or,  and  underground  labour,  Sigma  Mines;  1938  (summer)  investi- 
gator, Prov.  Dept.  of  Industrial  Hygiene;  1939-41,  asst.  supt.,  SorelSteel  Foundries, 
Ltd.;  1941  to  date,  estimates,  costs,  production,  Longue  Pointe  Works,  Canadian 
Car  &  Foundry  Ltd.  (St.  1937). 

References:  A.  Circe,  J.  A.  Lalonde,  E.  Gohier,  L.  A.  Duchastel,  L.  Trudel,  E. 
F.  Viberg. 

DE  TONNANCOUR— L.  CHARLES  G.,  of  94a  4th  St.,  Shawinigan  Falls,  Que. 
Born  at  Montreal,  May  8th,  1913;  Educ:  B.  Eng.  (Chem.),  McGill  Univ.,  1940; 
1937-39  (summers),  control  dept.,  Belgo  Divn.,  Consolidated  Paper  Corpn.,  carb  de 
divn.,  plant  research,  Shawinigan  Chemicals  Ltd.  control  chemist,  Mallinckroot 
Chemical  Works;  with  Shawinigan  Chemicals  Limited  as  follows:  1940  (June-Dec), 
chem.  engr.,  plant  research  dept.,  1941  (May-Aug.),  shift  boss,  same  dept.,  Dec 
1940  to  May  1941,  and  Aug.  1941  to  date,  asst.  to  development  engr.,  engrg.  dept., 
on  design  and  layout  of  various  plants.  (St.  1940). 

References:  H.  K.  Wyman,  A.  H.  Heatley,  V.  Jepsen,  R.  DeL.  French,  C.  H. 
Champion,  M.  Eaton. 

DUNLOP— ROBERT  JOHN  FORREST,  of  Montreal,  Que.  Born  at  Huntingdon' 
Que.,  Apr.  16,  1910;  Educ:  B.  Eng.,  McGill  Univ.,  1932;  1928-30  (summers),  elec- 
trician's helper,  1931  (summer),  and  1933-34,  electrician,  Shawinigan  Engrg.  Co.; 
with  Belding-Corticelli  Ltd.  as  follows:  1934-42,  time  study,  cost  accounting,  Mont- 
real; at  present,  time  study  supervisor,  St.  Johns,  Coaticook,  Montreal.  (St.  1930). 

References:  H.  K.  Wyman,  F.  S.  Keith,  G.  D.  Hulme,  J.  S.  Cameron,  E.  G.  Gagnon. 

FOREST— CLEMENT,  of  St.  Honore,  Que.  Born  at  Ste.  Marie  Salome,  Que., 
Jan.  16,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1941;  R.P.E.  of  Quebec; 
1937-38  (summers),  chainman,  1939-40  (summers),  instrumentman,  Quebec  High- 
ways Dept.;  May  1941  to  date,  instr'man  and  inspr.,  Dept.  of  Transport,  Civil 
Aviation  Divn.,  Montreal.  (St.  1939). 

References:  A.  Circe,  A.  Gratton,  F.  J.  Leduc,  R.  Boucher. 

GROUT— RAYMOND  EDWARD,  of  Montreal,  Que.  Born  at  Edmonton,  Alta., 
April  4,  1914;  Educ:  B.Sc  (E.E.),  Univ.  of  Alta.,  1936;  1937  to  date,  electl.  dftsmn. 
and  designing  engr.,  Shawinigan  Engrg.  Co.  Ltd.;  1941  on  loan  for  a  period  of  six 
months  to  Arthur  Surveyer  &  Co.,  Montreal,  as  electl.  designing  engr.  (St.  1936). 

References:  J.  A.  McCrory,  R.  E.  Heartz,  E.  V.  Leipoldt,  A.  L.  Patterson,  A. 
Surveyer. 

HAYES— RONALD  ABRAM  HUGHSON,  of  Montreal,  Que.  Born  at  Bloom- 
Held  Stn.,  N.B.,  April  4th,  1903;  Educ:  B.Sc,  McGill  Univ.,  1938;  1922-26  (sum- 
mers), trans,  line  constrn.,  house  wiring,  elec  constrn.  and  relay  installn.,  Shawinigan 
Engineering  Co.;  1927-29,  elec.  design  and  constrn.,  H.  G.  Acres  &  Co.,  Niagara 
Falls;  1929-33,  power  cable  engrg.  and  sales,  1933-38,  gen.  elec.  installn.  work,  and 
rural  distribution  line  constrn.,  Northern  Electric  Co.  Ltd.;  1938-40,  trans,  line 
calculations,  etc..  Aluminum  Laboratories  Ltd.;  1940,  Aluminum  Co.  of  Canada 
Ltd.,  expediting  work  on  plant  extension;  1940,  elec.  engr.  i/c  design  and  elec  layouts 
for  foreign  plants,  and  at  present,  asst.  chief  engr.  on  design  and  constrn.  of  1,000,000 
h.p.  hydro-electric  plant,  etc,  Aluminum  Laboratories,  Limited,  Montreal,  Que. 
(St.  1922). 

References:  A.  W.  Whitaker,  A.  D.  Ross,  E.  E.  Orlando,  H.  G.  Acres,  N.  C.  Hand. 

HOBA— JOSEPH  G.,  of  Windsor,  Ont.  Born  at  Thorold  South,  Ont.,  Feb.  2, 
1915;  Educ:  B.Sc,  Queen's  Univ.,  1940;  1935-36,  mtce.  dept.,  Beaver  Wood  &  Fibre, 
Thorold;  1936  (summer),  surveyor's  helper,  and  1939  (summer),  rigger'B  helper, 
Welland  Ship  Canal;  1940-41,  field  constrn.  engr.,  Brunner  Mond  Ltd.,  Amherstburg; 
with  Kelsey  Wheel  Co.,  Windsor,  as  follows:  June,  1941,  plant  engr.,  time  study  and 
routing,  plant  layout;  May-August,  1942,  foreman  in  charge  of  machine  dept.,  and 
at  present,  asst.  engr.,  aircraft  divn.,  i/c  purchasing,  follow-up  and  dept.  prodcn. 
(St.  1938). 

References:  W.  M.  Mitchell,  L.  T.  Rutledge,  E.  M.  Krebser,  H.  L.  Johnston,  W 
J.  Fletcher. 

HORWOOD— WILLIAM  OSMUND,  of  Montreal,  Que.  Born  at  Montreal,  Aug. 
10,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1937;  1937-38,  Crane  Co.,  Chicago;  1938- 
40,  Crane  Ltd.,  Montreal;  1940  to  date,  i/c  of  pipefitters  and  welders  as  one  of  aides 
to  asst.  mech.  supt.,  and  at  present,  design  and  dfting.,  genl.  engr.  dept.,  Aluminum 
Co.  of  Canada,  Arvida.  (St.  1937). 

References:  M.  G.  Saunders,  P.  Poitras,  D.  G.  Elliot,  J.  W.  Ward,  M.  E.  Hornback. 

HUGILL— JOHN  TEMPLETON,  of  Sufheld,  Alta.  Born  at  Calgary,  Alta.,  June 
15,  1915;  Educ:  B.Sc.  (Chem.)  1939,  M.Sc  (Phys.  Chem.)  1940,  Univ.  of  Alta.; 
1938  (summer)  surveyor,  Bennett  &  White  Constrn.  Co.;  1939-40,  research  asst. 
National  Research  Council  Lab.,  Edmonton;  1941  (May-Oct.)  Liaison  Officer  at 
Canadian  Military  Hydqrs.,  London,  Eng.,  for  the  Director  of  Technical  Research; 
Nov.  1941  to  date,  chief  experimental  officer  (Capt.),  Experimental  Station,  Dept. 
National  Defence,  Suffield,  Alta.  (St.  1940). 

References:  F.  S.  Keith,  C.  A.  Robb,  L.  F.  Grant,  G.  G.  M.  Carr-Harris,  J.  W. 
Young. 

HUNTER— LAWRENCE  McLEAN,  of  Toronto,  Ont.  Born  at  Ottawa,  Ont., 
May  9,  1913;  Educ:  B.Sc,  Queen's  Univ.,  1936;  1932-33  (summers),  with  N.  B. 
MacRostie,  consltg.  engr.  and  land  surveyor;  1934-35  (summers),  with  Geo.  S. 
Grant  Constrn.  Co.,  municipal  road  paving;  1936-37,  installn.  of  refractory  settings 
for  steam  power  plants  in  U.S.A.,  and  installn.  of  oil  reclaiming  equipment  in  Canada, 
with  General  Supply  Co.  of  Canada;  1937-40,  engr.  in  production  dept.,  1940-42, 
asst.  mgr.,  production  dept.,  and  1942  to  date,  mgr.  production  dept.,  Coca  Cola 
Co.  of  Canada,  Ltd.,  Toronto.  (St.  1936). 

References:  F.  C.  Askwith,  C.  D.  Wight,  G.  F.  Taylor,  D.  S.  Ellis,  N.  B.  MacRostie. 

KIRKPATRICK— Capt.  ROBERT  EVANS,  of  Hull,  Quebec.  Born  at  Montreal 
West,  May  4,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1937;  1934  (summer),  moulder 
Peacock  Bros.  Foundry;  1935-36  (summers),  scheduling  in  machine  shop  and  foundry, 
and  1937-39,  scheduling,  estimating,  etc,  in  shops,  Dominion  Engineering  Co.;  1939- 
40,  designing  and  mtce.,  B.  S.  Coghlin  Co.;  1940,  overseas  with  R.C.A.,  and  seconded 
to  chief  inspr.  of  armaments  in  Woolwich  Arsenal,  with  rank  of  Captain,  recalled  to 
Canada,  and  now  attached  to  Inspection  Board  of  United  Kingdom  and  Canada,  as 
inspection  engr.  (St.  1937). 

References:  R.  deL.  French,  J.  G.  Notman,  C.  M.  McKergow,  R.  E.  Jamieson. 


LAGUERRE— MAURICE  L.,  of  Montreal,  Que.  Born  at  Montreal,  July  15, 
1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1924;  1938  (summer),  surveying 
on  road  constrn.,  Prov.  of  Quebec;  1939-40  (summers),  floorman  in  powerhouse. 
Southern  Canada  Power  Co.;  1941  (summer),  machinist  marker  and  helper,  Angus 
ShopB,  C.P.R.,  and  at  present  field  engr.,  Angus  Robertson  Ltd.,  Villeray  plant. 
(St.  1942). 

References:  A.  Circe,  A.  Lalonde,  S.  A.  Baulne,  T.  J.  Lafreniere,  R.  Boucher. 

LAROSE— GERARD,  of  Verdun,  Que.  Born  at  L'Assomption,  Que.  Sept.  5, 
1914; Educ:  B.A.Sc, CE.,  Ecole  Polytechnique,  1941  ;  R.P.E. ,  Quebec;  1937-40  (sum- 
mers), instr'man.,  supervisor,  and  res.  engr.,  Quebec  Roads  Dept.;  1941  to  date, 
production  service,  Northern  Electric  Co.,  Montreal.  (St.  1939). 

References:  J.  J.  H.  Miller,  P.  P.  Vinet,  A.  Circe,  J.  A.  Lalonde,  C.  A.  Peachey. 

LAWRENCE— EDWARD  ARTHUR,  of  Nanaimo,  B.C.  Born  at  London,  Eng- 
land, July  5th,  1909;  Educ:  Corres.  Courses — elem.  structl.  engrg.,  Wilson  Engrg. 
Corpn.,  U.S.A.,  and  British  Inst.  Technology  (not  completed  due  to  war);  1927-29, 
rodman,  1929-34,  instr'man.  and  asst.  hydrographer,  1 934-39,  hydrographer  and  engr.  i  ,/c 
field  surveys,  1939-41,  watermaster,  C.P.R.,  Dept.  of  Natural  Resources,  Irrigation 
Branch;  May  1941  to  date,  with  the  R.C.A.,  C.A.  (A),  at  present,  Capt.,  39th  Field 
Battery,  21st  Field  Regiment.  (St.  1932). 

References:  G.  S.  Brown,  A.  Griffin,  C.  S.  Donaldson,  J.  T.  Watson,  C.  S.  Clen- 
dening. 

MADILL— FLOYD  ALEXANDER,  of  Edmonton,  Alta.  Born  at  Edmonton, 
Oct.  12th,  1914;  Educ:  B.Sc  (Civil),  Univ.  of  Alta.,  1940;  1935-39  (summers), 
rodman,  instr'man.,  Dominion  survey  parties;  1940  to  date,  engr.,  operator,  com- 
puter, and  at  present,  asst.  party  chief  on  gravity  meter  surveys,  Imperial  Oil  Pro- 
ducing Department,  Calgary,  Alta.  (St.  1940). 

References:  I.  F.  Morrison,  R.  M.  Hardy,  C  A.  Robb,  R.  S.  L.  Wilson, 

OATWAY— HAROLD  CALLAGHAN,  of  Ottawa,  Ont.  Born  at  Stony  Plain, 
Alta.,  July  23rd,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1929.  Diploma  (Aero.  Engrg)., 
Imperial  College  of  Science,  London,  England,  1940;  1940-41,  demonstrator,  McGill 
Univ.;  1941  to  date,  aeronautical  engr. — Aircraft  Development  Officer  (Design  and 
Production),  F/Lt.,  R.C.A.F.,  A.M.A.E.  Divn.,  Air  Force  Headquarters,  Ottawa, 
Ont.  (St.  1937). 

References:  A.  Ferrier,  C.  M.  McKergow,  C.  W.  Crossland,  C.  A.  Robb,  A.  R. 
Roberts. 

PAPINEAU— MARCEL  L.,  of  Trenton,  Ont.  Born  at  Outremont,  Que.,  Aug.  15, 
1911;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1940;  1937-39  (summers),  and 
1940-41,  Noranda  Mines  Ltd.;  1941-42,  technical  adjutant  for  six  months  in  air 
frame  repair  section  of  No.  6  Repair  Depot:  June  1942  to  date,  engrg.  officer  com- 
manding the  sheet  metal  shop,  welding,  plating,  radiator  and  tank  shops  of  No.  6 
Repair  Depot,  Trenton,  Ont.  Flying  Officer.  (St.  1939). 

References:  R.  Boucher,  L.  Trudel,  A.  Frigon,  A.  Circe. 

PEARCE— ELDRIDGE  BURTON,  of  Amherst,  N.S.  Born  at  Sprucedale,  Ont., 
July  13,  1915;  Educ:  B.Sc,  Queen's  Univ.,  1940;  1937-39  (summers),  grinding  and 
heat  treatment,  machinist's  helper,  Lake  Shore  Gold  Mine,  1940-41,  plate  structures 
dftsman.,  Horton  Steel  Works;  1941-42,  dftsman  on  tool  design,  Canadian  Car  & 
Foundry.  (St.  1940). 

References:  A.  Jackson,  L.  M.  Arkley,  L.  T.  Rutledge,  N.  B.  MacRostie,  R.  P. 
Carey,  C  S.  Boyd. 

PETERS— HENRY  F.,  of  Brandon,  Man.  Born  at  Winkler,  Man.,  Sept.  13, 
1903;  Educ:  B.Sc,  Univ.  of  Man.,  1930;  1929,  dftsmn.,  City  of  Winnipeg;  1930-31, 
field  dftsmn.  on  constrn.,  Slave  Falls,  City  of  Winnipeg  Hydro-Electric  System; 
1931-32,  instrman.  on  location  and  constrn.  Trans-Canada  Highway,  Dept.  of 
Northern  Development,  Kenora,  Ont.;  1935-37,  res.  engr.,  on  highway  constrn., 
Manitoba  Govt.;  1938-40,  instrman  on  surveys  of  water  storage  projects,  Dom. 
Dept.  of  Agriculture,  res.  engr.  on  dam  constrn.;  1940  to  date,  engr.  i/c  constrn. 
and  mtce.,  Works  Officer  (Fl./L),  No.  12  S.F.T.S.,  R.C.A.F.,  Brandon,  Man.  (St. 
1930). 

References:  G.  H.  Herriot,  A.  J.  Taunton,  C.  H.  Attwood,  B.  B.  Hogarth. 

PHEMISTER— WILLIAM  IAN,  of  Niagara  Falls,  Ont.  Born  at  Niagara  Falls, 
Jan.  16,  1915;  Educ:  B.Sc.  (Mech.)  Queen's  Univ.,  1941;  1936-40  (summers),  ap- 
prentice engr.,  H.E.P.C  of  Ontario;  1940-41,  loft  layout  dftsman.  and  tool  designer, 
Fleet  Aircraft,  Fort  Erie,  Ont.;  1941  to  date,  engrg.  supervisor  i/c  Martin  Photo- 
Loft,  etc..  National  Steel  Car  Corp.  Ltd.,  Malton,  Ont.  (St.  1938). 

References:  W.  D.  Bracken,  D.  S.  Ellis,  T.  H.  Hogg,  L.  T.  Rutledge,  W.  U.  Shaw. 

RAWLAND— ARTHUR  GORDON,  of  Quebec,  Que.  Born  at  Quebec  City,  Aug 
27.  1914;  Educ:  B.Sc,  Univ.  of  N.B.,  1937;  1937-40,  dept.  of  records,  Price  Bros. 
&  Co.  Ltd.,  Kenogami;  at  present,  F/Lt.,  R.C.A.F.,  senior  navigation  officer,  No.  6 
I.T.S.,  Toronto,  Ont.  (St.  1937). 

References:  E.  O.  Turner,  H.  Cimon,  J.  Shanly,  K.  A.  Booth. 

SHISKO— NICHOLAS,  of  Gananoque,  Ont.  Born  at  Hearst,  Ont.,  Jan.  12,  1915; 
Educ:  B.Sc,  Queen's  Univ.,  1940;  1938  (summer)  junior  dftsmn.,  Abitibi  Power 
&  Paper  Co.;  1939-40  (summers)  dftsmn.,  Kirkland  Lake  Gold  Mining  Co.,  Chaput- 
Hughes,  Ont.;  1940-41  (winter)  lecturer  in  dfting.,  Queen's  Univ.;  1941,  asst.  plant 
engr.,  general  plant  mtce.,  design  of  auxiliary  equipment,  Canadian  Locomotive 
Co.,  Kingston;  1942  (Jan. -June),  junior  works  engr.,  Small  Arms  Ltd.,  Long  Branch, 
Ont.;  at  present,  plant  engr.,  Steel  Co.  of  Canada,  Gananoque.  (St.  1938). 

References:  A.  Jackson,  D.  S.  Ellis,  J.  B.  Baty,  L.  M.  Arkley. 

SMITH— ALLAN  GARFIELD,  of  Toronto,  Ont.  Born  at  Ste  Agathe  des  Monts» 
Que.,  Jan.  6,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1937;  1936  (summer)  student 
Shawinigan  Water  &  Power  Co.;  1937-40,  illumination  divn.,  Head  Office,  Montreal, 
and  1940  to  date,  sales  engr.,  Northern  Electric  Co.,  Toronto.  (St.  1937). 

References:  C  V.  Christie,  A.  V.  Armstrong,  W.  H.  Hooper,  C  A.  Morrison, 
L.  A.  Duchastel. 

TAYLOR— DUDLEY  ROBERT,  of  Winnipeg,  Man.  Born  at  Montreal,  Que., 
Sept.  21,  1914;  Educ:  B.  Eng.,  McGill  Univ.,  1937;  1937-38,  radio  engr.,  Canadian 
International  Paper  Co.,  Maniwaki,  Que.;  1938  (3  mos.),  studio  operator,  Canadian 
Broadcasting  Corp;  1938-40,  radio  technician,  and  1940  to  date,  radio  engr.,  Trans- 
Canada  Airlines,  Winnipeg.  (St.  1936). 

References:  J.  T.  Dyment,  C.  A.  Proudfoot. 


STRUCTURAL  DEFENCE  AGAINST  BOMBING 

A  reference  book  on  the  engineering  features  of  civil  defence,  published  by  The  Engineering  Institute  of  Canada  in 
order  to  make  available  to  Canadian  engineers  and  architects  a  record  of  some  of  the  experiences  and  practices  of  British 
authorities  in  regard  to  structural  air  raid  precautions,  so  that  in  the  event  of  emergency  arising  in  this  country  the 
necessary  action  can  be  taken  without  loss  of  time  and  on  the  most  efficient  and  economical  lines. 

It  is  a  56-page  booklet,  8J^  by  11  in.,  with  heavy  paper  cover.  It  contains  79  illustrations  and  eight  tables.  Copies  may 
be  secured  at  $1.00  each  from 

THE  ENGINEERING  INSTITUTE  OF  CANADA,  2050  MANSFIELD  STREET,  MONTREAL,  QUE. 


THE  ENGINEERING  JOURNAL    November,  1942 


655 


Employment  Service  Bureau 


SITUATIONS  VACANT 

PERMANENT  POSITION  in  Toronto  or  Montreal 
areas  with  a  large  industrial  fire  insurance  organiza- 
tion. Previous  experience  in  this  work  is  not  necessary. 
Applicant  must  be  a  technical  graduate  with  manu- 
facturing or  engineering  experience  and  possess  a 
good  personality.  Several  months  training  with  full 
pay  will  be  given.  Please  send  photograph  with  letter. 
Apply  to  Box  No.  2588-V. 

GRADUATE  MECHANICAL  ENGINEER,  prefer- 
ably a  man  with  paper  mill  experience  to  specialize 
in  sale  and  installation  of  material  handling  equip- 
ment. Apply  to  Box  No.  2590-V. 

CHEMICAL  OR  METALLURGICAL  ENGINEER 
with  flotation  experience  for  work  in  fluoride  depart- 
ment at  Arvida,  Que.  Apply  to  Box  No.  2592-V. 

CHEMICAL  ENGINEERS  for  work  at  La  Tuque, 
Que.  Apply  to  Box  No.  2594-V. 

CIVIL  ENGINEER  with  some  pile  driving  experience 
for  work  at  Mackenzie,  British  Guiana.  Apply  to 
Box  No.  2595-V. 

ELECTRICAL  ENGINEER  for  plant  and  townsite 
electrical  maintenance  work  at  Mackenzie,  British 
Guiana.  Apply  to  Box  No.  2596-V. 

CONCRETE  DETAILER  for  Arvida,  Quebec.  Apply 
to  Box  2597-V. 

DEVELOPMENT  SUPERVISOR,  technical  graduate 
to  take  charge  of  small  groups  of  younger  engineers 
doing  experimental  and  development  work  at  Arvida, 
Quebec.  Apply  to  Box  2598- 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. 


MINING  METALLURGICAL  OR  CHEMICAL 
ENGINEER  for  aluminum  plant  at  Arvida.  Indus- 
trial smelting  or  mining  experience  for  experimental 
and  technical  work  and  supervision  in  remelt  and 
shipping  departments.  Apply  to  Box  2599-V. 

MECHANICAL  DRAUGHTSMAN,  general  engineer- 
ing department,  Arvida,  Que.  Industrial  plant  piping, 
layouts  and  detailing  experience.  Apply  to  Box  No. 
2600-V. 

CHEMICAL  OR  METALLURGICAL  ENGINEER 
with  flotation  experience  for  work  in  cryolite  plant 
at  Arvida,  Que.  Apply  to  Box.  No.  2601-V. 

CHEMIST,  general  technical  department,  Arvida,  Que. 
Trained  in  experimenting  in  technical  work  with 
good  prospects  for  work  on  investigational  problems 
if  satisfactory.  Apply  to  Box  No.  2602-V. 

METALLURGICAL  ENGINEER  with  physical 
metallurgy  experience.  Kingston  Works,  Aluminum 
Company  of  Canada,  Ltd.  Apply  to  Box  No.  2603-V. 


DESIGNING  ENGINEER  WANTED  for  a  perma- 
nent position  as  chief  engineer  with  a  machinery 
manufacturing  concern  in  Eastern  Canada.  State  age, 
salary  expected  and  give  details  of  past  experience. 
Apply  to  Box  No.  2604-V. 


SITUATIONS  WANTED 

ENGINEER  available,  graduate,  twenty  years  experi- 
ence including  apprenticeship,  university  and  field, 
covering  design,  construction  and  maintenance.  For 
full  particulars,  apply  to  Box  No.  704-W. 

INDUSTRIAL  ENGINEER,  m.e.i.c,  Age  40,; 
Canadian,  Married,  desires  position  as  production 
manager  or  other  executive  capacity.  Presently  em- 
ployed but  desires  change  to  plant  on  war  work. 
Understands  layout  thoroughly.  Location  Toronto 
area.  Salary  dependent  on  responsibility,  minimum 
$3,600.  Apply  to  Box  No.  717-W. 


LIBRARY  NOTES 

(Continued  from  page  652) 

MODERN    ELECTROPLATING    (Special 
Volume) 

Electrochemical   Society,    Columbia    Uni- 
versity, New  York,  1942.  399  pp.,  Mus., 
diagrs.,  charts,  tables,  9x/i  x  6  in.,  cloth, 
$5.50. 
This  volume  is  an  important  addition  to  the 
treatise  on  electroplating,  for  it  provides  a 
comprehensive   survey    of   modern    practice, 
prepared  by  various  experts  and  provided  with 
copious  references  to  the  literature.  The  open- 
ing  paper   describes   general   principles   and 
methods.  Succeeding  chapters  deal  severally 
with  the  various  metals. 

MODERN    SHIPFITTER'S    HANDBOOK 

By  W.  E.  Swanson.  2  ed.  rev.  and  enl. 

Cornell  Maritime  Press,  New  York,  1941. 

309  pp.,  Mus.,  diagrs.,  charts,  tables,  7}/%  x 

5  in.,  cloth,  $2.50. 
This  handbook  supplies,  in  plain  language, 
an  account  of  the  fundamental  principles  and 
working  problems  encountered  in  building  a 
ship.  Blueprint  reading,  mold  loft  and  struc- 
tural shop  work,  anglesmithing,  assembly  of 
sections,  erection  and  launching  are  explained. 
Special  attention  is  given  to  welded  construc- 
tion. 

MODERN  WIRE  ROPE  DIGEST 

American  Chain  &  Cable  Co.,  Wilkes 
Barre,  Pa.,  1941.  253  pp.,  Mus.,  diagrs., 
charts,  tables,  7)4.  %  4Vi  in»,  cardboard, 
$2.50. 

Wire  Rope  Recommendations,  Supplement 

to  the  Modern  Wire  Rope  Digest,  1942  ed. 

American  Chain  &  Cable  Co.,  Bridgeport, 

Conn.,  83  pp.,  Mus.,  diagrs.,  6%  x  4  in., 

paper,  no  extra  price. 

This  little  handbook  contains  much  practical 

information  on  the  manufacture  of  wire  rope, 

the  types  in  use,  the  selection  of  rope  for 

various  purposes  and  its  maintenance.  It  is 

intended  as  a  guide  to  users. 

NATIONAL  BUILDING  CODE 

Prepared  under  the  joint  sponsorship  of 
the    National    Housing    Administration, 
Department  of  Finance,  and  the  Codes  and 
Specifications  Section,  National  Research 
Council  of  Canada.  Ottawa,  Canada,  1941. 
422  pp.,  diagrs.,  charts,  tables,  9x6  in., 
linen,  $1.00. 
This   code   has   been   prepared   under  the 
sponsorship  of  the  National  Housing  Adminis- 
tration and  the  National  Research  Council  of 


Canada  by  representatives  of  many  profes- 
sional and  trade  associations.  Structural  re- 
quirements, protection  from  fire,  and  health 
and  sanitary  requirements  are  covered.  The 
code  is  recommended  to  municipalities  as  a 
model. 

NATURAL  AND  SYNTHETIC  HIGH 
POLYMERS,  a  Textbook  and  Refer- 
ence Book  for  Chemists  and  Biolo- 
gists. (High  Polymers,  Vol.  4) 

By  K.  H.  Meyer,  translated  by  L.  E.  R. 

Picken.  Interscience  Publishers,  New  York, 

1942.  690  pp.,  Mus.,  diagrs.,  charts,  tables, 

9Y2x6  in.,  cloth,  $11.00. 
This  treatise  is  a  translation  of  volume  two 
of  the  second  edition  of  Meyer  and  Mark's 
"Der  Aufbau  der  hochpolymeren  organischen 
Naturstoffe."  It  aims  to  provide  a  thorough 
description  of  the  different  high  polymeric 
substances  from  the  point  of  view  of  their 
preparation,  purification,  structure  and  pro- 
perties. Natural  and  synthetic  polymers,  both 
organic  and  inorganic,  are  considered.  The 
book  is  a  substantial  contribution,  of  great 
importance  to  chemists,  technologists  and 
biologists,  as  it  provides  a  systematic  account 
of  our  knowledge  in  this  field. 

NEW  TECHNICAL  AND  COMMERCIAL 
DICTIONARY 
Part       I — Spanish — English 
Part     II — English — Spanish 
Part  III  —  Conversion       Tables       of 
Weights,    Measures    and     Monetary 
Units 

Compiled   by  A.    P.    Guerreto.   Editorial 

Técnica  Unida  and  Chemical  Publishing 

Co.,  Brooklyn,  N.Y.,  1942.  600  pp.,  tables, 

9Y2x  6  in.,  fabrikoid,  $10.00. 

This  dictionary  contains  more  than  50,000 

words  used  in  electrical,  mechanical,  chemical 

and  marine  engineering,  radio,  mining,  textile 

and    other    industries.    It    includes    modern 

words  referring  to  mechanized  and  motorized 

warfare,  aviation,  meteorology,  etc.,  There  is 

also  a  separate  section  giving  conversion  tables 

of  weights,  measures  and  monetary  units. 

POISSON'S  EXPONENTIAL  BINOMIAL 
LIMIT 

Table     I — Individual  Terms 
Table  II — Cumulated  Terms 

By  E.  C.  Molina.  D.  Van  Nostrand  Co., 

New  York,  1942.  47  pp.,  tables,  11  x  8  in., 

paper,  $2.75. 

These  tables  give  the  numerical  limiting 

values  of  the  individual  and  cumulative  terms 

for  value  of  the  parameter  from  .001  to  100. 


Originally  prepared  by  the  Bell  Telephone 
System  for  use  in  solving  switching  and  traffic 
problems,  they  are  also  very  useful  in  handling 
inspection  data  and  for  solving  problems  of 
sampling. 

PRINCIPLES  OF  IGNITION 

By  J.  D.  Morgan.  Sir  Isaac  Pitman  & 

Sons,  London,  (Pitman  Publishing  Corp., 

New  York,  will  not  have  this  book  in  stock), 

1942.  133  pp.,  diagrs.,  charts,  tables,  9  x 

5x/i  in.,  cloth,  12s.  6d. 

The  purpose  of  this  book  is  to  describe 

simply  and  briefly  the  principal  facts  relating 

to  the  ignition  of  inflammable  gas  mixtures 

by  sparks,  flames,  incandescent  solid  particles 

and  other  localized  sources.  Certain  theories 

which  have  been  put  forward  to  co-ordinate 

or  explain  the  action  of  these  sources  are  also 

described.  The  book  is  intended  primarily  for 

engineers  concerned  with  internal-combustion 

engines  and  with  the  prevention  of  explosions 

in  mines  and  factories. 

PROCEDURE  HANDBOOK  OF  ARC 
WELDING  DESIGN  AND  PRACTICE 
7th  ed. 

Lincoln    Electric    Company,     Cleveland, 
Ohio,    1942.    1,267    pp.,    Mus.,    diagrs., 
charts,  tables,  9x6  in.,  fabrikoid  ($1.50  in 
U.S.A.;  $2.00  foreign). 
This   well-known   reference   book   offers  a 
comprehensive,   authoritative   description   of 
the  arc  welding  process.  Methods  and  equip- 
ment, welding  technique,  procedures,  speeds, 
costs,  test  methods,  design  of  welded  machines 
and  structures,   and   typical  applications  of 
welding  are  considered.  The  new  edition  has 
been  revised  and  enlarged. 

TABLES  OF  PROBABILITY  FUNCTIONS 

Vol.  2 

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.,  1942.  344 
pp.,  tables,  11  x  8  in.,  cloth,  $2.00. 
The  two  functions  tabulated  here  are  fre- 
quently called  the  ordinate  and  area  respec- 
tively of  the  normal  frequency  curve,  and  are 
of    fundamental    importance    in    statistics, 
especially  in  testing  the  significance  of  a  devia- 
tion in  a  normally  distributed  variate  and  in 
fitting   normal  distribution  to  observations. 
The  tables  extend  to  fifteen  decimal  places,  at 
intervals  of  0.0001  for  x  ranging  from  0  to  1, 
and  at  intervals  of  0.001  for  x  ranging  from 
1  to  7.8. 


656 


November,  1912    THE  ENGINEERING  JOURNAL 


Industrial  News 


BUILDING  CODE 

A  National  Building  Code  has  just  been 
published  by  the  National  Research  Council, 
Ottawa,  Ont.,  containing  422  pages  and  is 
priced  at  SI. 00  per  copy.  The  code  represents 
the  work  of  some  sixty  active  committee  mem- 
bers chosen  for  their  individual  knowledge  in 
specialized  fields,  together  with  an  advisory 
committee  comprising  representatives  of 
about  sixty  professional  and  trade  associations 
and  government  agencies  throughout  Canada. 
It  is,  therefore,  an  authoritative  document 
representing  the  considered  views  of  a  large 
group  of  competent  advisers.  Wide  distribu- 
tion of  the  National  Building  Code  throughout 
Canada  will,  it  is  hoped,  prove  very  useful  as 
a  means  of  improving  regulations  governing 
construction  in  Canadian  municipalities. 

CAULKING  COMPOUND 

A  4-page  bulletin  is  being  distributed  by 
The  Conant  Company,  Limited,  Montreal, 
Que.,  featuring  the  saving  of  fuel  by  the  effec- 
tive use  of  "Conant"  caulking  compound  for 
glazing,  pointing,  caulking  and  embedding. 
This  bulletin  contains  illustrations  of  various 
types  of  application,  accompanied  by  full 
descriptions  of  the  product,  its  application  and 
action,  and  directions  for  its  use.  The  com- 
pound is  available  in  fifteen  colours. 

CLEANING  SPONGES 

Evans  &  Company,  Limited,  Montreal, 
Que.,  have  for  distribution  a  2-page  folder 
describing  the  "Handy  Maid"  genuine  natural 
sponges  available  for  general  cleaning  pur- 
poses. These  sponges  are  made  of  pieces  of 
natural  sponge,  shredded  for  uniform  texture 
and  encased  in  self-absorbent  cloth  or  white 
knitted  cord  covers.  They  are  available  in 
various  sizes  from  5  ins.  by  6J^  ins.  to  7J^  ins. 
by  10  inches. 

ELECTRICAL  CONNECTORS 

A  48-page  pocket  catalogue  issued  by  Can- 
adian Line  Materials  Limited,  Toronto,  Ont., 
contains  descriptions,  illustrations,  dimen- 
sional drawings  and  specification  tables  cov- 
ering a  portion  of  the  extensive  line  of 
"Burndy"  electrical  connectors.  The  complete 
line  includes  connectors  for  every  wire,  cable 
and  bus  application. 

ELECTRIC  HEATING  UNITS 

The  "Chromalox"  line  of  heating  units  and 
equipment  is  comprehensively  covered  in  a 
64-page  catalogue  just  published  by  Canadian 
Chromalox  Company,  Limited,  Toronto,  Ont. 
The  catalogue  contains  illustrations  and  de- 
scriptions of  each  item,  and  in  addition,  tables 
of  dimensions,  capacities,  etc.,  are  included. 
The  "Chromalox"  line  embraces  a  wide  range 
of  units  for  every  purpose  and  this  is  illus- 
trated on  the  first  and  last  pages  where 
typical  standard  units  and  special  units  are 
illustrated.  Ten  pages  of  technical  data  are 
included. 

ELEVATOR-CONVEYOR 

Link-Belt  Limited,  Toronto,  Ont.,  have  just 
issued  a  catalogue  and  data  book,  No.  2075, 
containing  32  pages.  Two  new  sizes  of  Link- 
Belt  "Bulk- Flo"  elevator-conveyors  are  in- 
cluded, as  compared  with  the  catalogue  that 
the  company  issued  when  it  first  announced 
this  new  bulk  conveying  system  last  year. 
Power  formulae  and  other  engineering  data 
have  also  been  added.  The  book  contains 
diagrams  showing  paths  of  operation,  gives  a 
long  list  of  materials  that  can  be  handled,  and 
contains  illustrated  case  studies,  with  tables 
of  sizes,  capacities,  dimensions,  etc.  "Bulk-Flo" 
was  announced  as  "a  distinctly  new  and  differ- 
ent power-operated  conveyor  system  for  the 
positive  and  continuous  conveying  of  flowable 
granular,  crushed,  ground  or  pulverized 
materials  of  a  non-corrosive  nature." 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special     events  —  trade     literature 


NOVA  SCOTIA 

THE  MINERAL  PROVINCE 
OF  EASTERN  CANADA 

Fully  alive  to  the  mining  industry's 
vital  importance  to  the  war  effort,  the 
Nova  Scotia  Department  of  Mines  in 
close  co-operation  with  the  Dominion 
Government  has  been  very  active  in 
investigating  the  occurrences  of  the 
strategic  minerals  of  manganese,  tung- 
sten and  oil.  By  the  end  of  this  season 
at  least  $150,000  will  have  been  spent 
in  the  search  for  and  the  production 
of  these  minerals. 

THE  DEPARTMENT  OF  MINES 


HALIFAX 


L.   D.  CURRIE 

Minister 


A.  E.  CAMERON 

Deputy  Minister 


MR.  JOHN  E.   HESS,  DECEASED 

Mr.  John  E.  Hess  of  the  English  Electric 
Company  of  Canada  Limited,  St.  Catharines, 
Ont.,  died  on  October  4th  at  the  age  of 
forty-seven. 

For  the  past  eight  years  Mr.  Hess  has  been 
Transformer  Engineer  of  the  English  Electric 
Company  of  Canada  Limited.  He  was  a 
graduate  in  electrical  engineering  of  the 
University  of  Toronto,  and  prior  to  coming 
to  St.  Catharines  had  been  a  member  of  the 
engineering  department  of  the  Canadian 
General  Electric  Company  Limited  of 
Toronto. 

Mr.  Hess  was  a  member  of  the  American 
Institute  of  Electrical  Engineering,  and  of 
the  Society  of  Professional  Engineers  of  the 
Province  of  Ontario.  He  was  widely  known  as 
one  of  the  ablest  engineers  in  his  field,  having 
an  exceptional  grasp  of  the  practical  as  well 
as  the  technical  aspects  of  electrical  design, 
and  was  highly  respected  by  his  associates 
and  members  of  the  profession  throughout 
Canada.  During  his  career  he  designed  many 
large,  high-voltage  power  transformers  oper- 
ating in  Canada  at  the  present  time. 


Mr.  John  E.  Hess. 


FLEXIBLE  SHAFT  MACHINES 

Canadian  Fairbanks-Morse  Company,  Lim- 
ited, Montreal,  Que.,  have  prepared  a  4-page 
bulletin,  No.  401,  describing  the  "Stow"  line 
of  flexible  shafting  and  flexible  shaft  machines 
for  grinding,  sanding,  wire-brushing,  drilling, 
buffing,  polishing  and  filing.  In  addition  to 
illustrations  and  descriptive  details  of  various 
models,  a  table  is  included  giving  specifications 
for  both  the  direct  connected  machines  and 
the  multi-speed  machines. 

FLOOR  REPAIRING  AND 
RESURFACING 

A  4-page  bulletin  issued  by  Flexrock  Com- 
pany, Toronto,  Ont.,  deals  with  factory  floor- 
ing and  tells  how  to  cover  rough  concrete  or 
wood  floors,  platforms,  aisleways,  ramps,  and 
steps,  to  produce  tough,  durable,  smooth  sur- 
faces. It  describes  and  illustrates  each  opera- 
tion in  the  making  of  feather-edge  patches 
without  chipping  out  old  concrete  or  ripping 
up  splintery  wood,  featuring  the  fact  that 
any  handy  man  can  make  permanent  repairs 
with  the  least  possible  effort. 

GRINDING  AND  GRINDING  WHEELS 

"Grits  &  Grinds,"  No.  33,  No.  8,  published 
by  Norton  Company  of  Canada  Limited, 
Hamilton,  Ont.,  contains  a  story  "The  ABC 
of  O.D.  Grinding,"  based  on  the  Company's 
booklet  of  the  same  name,  which  provides 
useful  information  and  directions  for  the 
grinding  of  cylindrical  shaped  pieces  and 
parts.  This  is  combined  with  a  section  on  the 
selection  of  grinding  wheels  for  both  cylin- 
drical and  centerless  grinding. 

GUNITE  CONSTRUCTION 

A  66-page  book  just  issued  by  Gunite  & 
Waterproofing  Limited,  Montreal,  Que.,  con- 
tains technical  data  and  general  information 
regarding  "Gunite"  and  its  use  in  construc- 
tion. Following  a  tabulation  of  facts  about 
"Gunite,"  a  series  of  seven  chapters  present 
the  following  information  about  "Gunite":  Its 
composition,  properties  and  characteristics;  in 
building  construction;  in  engineering  construc- 
tion; in  hydraulic  structures;  in  the  construc- 
tion and  restoration  of  tunnels  and  sewers; 
in  mines;  and  in  the  protection  and  fireproof- 
ing  of  steel  structures.  A  great  number  of 
photographs  are  used  in  each  chapter  to  illus- 
trate the  application  of  "Gunite"  to  the  par- 
ticular work  described. 

HARD-FACING  WELDING 
ELECTRODES 

"Hard-Facing,  Industry's  Weapon  Against 
Wear"  is  the  title  of  a  booklet  being  distri- 
buted by  G.  D.  Peters  &  Company  of  Canada 
Limited,  Montreal,  Que.  This  booklet  includes 
a  brief  description  of  the  various  "Stoody" 
electrodes  and  a  condensed  summary  of  the 
benefits  of  hard-facing.  Considerable  space  is 
devoted  to  illustrated  applications  of  hard- 
facing  electrodes  in  various  industries  such 
as,  mining,  coke  and  gas,  agriculture,  dredg- 
ing, lumber  and  paper,  petroleum,  contract- 
ing, etc.  Finally,  140  odd  parts  which  are 
subject  to  wear,  impact  and  abrasion  are  listed 
in  conjunction  with  the  recommended  electrode 
and  method  of  application  for  their  repair. 

HEAT  ENGINEERING 

In  Volume  XVII,  No.  6,  of  "Heat  Engineer- 
ing" published  by  Foster  Wheeler  Limited, 
St.  Catharines,  Ont.,  the  combination  primary 
and  secondary  air  preheater  which  features 
the  new  steam  generator  of  the  Bryce  E. 
Morrow  Station  of  the  Consumers  Power 
Company,  near  Kalamazoo,  Mich.,  is  describ- 
ed and  illustrated.  Other  articles  are  entitled 
"Improved  Coal  Pulverizer  Performance", 
"Liberty  Ships"  and  "Chemical-Petroleum 
Equipment",  each  accompanied  by  illustra- 
tions. 


THE  ENGINEERING  JOURNAL     November,  1942 


657 


Industrial  News 


LIFT  TRUCKS 

Towmotor  Company,  Cleveland,  Ohio,  have 
published  a  40-page  manual,  Form  No.  37, 
entitled  "The  Inside  Story  of  Towmotor," 
which  explains  what  a  lift  truck  really  is,  tells 
what  performance  can  be  expected  of  it,  and 
sets  up  logical  yardsticks  of  comparison  en- 
abling purchasers  to  determine  whether  the 
equipment  they  are  considering  is  most  suit- 
able for  their  particular  handling  problem. 
Written  simply,  and  well  illustrated  with  dia- 
grams and  photographs,  the  manual  translates 
basic  engineering  principles  of  functional  lift- 
truck  construction  into  terms  readily  grasped 
by  even  those  now  completely  unfamiliar  with 
this  type  of  materials  handling  equipment. 
It  is  divided  into  six  complete  chapters,  cov- 
ering design,  frame  construction,  lifting  and 
stacking  mechanism,  power  plant  and  travel 
mechanism,  operating  and  control  mechanism 
and  servicing  and  maintenance  features. 
LIGHTNING  ARRESTER  INSPECTION 

A  16-page  booklet,  entitled  "About  the  ET 
(Eye  Test)  Inspection  of  Lightning  Arresters," 
has  been  issued  by  Canadian  Line  Materials 
Limited,  Toronto,  Ont.  This  booklet  deals 
with  the  C-L-M  arresters  and  the  fully  trans- 
parent glass  body  of  these  arresters  which 
provides  a  means  for  reliable,  easy,  quick  and 
conclusive  field  inspection,  eliminates  the 
necessity  of  expensive  testing  equipment,  and 
assures  constant,  positive  protection  against 
lightning  hazards. 
LUBRICATION  EQUIPMENT 

Stewart-Warner-Alemite  Corporation  of 
Canada  Limited,  Belleville,  Ont.,  have  issued 
a  34-page  catalogue,  Form  No.  C-22-23,  which 
presents  the  "Alemite"  line  of  power  lubrica- 
tion equipment  designed  to  meet  the  needs  of 
any  branch  of  industry.  Complete  data,  illus- 
trations and  specifications  are  given  for  each 
unit.  In  addition  to  the  wide  variety  of  power 
lubrication  devices  shown,  the  company  has 
a  separate  catalogue  covering  "Alemite"  hand 
guns  and  fittings. 
MANAGEMENT-EMPLOYEE 
CO-OPERATIONS 

Under  the  title  "More  Production — Better 
Morale,"  The  Chas.  E.  Bedaux  Company  of 
Canada,  Limited,  Toronto,  Ont.,  has  present- 
ed in  a  16-page  booklet  some  of  its  ideas  on 
the  prerequisites  of  efficient  production  based 
on  the  principle  that  skill,  knowledge  and 
experience  of  workers,  supervisors  and  engi- 
neers must  be  pooled  for  the  common  objec- 
tive to  achieve  maximum 
production. 

THE  PRIME  MINISTER 
VISITS  JOHN  INGLIS 
PLANT 

Prime  Minister  W.  L.  M. 
King,  accompanied  by  Mr. 
A.  L.  Ainsworth,  Vice-Pre- 
sident of  John  Inglis  Com- 
pany, Limited,  visited  the 
Inglis  plant  in  Toronto  where 
he  inspected  the  work  being 
done  and  chatted  with  many 
of  the  workers. 

Starting  at  the  front  office 
on  Strachan  Avenue,  the 
official  party  went  completely 
through  the  plant  to  wind  up 
at  the  Hanna  Avenue  gate. 
They  saw  everything  that  was 
to  be  seen  and  did  not  miss 
any  of  the  departments. 

Picture  shows  the  Premier 
chatting  with  Miss  Gladys 
Morton,  who  told  the  Prime 
Minister  that  "we  are  only 
doing  our  share"  when  he 
stopped  to  thank  her  and  her 
many  thousands  of  fellow 
workers  employed  at  the 
Inglis  plant,  for  the  work  they 
are  doing. 


658 


Industrial     development  —  new    products  —  changes 
in     personnel    —   special     events   —   trade     literature 


Major  James  E.  Hahn,  D.S.O..  M.C. 

APPOINTED  DIRECTOR-GENERAL  OF 
ARMY  TECHNICAL  DEVELOPMENT 
BOARD 

Major  James  E.  Hahn,  d.s.o.,  m.c,  of 
Toronto,  has  been  appointed  Director-General 
of  the  Army  Technical  Development  Board, 
which  was  set  up  for  the  development  of 
improvements  and  of  new  designs  in  weapons. 
Major  Hahn  has  an  impressive  war  record. 
Serving  with  the  Canadian  Expeditionary 
Force  from  1914  to  1918  he  was  awarded  the 
Distinguished  Service  Order  and  the  Military 
Cross  for  gallantry  in  the  Field.  He  was 
mentioned  in  dispatches  three  times,  and  was 
wounded  twice. 

Born  in  New  York  in  1892,  Major  Hahn 
came  to  Canada  when  he  was  six  years  of  age. 
He  was  first  commissioned  in  1908  and  later 
transferred  to  the  27th  Battalion.  He  went 
overseas    with    the    1st    Canadian    Infantry 


The  Prime  Minister  visits  Inglis  Plant. 


Battalion  and  was  later  appointed  Staff  Cap- 
tain with  the  Eighth  Infantry  Brigade.  During 
convalescence,  after  being  severely  wounded 
in  France  in  1916,  he  was  attached  to  the  staff 
of  the  Director  of  Organization,  Canadian 
Military  Headquarters,  London,  England. 

He  again  returned  to  France  and  served 
on  the  General  Staff  of  the  Third  and  Fourth 
Canadian  Division.  Major  Hahn's  twin  sons 
are  now  in  the  Queen's  Own  Rifles,  Reserve 
Army. 

ANTI-RUST  COMPOUND 
PROTECTS  WAR  SUPPLIES 

A  new  anti-rust  compound,  designed 
especially  to  resist  the  effects  of  widely  vary- 
ing temperatures  and  salt  spray  encountered 
on  long  sea  voyages,  has  saved  thousands  of 
automotive  parts  from  the  junk  pile  after 
arrival  in  war  theatres. 

Speaking  on  new  packing  and  rust-proofing 
methods  at  the  meeting  of  the  S.A.E.,  in 
Toronto,  on  October  21st,  Jack  E.  Harper  of 
the  Ford  Motor  Company  of  Canada,  and 
Ralph  Shelley  of  the  Chrysler  Corporation, 
explained  that  due  to  the  greatly  increased 
shipping  time  under  war  conditions,  the 
packing  of  equipment  for  shipment  during 
peacetime  is  not  suitable  at  this  time  and 
extra  precautions  are  necessary. 

Previously,  they  said,  many  automobile 
parts  sent  from  Canada  had  been  arriving  in 
such  theatres  as  the  Middle  East  in  useless 
condition.  Movies  were  used  to  show  the 
waste  caused  by  inefficient  packing  methods. 

Working  together,  the  meeting  was  told, 
Ford  and  Chrysler  have  perfected  a  new  salt- 
resistant  material  which  can  withstand  salt 
spray  for  500  hours.  New  methods  are  being 
evolved  every  day,  including  the  use  of  wax 
and  cellophane. 

Chairman  of  the  meeting  for  the  evening 
was  J.  H.  Hickey,  general  manager  of  the 
service  division,  Chrysler  Corporation. 

WATERPROOF  PLASTIC  RESIN  GLUE 

Le  Page's  Inc..  Montreal,  Que.,  are  distrib- 
uting a  pocket-size  folder  describing  their 
new  waterproof  plastic  resin  glue,  which 
is  available  in  powder 
form  and  is  prepared  for 
use  by  adding  one  pound 
of  cold  water  to  two  pounds 
powder.  Immediately  after 
mixing,  the  glue  is  ready  for 
use.  It  takes  the  form  of  an 
easy  spreading,  smooth, 
liquid  glue  which  is  water- 
proof after  setting.  It  is 
packed  in  50-  and  140-lb. 
containers  as  well  as  in 
domestic  sizes  from  l^g  ozs. 
to  16  ozs. 

WELDING 

"The  Stabilizer,"  Vol.  No. 
3,  issued  by  The  Lincoln 
Electric  Company  of  Canada 
Limited,  Leaside,  Ont.,  fea- 
tures short  contributed  stories 
of  actual  problems  and  how 
they  were  solved  by  men 
engaged  in  welding  work  in 
the  United  States  and  Can- 
ada. A  very  wide  variety  of 
experiences  and  types  of 
welding  work  is  covered  by  , 
these  illustrated  and  signed 
contributions  which  occupy 
three  columns  of  some  fifteen 
pages. 


November,  1942    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  25 


MONTREAL,  DECEMBER  1942 


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." 


CONTENTS 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUT  E 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


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


LOUIS  TRUDEL.  m.e.i.c 
Assistant  Editor 


N.  E.  D.  SHEPPARD.  m.e.i.c. 
Advertising  Manager 


PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DbL.  FRENCH,    m.e.i.c.    Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c 

H.  F.  FINNEMORE,  m.e.i.c 

T.   I.  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. 


FOOD  FOR  WAR  Cover 

(Photo  Public  Information) 

AS  THE  YEAR  ENDS 661 

Dean  C.  R.  Young,  M.E.I.C. 

THE  CONSERVATION  OF  NATURAL  RESOURCES  WITH  SOME 
REFERENCE  TO  POST-WAR  PLANNING: 

INTRODUCTION 663 

Robert  F.  Legget,  M.E.I.C. 

FOREST  AND  DRAINAGE  AREAS  OF  ONTARIO 663 

F.  A.  MacDougall,  M.E.I.C. 

THE  WATER  SITUATION  IN  SOUTHERN  ONTARIO         ....       664 
Professor  A.  F.  Coventry,  B.A. 

PUBLIC  HEALTH  AND  CONSERVATION 667 

A.  E.  Berry,  M.E.I.C. 

DEVELOPMENT  OF  GROUND  WATER  SUPPLY 669 

J.  W.  Simard,  M.E.I.C. 

ENGINEERING  ASPECTS  OF  AIR  BOMBING 

D.  C.  Tennant,  M.E.I.C. 

THE  PLACE  OF  THE  ENGINEER 

C.  R.  Young,  M.E.I.C. 

WE  ARE  IN  IT  TOGETHER  IN  THE  DEFENCE  OF  CIVILIZATION     . 
H .  J.  Cody 

TENTH  ANNUAL  MEETING  OF  E.C.P.D 

ABSTRACTS  OF  CURRENT  LITERATURE 

FROM  MONTH  TO  MONTH 698 

PERSONALS ' 709 

Visitors  to  Headquarters 710 

Obituaries 711 

NEWS  OF  THE  BRANCHES 

NEWS  OF  OTHER  SOCIETIES 

LIBRARY  NOTES 

PRELIMINARY  NOTICE 

EMPLOYMENT  SERVICE 

INDUSTRIAL  NEWS 

INDEX  TO  VOLUME  XXV 


674 

684 

686 

689 
694 


713 
718 
720 
723 
725 
726 
I 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL  -  1942 

PRESIDENT 

C.  R.  YOUNG,  Toronto,  Ont. 


•dbGASPE  BEAUBIEN,  Montreal,  Que. 
•K.  M.  CAMERON,  Ottawa,  Ont. 


•H.  W.  McKIEL,  Sackville,  N.B. 


JJ.  E.  ARMSTRONG,  Montreal,  Que. 
•A.  E.  BERRY,  Toronto,  Ont. 
t6.  G.  COULTIS,  Calgary,  Alta. 
tG.  L.  DICKSON,  Moncton,  N.B. 
•D.  S.  ELLIS,  Kingston,  Ont. 
•J.  M.  FLEMING,  Port  Arthur,  Ont. 
•I.  M.  FRASER,  Saskatoon,  Sask. 
•J.  H.  FREGEAU,  Three  Rivers,  Que 
•J.  GARRETT,  Edmonton,  Alta. 
tF.  W.  GRAY,  Sydney,  N.S. 
•S.  W.  GRAY.  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal.  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 

E.  G.  M.  CAPE 
G.  A.  GAHERTY 
J.  A.  McCRORY 

F.  NEWELL 


VICE-PRESIDENTS 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 
tH.  CIMON,  Quebec,  Que. 

PAST- PRESIDENTS 

tT.  H.  HOGG,  Toronto,  Ont. 

COUNCILLORS 

tE.  D.  GRAY-DONALD,  Quebec,  Que. 

tJ.  HAÏMES,  Lethbridge,  Alta. 

•J.  G.  HALL,  Montreal,  Que. 

JR.  E.  HEARTZ,  Montreal,  Que. 

tW.  G.  HUNT,  Montreal,  Que. 

tE.  W.  IZARD,  Victoria,  B.C. 

tJ.  R.  KAYE,  Halifax,  N.S. 

*E.  M.  KREBSER,  Walkerville,  Ont. 

tN.  MacNICOL,  Toronto,  Ont. 

•H.  N.  MACPHERSON,  Vancouver.  B.C. 

*W.  H.  MUNRO,  Ottawa,  Ont. 

TREASURER 

E.  G.  M.  CAPE,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


STANDING  COMMITTEES 

LEGISLATION 

J.  L.  LANG,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

W.  G.  HUNT,  Chairman 
A.  T.  BONE 
J.  S.  HEWSON 
M.  S.  NELSON 
G    V.  RONEY 


PUBLICATION 


tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tG.  G.  MURDOCH,  Saint  John,  N.B. 


:C  J.  MACKENZIE,  Ottawa,  Ont. 


tT.  A.  McELHANNEY,  Ottawa,  Ont. 

*C.  K.  McLEOD,  Montreal,  Que. 

tA.  W.  F.  McQUEEN,  Niagara  Falls,  Ont. 

tA.  E.  PICKERING,  Sault  Ste.  Marie,  Out. 

tG.  McL.  PITTS,  Montreal,  Que. 

tW.  J.  W.  REID,  Hamilton,  Ont. 

tJ.  W.  SANGER,  Winnipeg,  Man. 

*M.  G.  SAUNDERS,  Arvida,  Que. 

tH.  R.  SILLS,  Peterborough,  Ont. 

»J.  A.  VANCE,  Woodstock,  Ont. 

•A.  O.  WOLFF,  Saint  John,  N.B. 

•For  1942  tFor  1942-43  {For  1942-4^-44 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL.  Montreal,  Que. 


PAPERS 

J.  A.  VANCE,  Chairman 

deG.  BEAUBIEN 

K.  M.  CAMERON 

A.  L.  CARRUTHERS 

H.  CIMON 

J.  L.  LANG 

G.  G.  MURDOCH 


C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vice-Chairmnn 

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 

GZOWSKI  MEDAL 

H.  V.  ANDERSON,  Chairman 
A.  C.  D.  BLANCHARD 
T.  H.JENKINS 
V.  A.  McKILLOP 
W.  H.  POWELL 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER.  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

C.  R.  WHITTEMORE.  Chairman 
J.  CAMERON 
R.  L.  DOBBIN 
O.  W.  ELLIS 
R.  E.  GILMORE 

LEONARD  MEDAL 

JOHN  McLEISH,  Chairman 
A.  E.  CAMERON 
A.  O.  DUFRESNE 
J.  B.  deHART 
A.  E.  MacRAE 

JULIAN  C.  SMITH  MEDAL 

C.  R.  YOUNG,  Chairman 
T.  H.  HOGG 

C.  J.  MACKENZIE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

O.  O.  LEFEBVRE 

H.  W.  McKIEL 

J.  A.  VANCE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
R.  F.  LEGGET 
A.  E.  MACDONALD 
H.  W.   McKIEL 


SPECIAL  COMMITTEES 

MEMBERSHIP 

J.  G.   HALL,   Chairman 
S.  R.  FROST 

STUDENTS'  AND  JUNIORS'  PRIZES 

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

A.  L.  CARRUTHERS,  Chairman 
E.  W.  IZARD 
H.  N.  MACPHERSON 
Zone    B   (Province   of  Ontario) 
John    Calbrailh    Prize 

J.   L.   LANG,  Chairman 
A.  E.  PICKERING 
J.  A.  VANCE 

Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prize  (English) 

deGASPE  BEAUBIEN,  Chairman 
J.  E.  ARMSTRONG 
R.  E.  HEARTZ 

Ernest   Marceau    Prize   (French) 

H.  CIMON,  Chairman 

J.  H.  FREGEAU 

E.  D.  GRAY-DONALD 

Zone  D  (Maritime  Provinces) 
Martin  Murphy   Prize 

G.  G.  MURDOCH,  Chairman 
G.  L.  DICKSON 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

R.  W.  ANGUS,  Chairman 

J.  B.  CHALLIES,    Vice-Chairman 

E.  A.  ALLCUT 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.   VAUGHAN 

C.  R.  YOUNG 

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  WAFER  PROBLEMS 

G.  A.  GAHERTY.'  Chairman 

C.  H.  ATTWOOD 

L.  C.  CHARLESWORTH 
A.  GRIFFIN 

D.  W.  BAYS 

G.  N.  HOUSTON 
T.  H.  HOGG 
O.  O.  LEFEBVRE 
C.  J.  MACKENZIE 
H.  J.  M  CLEAN 
F.  H.  PETERS 
S.  G.  PORTER 
)•    M    SAUDER 
J.  M.  WARDI.K 

ENGINEERING  FEATURES  OF 
CIVIL  DEFENCE 


.1.  E.  ARMSTRONG. 

Chairman 

P.  E.  ADAMS 

R.  F.  LEGGET 

.1.  N.  ANDERSON 

I.  P.  MACNAB 

S.  R.  BANKS 

J.  A.  McCRORY 

H.  F.  BENNETT 

H.  J.  McEWEN 

W.  D.  BRACKEN 

W.  L.  McFAUL 

W.  P.  BRERETON 

C.  B.  MUIR 

R.  S.  EADIE 

W.  H.  MUNRO 

Ë.  V.  GAGE 

G.  McL.  PITTS 

G.  A.  GAHERTY 

M.  G.  SAUNDERS 

R.J.  GIBH 

W.  O.  SCOTT 

A.  GRA-i 

T.  G.  TYRER 

.1    GRIEVE 

H.  K.  WYM  VN 

J.  L.  LANG 

VDUSTRIAL  RELATIONS 

WILLS  MACLACHLAN,  Chairman 

E.  A.  ALLCUT 

J.  C.  CAMERON 

E.  R.  COMPLIN 

.1.  A.  COOTE 

W.  O.  CUDWORTII 

F    W.  GRAY 

A.  M.   REID 

E,  G.  HEWSON 

W.  J.   W.   REID 

POST-WAR  PROBLEMS 

W.C.MILLER,  Chairman  G.  R.  LANGLEV 


F.  ALPORT 
J.  S.   BATES 
deGASPE  BEAUBIEN 
\.  L.  CARRUTHERS 
.1.  M.  FLEMING 
E.  R.  JACOBSEN 


H.  MASSUE 

g.  L.  Mackenzie 

D.  A.  R.McCANNEL 
\    \\  .  V.  McQUEEN 
G.  McL.  PITTS 
D.  C.  TENNANT 


660 


December,  1942    THE  ENGINEERING  JOURNAL 


THE   ENGINEERING   JOURNAL 


VOLUME  25 


DECEMBER  1942 


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." 


AS  THE  YEAR  ENDS 


/It  is  well,  and  never  more  so  than  now,  that  periodic  relaxations  should  punctuate 

'/  the  long-continued  and  intense  activities  of  men.  Even  for  the  furtherance  of  the 
„/     immediate  objective,  interruption  is  not  only  salutary  but  necessary. 

Of  the  virtue  of  intermittency  as  a  principle  it  is  scarcely  necessary  to  speak.  Every 
soldier  knows  what  it  means  to  march  discipline.  The  student  toiling  for  the  impending 
examination  cannot  ignore  it.  A  great  Chief  of  State  has  publicly  declared  that  from 
time  to  time  he  must  seek  days  of  quiet  reflection.  Out  of  them,  more  than  out  of 
executive  tumult,  come  decisions  and  pronouncements  of  far-reaching  import. 

Nor  does  the  association  of  pause  with  the  quality  of  performance  rest  merely  upon 
the  need  for  relieving  fatigue.  Thought  itself  is  intermittent.  It  comes  in  jets  of  intuition, 
not  as  a  steady,  uniform,  long-sustained  flow.  Indeed,  as  Dimnet  has  pointed  out,  the 
most  significant  advances  in  a  field  of  thought  are  often  made  when  one  has  deliberately 
turned  to  another,  and  perhaps  momentarily  a  more  attractive,  subject. 

And  so  it  is  that  reflection  and  reinvigoration  are  essential  to  human  progress.  They 
may  be  foregone  only  at  the  risk  of  personal  impoverishment  of  effort  and  ultimate  loss 
to  the  community.  The  injunction  to  keep  the  Sabbath  rests  not  only  upon  religious 
authority,  but  also  upon  sound  physiological  and  psychological  principles. 

In  Christian  countries  the  festival  of  Christmas  has  come  to  be  the  great  moment  in 
all  the  year  when  men  and  women  re-examine  their  position  and  re-dedicate  themselves 
to  high  endeavour.  Sham  and  selfishness  have  no  place  here.  It  is  a  time  when  generous 
impulses  well  to  the  surface  unbidden  and  unrestrained.  With  them  come  perspective, 
calmness,  judgment.  With  them,  there  breaks  in  upon  us  the  realization  of  the  futility 
of  a  life  devoted  only  to  personal  advancement  divorced  from  thought  of  wider 
responsibilities.  The  giving  of  some  added  momentum  to  the  slow  but  sure  onward 
movement  of  the  human  race  becomes  a  source  of  deep  satisfaction. 

For  engineers,  the  turning  of  the  year  has  profound  significance.  In  this  cataclysm  of 
war  they  have  laboured  long  and  hard  and  to  great  purpose.  Their  prestige  stands 
higher  than  ever  before  in  the  history  of  the  world.  But  what  of  the  future  ?  There  can 
be  no  doubt  that  re-oriented  and  refreshed  by  the  reflections  and  wholesome  atmosphere 
of  the  Christmas  season  they  will  go  forward  on  both  the  combat  and  the  industrial 
fronts  with  renewed  energy,  clearness  of  purpose,  and  devotion  to  the  grim  task  of 
carrying  the  war  to  a  successful  conclusion. 

But  there  is  need  for  doing  more.  In  the  inevitable  setting  of  preoccupation  and  strain 
that  will  continue  for  we  know  not  how  long  there  should  be  a  periodic  bringing  forward 
of  the  inspirations  and  outreachings  of  the  generous  season  now  upon  us.  Innumerable 
new  tasks  face  the  engineering  profession  when  peace  has  come,  tasks  that  will  demand 
qualities  of  high  citizenship  as  well  as  technical  competency.  Let  us  do  our  share  to 
see  that  it  meets  the  test  with  resolution  and  devotion. 


President. 


THE  ENGINEERING  JOURNAL     December,  1942 


661 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BOKDER  CITIES 

Chairman,     H.  L.  JOHNSTON 
Vice-Chair.,  G.  G.  HENDERSON 
Executive,      W.  P.  AUGUSTINE 
J.  F.  G.  BLOWEY 
W.  R.  STICKNEY 
(Ex-Officio),  E.  M.  KREBSER 

G.  E.  MEDLAR 
Sec.-Treas.,  J.  B.  DOWLER, 

754  Chilver  Road, 

Walkerville,  Ont. 


CALGARY 

Chairman, 
Vice-Chair 
Executive, 


H.  J.  McEWEN 

J.  G.  MacGREGOR 

J.  N.  FORD 

A.  GRIFFIN 

H.  B.  SHERMAN 
(Ex-Officio),G.  P.  F.  BOESE 

S.  G.  COULTIS 

J.  B.  deHART 

P.  F.  PEELE 
Sec.-Treas.,  K.  W.  MITCHELL, 

803— 17th  Ave.  N.W., 
Calgary,  Alta. 


M.  F.  COSSITT 


CAPE  BRETON 

Chairman,     J.  A.  MauLKOD 
Executive,       J.  A.  RUSSELL 
(Ex-Officio),  F.  W.  GRAY 
Sec.-Treas.,    R.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 


EDMONTON 

Chairman,  D. 
Vice-Chair.,  C. 
Executive,      B. 

E. 

J. 

E. 

J. 
(Ex-Officio) ,  J . 

R. 
Sec.-Treas.,  F. 


HUTCHISON 
W.  CARRY 
W.  PITFIELD 
R.  T.  SKARIN 
A.  ALLAN 
ROBERTSON 
W.  JUDGE 
GARRETT 
M.  HARDY 
R.  BURFIELD, 
Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


HALIFAX 

Chairman, 
Executive, 


P.  A.  LOVETT 

A.  E.  CAMERON 

G.  T.  CLARKE  G.  J.  CURRIE 

A.  E.  FLYNN  J.  D.  FRASER 

D.  G.  DUNBAR  J.  A.  MacKAY 

j.  f.  f.  Mackenzie 

J.  W.  MacDONALD 
G.  T.  MEDFORTH 
(Bx-Officio),  S.  L.  FULTZ  J.  R.   KAYE 

Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power 

Commission, 

Halifax,  N.S. 

HAMILTON 

Chairman,     STANLEY  SHUPE 
Vice-Chair.,  T.  S.  GLOVER 
Executive,       H.  A.  COOCH 

NORMAN  EAGER 

A.  C.  MACNAB 

A.  H.  WINGFIELD 
(Ex-Officio),  W.  J.  W.  REID 

W.  A.  T.  GILMOUR 
Sec.-Treas.,    A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


LAKEHEAD 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.  Treas., 


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 
R.  A.  LOW, 

Queen's  University, 

Kingston,  Ont. 

MISS  E.  M.  G.  MacGILL 

E.  J.  DAVIES 

J.  I.  CARMICHAEL 
R.  B.  CHANDLER 
S.  E.  FLOOK 
O.  J.  KOREEN 
S.  T.  McCAVOUR 
W.  H.  SMALL 
E.  A.  KELLY 
J.  S.  WILSON 

B.  A.  CULPEPER 
J.  M.  FLEMING 
W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd. 
Port  Arthur,  Ont. 


LETHBRIDGE 

Chairman,     J.  M.  DAVIDSON 

Vice-Chair. ,C.  S.  DONALDSON 

Executive,     A.  G.  DONALDSON     G.  S.  BROWN 

N.  H.  BRADLEY 
(Ex-Officio),  J.  HAÏMES 
Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     F.  T.  JULIAN 
Vice-Chair.,  T.  L.  McMANAMNA 
Executive,      F.  C.  BALL 

V.  A.  McKILLOP 

H.  F.  BENNETT 

A.  L.  FURANNA 

R.  S.  CHARLES 
(Ex-Officio),  R.  W.  GARRETT 

J.  A.  VANCE 
Sec.-Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 
London,  Ont. 
MONCTON 

Chairman,     H.  J.  CRUDGE 
Vice-Chair.,  J.  A.  GODFREY 
Executive,      A.  S.  DONALD 

E.  R.  EVANS  E.  B.  MARTIN 

H.  W.  HOLE  G.  C.  TORRENS 

(Ex-Officio),  F.  O.  CONDON 

G.  L.  DICKSON       H.  W.  McKIEL 
Sec.  Treas.,   V.  C.  BLACKETT 
Engrg.  Dept 


SAINT  JOHN 


C.N.R., 

Moncton,  N.B. 


MONTREAL 

Chairman,     J.  A.  LALONDE 
Vice-Chair.,  R.  S.  EADIE 
Executive,      R.  E.  HEARTZ 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 

H.  F.  FINNEMORE 

R.  C.  FLITTON 

G.  D.  HULME 
(Ex-Officio),  deG.  BEAUBIEN 

J.  E.  ARMSTRONG 

J.  G.  HALL 

W.  G.  HUNT 

C.  K.  McLEOD 

G.  McL.  PITTS 
Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA  PENINSULA 

Chairman,      C.  G.  CLINE 

Vice-Chair.,   G.E.GRIFFITHS 

Executive,       A.  G.  HERR 
R.  T.  SAWLE 
G.  F.  VOLLMER 
W.  D.  BRACKEN 
J.  W.  BROOKS 
J.  H.TUCK 
D.  S.  SCRYMGEOUR 

(Ex-Officio),  A.  L.  McPHAIL 

a.  w.  f.  McQueen 

Sec.-Treas.,    J.  H.  INGS 

1870  Ferry  Street, 

Niagara  Falls,  Out. 


OTTAWA 

Chairman , 
Executive, 


(Ex  Officio), 


Sec.-Treas., 


F.  R.  POPE 
L.  DOBBIN 


N.   B.  MacROSTIE 

W.  G.  G  GLIDDON 

R.  M.   PRENDERGAST 

W.  H.  G.  FLAY 

G.  A.   LINDSAY        R.  YUILI. 

K.  M.  CAMERON 

C.  J.  MACKENZIE 

W.   H.   MUNRO 

T.  A.  McELHANNEY 

R.  K.  ODELL 

A.  A.  SWINNERTON, 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     D.  J.  EMERY 
Executive,      C.  R.  WHITTEMORE 
I.  F.  McRAE  R. 

A.  J.  GIRDWOOD 
(Ex-Officio),  J.  CAMERON 

H.  R.  SILLS 
Sec.-Treas.,   A.  R.  JONES, 

5,  Anne  Street, 

Peterborough,  Ont. 
QUEBEC 
Life  Hon.- 

Chair.,  A.  R.  DECARY 
Chairman      L.  C.  IJUPUIS 
RENE  DUPUIS 
O.  DESJARDINS 
R.  SAUVAGE 
S.  PICARD 

G.  W.  WADDINGTON 
(Ex-Officio),  E.  D.  GRAY-DONALD 

R.  B.  McDUNNOUGH     P.  MÉTHÉ 
H.  CIMON 
PAUL  VINCENT, 

Colonization  Department, 
Room  333-A,  Parliament  Bldgs., 

Quebec,  Que. 


Vice-Chair., 
Executive 


Sec.-Treas., 


G.  ST-JACQUES 
L.  GAGNON 


SAGUENAY 

Chairman, 
Vice-Chair. 
Executive, 


R.  H.  RIMMER 

C.  MILLER 

W.  E.  COOPER 

J.  FRISCH 

B.  BAUMAN 

G.  B.  MOXON 
(Ex-Officio),  M.  G.  SAUNDERS 

N.  F.  McCAGHEY 

J.  W.  WARD 
Sec.-Treas.,  ALEX.  T.  CAIRNCROSS. 
P.O.  Box  33, 

Arvida,  Que. 


D.  R.  SMITH 
A.  O.  WOLFF 
H.  P.  LINGLEY 

c.  d.  McAllister 

C.  C.  KIRBY 
(Ex-Officio),  F.  A.  PATRIQUEN 
V.  S.  CHESNUT 
G.  G.  MURDOCH 
G.  W.  GRIFFIN 
P.O.  Box  220, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 


Chairman, 

Vice-Chair., 

Executive, 


Sec.-Treas., 


Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


R.  D.  PACKARD 


VIGGO  JEPSEN 
J.  H.  FREGEAU 
E.  BUTLER 
A.  C.  ABBOTT 
R.  DORION 
H.  J.  WARD 
E.  T.  BUCHANAN 
J.  JOYAL 
H.  G.  TIMMIS 
A.  H.  HEATLEY 
E.  E.  WHEATLEY 
Consolidated  Paper  Corporation, 
Grand'Mère,  Que. 


SASKATCHEWAN 

Chairman,     A.  P.  LINTON 
Vice-Chair.,  A.  M.  MACGILLIVRAY 
Executive,      F.  C.  DEMPSEY 

n  b.  hutcheon 
j.  g.  schaeffer 
r.  w.  jickling 
h.  r.  Mackenzie 
b.  russell 

(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas..  STEWART  YOUNG 
P.  O.  Box  101. 

Regina,  Sask. 


SAULT  STE 

Chairman, 


MARIE 

L.  R.  BROWN 


Vice-Chair.,  R.  A.  CAMPBELL 

Executive,       N.  C.  COWIE 

C.  O.  MADDOCK 
C.  R.  MURDOCK 

(Ex-Officio),  J.  L.  LANG 

E.  M.  MacQUARRIE 
A.  E.  PICKERING 

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

159  Upton  Road, 
Sault  Ste.  Marie.  Ont 


K.  G.  ROSS 


TORONTO 

Chairman, 
Vice-Chair 
Executive, 


W.  S.  WILSON 

W.  H.  M.  LAUGHLIN 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 
F.  J.  BLAIR 

E.  G.  HEWSON 
C.  F.  MORRISON 

(Ex-Officio),  C.  R.  YOUNG  T.  H.  HOGG 

A.  E.  BERRY  N.  MacNICOL 

H.  E.  BRANDON  J.  J.  SPENCE 

S.  H.  deJONG 

Dept.  of  Civil  Engineering, 
University  of  Toronto, 

Toronto.  Ont. 

VANCOUVER 

Chairman.     Vf.  O.  SCOTT 

W.  N.  KELLY 

H.  P.  ARCHIBALD 

I.  C.  BARLTROP 

H.  C.  FITZ-JAMES 

H.  J.  MacLEOD 

R.  E.  POTTER 
(Ex-Officio).  J.  N.  FINLAYSON 

T.  V.  BERRY 

H.  N.  MACPHERSON 
Sec.-Treas.,  P.  B.  STROYAN 

2099  Beach  Avenue. 

Vancouver,  B.C. 


Sec.-Treas., 


Vice-Chair., 
Executive, 


VICTORIA 

Chairman, 

Vice-Chair., 

Executive, 


(Bx-Officio) 
Sec.-Treas., 


WINNIPEG 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


A.  S.  G.  MUSGRAVE 
KENNETH  REID 

A.  L.  FORD 

B.  T.  O'GRADY 
J.  B.  PARHAM 
R.  BOWERING 

A.  L.  CARRUTHERS 
G.  M.  IRWIN 
E.  W.  IZARD 
J.  H.  BLAKE, 

605  Victoria  Avenue, 

Victoria,  B.C. 

D.  M.  STEPHENS 
J.  T.  DYMENT 

C.  V.  ANTENBRING 
N.  M.  HALL 

T.  H.  KIRBY 

E.  W.  R.  BUTLER 
H.  B.  BREHAUT 
J.  W.  SANGER 

V.  MICHIE 
C.  P.  HALTALIN 
THOMAS.  E.  STOREY, 
55  Princess  Street. 

Winnipeg,  Man. 


662 


December,  1942    THE  ENGINEERING  JOURNAL 


THE  CONSERVATION  OF  NATURAL  RESOURCES  WITH  SOME 
REFERENCE  TO  POST-WAR  PLANNING 

A  summary  of  the  proceedings  at  a  special  open  meeting  of  the  Toronto  Branch  of  The  Engineering  Institute  of 

Canada,  held  on  Thursday,  4th  December,  1941. 


INTRODUCTION 

By  ROBERT  F.  LEGGET,  m.e.i.c. 
Assistant  Professor  of  Civil  Engineering,  The  University  of  Toronto. 

The  conservation  of  natural  resources  is  a  matter  in 
which  there  has  recently  been  a  renewal  of  public  interest 
in  Canada.  In  the  public  press,  frequent  references  to  con- 
servation may  now  be  found.  Organizations  whose  functions 
have  any  relation  to  natural  resources — such  as  those  of 
naturalists,  hunters  and  anglers — have  intensified  their 
studies  of  special  aspects  of  conservation,  often  in  co-opera- 
tive efforts.  As  a  direct  outcome  of  such  work  there  was 
inaugurated  in  1940  the  Canadian  Conservation  Associa- 
tion, designed  to  correlate  previously  separated  activities. 
And  the  conservational  work  of  Ducks  (Canada)  Unlimited 
in  the  west  of  Canada,  under  the  able  direction  of  T.  C. 
Main,  m.e.i.c,  has  attracted  international  attention. 

Mention  of  such  bodies  as  hunters'  and  anglers'  associa- 
tions may  seem  to  support  the  popular  misconception  that 
conservation  is  a  matter  to  be  studied  only  by  those  inter- 
ested in  wild  life.  That  this  view  is  a  misconception  is  well 
known  to  all  who  have  even  started  to  investigate  the  pres- 
ent state  of  Canada's  natural  resources,  or  who  have  even 
glanced  over  any  of  the  better  informed  literature  on  the 
subject.  Any  such  introduction  to  the  real  meaning  of  con- 
servation will  show  that  no  approach  to  the  proper  husband- 
ing of  resources  can  be  made  without  some  consideration 
of  water.  Depletion  of  forests  interferes  with  run-off  con- 
ditions; soil  erosion  is  usually  the  effect  of  uncontrolled 
water  flow.  A  natural  consequence  of  both  is  the  alteration 
of  normal  river  flow — spring  floods  are  increased,  dry 
weather  flow  is  reduced,  reservoirs  are  filled  by  silt.  With 
all  such  matters,  the  engineer  is  vitally  concerned;  he  is 
inevitably  one  of  the  group  of  interested  people  by  the  con- 
certed efforts  of  whom  alone  can  the  problems  of  conserva- 
tion be  faced  and  be  solved. 

Consider,  as  only  one  example,  the  work  of  the  Grand 
River  Conservation  Commission.  Little  over  one  hundred 
years  ago,  the  Grand  River  flowed  through  the  well-wooded 
virgin  brush  country  that  was  then  south-western  Ontario. 
In  the  course  of  a  century,  its  valley  has  been  largely  de- 
nuded of  trees,  its  banks  plowed  up  with  furrows  often 


running  straight  downhill  to  the  river,  and  the  great  marsh 
provided  by  Nature  as  the  source  of  its  summer  flow  has 
been  partially  drained.  And  the  result  ?  Spring  floods  that 
have  done  incalculable  damage  to  the  cities  and  towns  along 
its  banks,  and  summer  flows  so  low  as  to  be  a  menace  to 
public  health.  Of  necessity  the  Conservation  Commission 
was  set  up;  the  Shand  Dam  has  been  built  to  increase  low 
summer  flows,  and  correspondingly  to  reduce  spring  flood- 
ing; it  is  planned  to  fill  up  again  the  Luther  Marsh!  Thus 
has  a  start  been  made  at  the  engineering  features  of  con- 
servation in  one  of  eastern  Canada's  most  fertile  valleys, 
typical  of  what  must  be  done  elsewhere,  in  addition  to  agri- 
cultural and  forestry  conservation  measures,  if  this  land 
is  to  remain  the  pleasant  and  fertile  country  that  so  many 
imagine  it  still  to  be. 

Conservation  measures  can  only  be  undertaken  on  an 
appropriate  scale  if  motivated  by  an  awakened  and  in- 
formed public  opinion.  Since  conservation  measures  appear 
to  be  particularly  well  suited  for  consideration  in  planning 
for  the  immediate  post-war  world,  requiring  in  general  much 
labour  but  relatively  little  capital  expenditure,  the  mobiliza- 
tion of  public  opinion  regarding  conservation  is  today  of 
even  greater  importance  than  usual.  In  an  attempt  to  make 
some  contribution  to  the  desirable  awakening  of  the  public's 
appreciation  of  what  conservation  really  means,  the  Toronto 
Branch  of  The  Engineering  Institute  of  Canada  organized 
a  special  open  meeting  on  4th  December,  1941.  It  was 
held  in  the  theatre  of  the  Royal  Ontario  Museum  and  was 
attended  by  about  400  people,  including  members  of  several 
interested  societies  and  associations,  present  as  guests. 

Three  short  papers  were  presented,  suitably  linked  to- 
gether by  appropriate  introductory  remarks.  The  Branch 
was  signally  honoured  in  that  the  (then)  newly-appointed 
Deputy  Minister  of  Lands  and  Forests  of  Ontario  agreed 
to  present  a  brief  review  of  Ontario's  forests.  Against  this 
background,  Professor  A.  F.  Coventry — a  noted  student  of 
conservation  who  has  made  special  studies  of  the  water 
situation  in  southern  Ontario — presented  a  vivid  picture 
of  soil  erosion  and  water  depletion.  Finally,  Dr.  A.  E.  Berry, 
a  member  of  the  Branch  and  councillor  of  the  Institute, 
discussed  the  relation  of  conservation  and  public  health. 
Short  summaries  of  these  three  papers  follow. 


FOREST  AND  DRAINAGE  AREAS  OF  ONTARIO 

F.  A.  MacDOUGALL,  B.Sc.F. 
Deputy  Minister  of  Lands  and  Forests  of  the  Province  of  Ontario. 


The  forests  of  Ontario  are  extensive  and  varied.  They 
vary  from  the  southern  hardwoods  to  the  Arctic  muskeg 
types.  The  formation  is  closely  related  to  the  geology  of  the 
area.  A  comparison  of  this  geology  with  the  forest  regions 
shows  this  relationship. 

The  greater  part  of  Ontario  lies  on  the  worn  down  moun- 
tain range  known  as  the  Laurentian  Shield.  Around  Hud- 
son's Bay  it  merges  into  the  Coastal  Plain.  True  agricul- 
tural regions  are  found  south  of  this  shield  and  in  the 
glacial  lake  bottom  known  as  the  Clay  Belt.  Apart  from 
small  pockets  of  fertile  soil,  the  Laurentian  Shield  is  an 
area  of  forest  covered  sand  and  rock. 

The  forests  in  this  area  vary  from  the  southern  hard- 
woods in  the  agricultural  lands  to  temperate  hardwood  and 
pine,  north  to  the  Arctic  drainage;  spruce  forests  north  to 
the  Coastal  Plain  and,  finally,  the  sparse  muskeg  type  and 
shoreline  forest  north  to  the  Arctic. 

One  would  be  very  unwise,  confronted  by  existing  evi- 
dence, to  generalize  as  to  the  relationship  of  forest  to  water 


in  all  the  province.  In  the  southern  section  water  shortages 
may,  through  excessive  drainage,  become  acute;  in  the  ex- 
treme north  there  is  water  stagnation  in  the  muskeg  areas. 
The  water  problem  and  its  forest  relationship  must  be  more 
clearly  defined  and  related  to  definite  areas. 

Consider  the  forest  on  the  Laurentian  Shield.  Clouds 
passing  over  this  area  precipitate  their  moisture  over  the 
dense  forest.  Under  shelter,  it  lies  as  a  deep  mantle  of  snow 
protected  from  evaporation.  The  dense  forest  acts  as  a 
sponge  to  hold  the  moisture,  but  even  a  sponge  becomes 
saturated  and  so  it  passes  into  the  little  streams,  into  the 
large  rivers  and  on  to  the  ocean. 

The  function  of  this  forest  is  one  of  preventing  evapora- 
tion by  sheltering  the  area,  encouraging  precipitation  and 
acting  as  a  filter  to  let  the  water  seep  out  gradually.  The 
forest  delays  the  time  of  run  off  in  this  region.  Whether 
this  delay  is  an  advantage  or  disadvantage  on  the  Lauren- 
tian Shield  is  tied  up  with  watershed  runoff  and  storage 
studies,  and  is  a  problem  for  waterpower  engineers. 


THE  ENGINEERING  JOURNAL     December,  1942 


663 


2.  This  natural  forest  must  be  brought  under  control. 
To  control  it  requires  permanency  in  management  and 
cropping. 

To  attain  this  permanency  there  will  be  much  work  for 
the  engineer  in  post-war  days.  Permanent  forest  roads  in 
a  logging  area  make  possible  the  systematic  cropping  of  a 
large  area.  Permanent  waterpower  structures  to  replace 
thousands  of  temporary  lumber  dams  will  make  possible 
planned  use  of  water. 

To  summarize  the  relation  of  Ontario's  forests  to  water 
conservation  there  are  three  phases  to  the  problem: 


Fig.     1 — Mouth    of    the    Michipicoten    river,    Lake    Superior. 
Typical  Laurentian  forests  and  lake  view. 

The  rivers  of  this  region  passing  through  and  over  rock 
and  gravel  do  not  present  the  problems  of  erosion  so  com- 
mon to  agricultural  land. 

On  the  Laurentian  Shield  the  problems  of  water  use  and 
study  are  therefore  six  in  number: 

1.  The  water  serves  to  maintain  the  natural  forest,  and 
the  forest  reacts  on  water; 

2.  The  great  forest  area  affects  the  climate  of  all  the 
region  by  holding  back  snow  melting  in  the  spring  and 
keeping  the  air  above  it  cool  in  the  hot  summer. 

3.  The  water  stored  is  used  for  power  purposes  and  for 
logging; 

4.  The  waters  of  the  streams,  their  associated  springs 
protected  by  forest  growth,  make  a  cool  habitat  for  fish 
life; 

5.  The  waters  and  this  forest  are  necessary  to  maintain 
and  shelter  animal  life; 

6.  The  combination  of  this  well  forested  and  well  watered 
country  makes  it  a  great  resort  for  health. 

The  planning  and  management  of  all  these  water  uses 
are  briefly: 

1.  The  protection  of  this  natural  forest  as  it  stands, 
from  fire,  inserts  and  disease. 


Fig.  2 — Brule  Rock,  Lake  Superior.   Sparse  Laurentian  forest 

cover. 


(a)  The  water  in  the  Laurentian  Shield  whereon  erosion 
is  absent; 

(b)  Agricultural  Ontario  where  excessive  drainage  may 
make  water  scarcity. 

(c)  The  northern  Coastal  Plain  where  excessive  water  is 
a  problem. 

In  considering  the  relationship  of  post-war  man-power 
problems  with  the  control  of  water  and  its  conservation  in 
the  forests  of  Ontario,  The  Engineering  Institute  is  moving 
wisely  and  surely. 


THE  WATER  SITUATION  IN  SOUTHERN  ONTARIO 

PROFESSOR  A.  F.  COVENTRY,  B.A. 

Department  of  Zoology,  University  of  Toronto. 


During  recent  years,  indications  have  been  accumulating 
that  all  is  not  well  with  the  water  supply  of  southern, 
agricultural  Ontario.  Many  folks  living  in  the  country  have 
endured  failure  of  wells,  drying  up  of  ponds,  diminution 
and  often  complete  cessation  of  flow  in  streams,  and  all 
these  have  raised  doubts.  Several  recent  critical  investiga- 
tions have  confirmed  the  doubts  and  given  point  to  fears 
for  the  stability  of  the  water  supply  of  southern  Ontario. 

The  first  of  these  researches  was  conducted  by  K.  M. 
Mayall  in  1937  in  King  Township,  under  the  auspices  of 
Mr.  Aubrey  Davis  of  Newmarket.  Mayall's  findings  on  the 
water  situation  can  be  summarized  briefly.  The  township, 
about  130  square  miles  in  extent,  has  some  200  miles  of 
watercourses  leading  north  and  south  from  a  central  ridge. 
A  hundred  years  ago  all  these  watercourses  carried  per- 
manent streams;  now,  only  some  25  or  30  miles  continue 
in  flow  throughout  a  normal  summer,  the  rest — 80  to  85 
per  cent  of  them — becoming  waterless.  At  the  same  time 
wells  are  failing  and  springs  and  ponds  are  drying  up. 
Originally  80  per  cent  of  the  township  was  covered  with 
mixed  forest,  but  at  the  present  time  not  more  than  11 


664 


per  cent  of  the  land  is  wooded,  and  half  of  that  11  per 
cent  is  grazed  and  is  thus  inefficient. 

The  discovery  of  so  disturbing  a  condition  naturally  and 
properly  raised  the  question  whether  King  Township  is, 
as  it  was  intended  to  be,  a  fair  sample  of  conditions  in 
southern  Ontario;  various  pieces  of  evidence  lead  to  the 
conclusion  that  it  is  representative. 

N.  Douglas,  of  Owen  Sound,  has  reported  that  all  the 
15  townships  of  Grey  County  suffer  from  seasonal  shortage 
of  water,  acute  in  all  but  two,  and  that  75  per  cent  of  the 
streams  have  ceased  to  flow  from  ground  springs  and  are 
therefore  very  uncertain. 

R.  S.  Carman,  of  the  Ontario  Forestry  Branch,  has  re- 
ported that  the  headwaters  of  Wilmot  Creek,  north  of 
Orono,  in  Durham  County,  have  shortened  considerably 
within  the  memory  of  living  men,  that  the  springs  from 
which  they  flow  are  now  further  down  the  hillsides,  that 
the  total  flow  in  Wilmot  Creek  is  now  much  less  than  for- 
merly, and  that  wells  have  needed  deepening  in  recent  years. 
The  reasonable  inference  seems  to  be  that  the  underground 
water  reservoir  stands  now  at  a  lower  level  than  in  earlier  days. 


December,  1942     THE  ENGINEERING  JOURNAL 


1 


A  survey  by  A.  F.  Coventry  of  the  streams  of  the  Peel 
Plain  region,  west  of  Toronto,  reveals  conditions  closely 
comparable  with  those  of  King  Township,  and  over  a  much 
larger  area  of  land  more  completely  devoted  to  agriculture, 
about  1,300  square  miles  in  all.  Figure  3  is  a  map  of  the 
watercourses  of  this  area,  totalling  some  1,500  miles;  those 
shown  by  solid  lines  are  permanent,  the  rest,  in  broken 
lines,  cease  to  flow  for  some  part  of  a  normal  summer.  The 
sinuous,  stippled  line  indicates  approximately  the  position 


•       MtOAD  CK 
>  SPENCER  CK 


Fig.   3 — Plan  of  the  watercourses  of  Peel   Plain  and  adjacent 

areas. 

of  the  limestone  escarpment  on  the  west  and  the  interlobate 
moraine  on  the  north;  it  separates  the  highly  developed 
agricultural  plain  to  the  southeast  from  the  rougher,  less 
fully  cleared  highlands  on  the  north  and  west.  About  500 
miles  of  watercourse  are  on  the  rougher  highland,  the  re- 
maining 1,000  miles  on  the  lowland. 

In  the  area  considered  as  a  whole,  67  per  cent  of  the 
streams  are  temporary;  that  is  bad  enough,  but  the  situation 
becomes  worse  on  further  analysis.  In  the  upland  rougher 
region  with  more  marshes  and  more  cover,  31  per  cent  of 
the  streams  fail;  in  the  lowland,  82  per  cent.  This  is  not 
the  full  tale;  with  one  very  small  exception  all  the  perma- 
nently flowing  streams  of  the  lowland  owe  their  permanence 
to  waters  they  receive  from  the  highlands;  the  agricultural 
plain  is  now  for  practical  purposes  unable  to  maintain  a 
permanent  stream,  where  a  hundred  years  ago,  or  less, 
were  streams  that  drove  mills.  The  average  forest  cover  on 
the  plain  is  some  ZY2  per  cent. 

These  figures,  striking  in  themselves,  can  perhaps  be 
emphasized  by  a  few  pictures;  they  are  chosen  out  of  a 
considerable  collection,  for  it  is,  in  summer,  easier  to  find 
dry  stream  beds  than  flowing  streams.  Figures  4  and  5 
show  the  Etobicoke  Creek  near  Summerville,  on  Dundas 
Street,  at  different  seasons.  The  first  is  in  summer.  The 
stream  bed  is  devoid  of  flowing  water,  the  few  puddles 
being  the  product  of  twenty  hours'  rain  just  before  the 
photograph  was  made.  The  second  picture,  Figure  5,  shows 
the  same  place  during  spring  flood,  though  not  at  its  greatest 
height.  The  flow  is  of  the  order  of  200  cu.  ft.  per  sec.  and 


it  is  rapidly  removing  from  some  90  square  miles  of  drainage 
basin  the  meltwater  from  the  winter's  accumulation  of  snow. 
In  other  words,  a  large  part  of  the  summer's  water  supply 
is  going  fast  and  uselessly  to  the  lake  a  few  miles  away, 
instead  of  soaking  into  the  ground  as  à  reserve.  About  sixty 
years  ago  there  was  a  mill  at  this  point. 

Figure  6  shows  a  stream  bed  in  Halton  County;  it  is 
now  usually  dry  in  May,  although  twenty-five  or  thirty 
years  ago  it  was  a  trout  stream.  In  its  neighbourhood  springs 
have  failed  for  the  first  time  during  the  last  few  years. 

In  many  places  streams  that  go  dry  for  some  part  of  the 
summer  have  cut  their  beds  through  the  glacial  till  to  bed- 
rock; not  even  this  low  level  ensures  a  water  supply,  and 
what  this  implies  in  terms  of  underground  reservoir  is  only 
too  alarmingly  easy  to  imagine. 

The  dominant  features  of  the  existing  water  situation 
in  southern  Ontario  are  floods  in  the  time  of  spring  thaw; 
dry  stream  beds  in  summer;  failing  wells  in  fall  and  winter. 

All  these  are  assignable  to  the  same  cause — -removal  of 
too  much  of  the  original  cover,  mainly  forests,  in  the  shelter 
of  which  the  stream  system  developed  through  some  30,000 
years.  This  slowly  established  water  balance  has  been 
wrecked  in  about  100  years.  In  the  absence  of  cover,  snow 
is  more  exposed  to  evaporation  by  wind  and  sun,  so  that 
the  amount  that  accumulates  during  winter  is  less  than  it 
used  to  be  ;  what  does  remain  lying  on  the  open  ground  melts 
fast  in  the  first  warm  days  of  spring  and  runs  rapidly  off 
as  floods,  often  destructive  and  always  wasteful,  instead  of 
melting  slowly  and  soaking  into  the  ground  to  swell  the 
vast  underground  reservoir  which  is  a  vital  part  of  the 
natural  economy  of  water.  In  -comparable  fashion  the 
water  thrown  down  by  summer  storms  lacks  in  some  degree 


Fig.   4 — Etobicoke   Creek 


near   Summerville,   Peel   County,   in 
summer. 


Fig.     5 — Etobicoke    Creek     near    Summerville,     Peel    County, 
during  spring  run-off. 


THE  ENGINEERING  JOURNAL     December.  1912 


665 


Fig.  6 — Limestone  Creek,  Rattlesnake  Point,  Halton  County, 

in  fall. 

the  natural  control  which  would  allow  the  fullest  use  to 
be  made  of  it. 

These  floods  and  the  droughts  correlated  with  them,  bad 
as  they  are,  are  not  the  only  evil  of  the  unbalanced  water 
system.  Coupled  with  them  is  soil  erosion — the  removal  of 
the  fertile  surface  material  on  which  the  productivity  of  the 
land  depends.  This  aspect  of  the  loss  of  natural  resources 
is  well  known  in  the  United  States  and  in  our  own  West  ; 
perhaps  there  is  less  full  realization  that  it  has  reached 
serious  proportions  in  southern  Ontario. 

Erosion  and  water  cannot  be  discussed  apart  to  any  profit, 
for  they  are  aspects  of  the  same  problem.  Wherever  water 
runs  over  exposed  soil  it  carries  with  it  some  of  that  soil, 
and  the  amount  thus  transported  becomes  tremendously 
greater  with  every  small  increase  of  the  speed  of  the  flow. 
This  leads  to  several  kinds  of  erosion,  not  sharply  demarked 
from  each  other. 

Under  natural  conditions  erosion  occurs  seldom,  at  any 
rate  under  conditions  like  those  of  southern  Ontario  before 
the  coming  of  the  white  man.  When,  however,  its  natural 
cover  is  removed  from  the  soil,  this  single  process  upsets 
the  water  balance  and  makes  water,  according  to  the  season, 
either  too  abundant  or  too  scarce,  and  at  the  same  time 
lays  the  soil  bare  to  the  action  of  moving  water  or  wind. 

Sheet  erosion  is  the  most  widespread  form,  and  it  is  prob- 
ably the  most  dangerous,  since  it  is  less  obvious  than  other 
types.  It  is  the  general  removal  of  surface  soil  over  large 
areas  and  it  has  affected  nearly  all  parts  of  agricultural 
Ontario.  The  damage  is  of  course  greater  on  sloping  lands, 
but  even  on  practically  level  lands  the  surface  may,  in  time, 
be  removed  to  a  destructive  extent.  This  may  not  be  easily 
observable  from  the  ground,  but  it  is  a  very  conspicuous 
feature  of  a  large  proportion  of  air  photographs  of  southern 
Ontario,  and  it  is  an  important  indication  of  loss  of  fertility. 

It  has  been  said  that  if  the  streams  of  a  country  are 
dirty  after  rain,  the  agricultural  doom  of  that  country  is 
sealed;  most  of  the  streams  of  southern  Ontario  are  dirty 
after  rain. 

When  suitable  conditions  exist,  sheet  erosion  can  easily 
pass  into  much  more  dramatic  forms:  rills  may  enlarge  into 
small  gullies,  and  these  may  combine  and  extend  on  the 
grand  scale.  Figure  7  shows  a  small  part  of  one  such  resulting 
area  on  red  clay  in  Wentworth  County.  The  gully  shown 
is  about  45  ft.  deep. 

Gullying  may  also  be  very  destructive  in  light  sandy 
and  gravelly  soil,  as  can  be  abundantly  seen  on  the  inter- 
lobate  moraine  and  along  the  shore  of  Lake  Erie. 

Wind  erosion  is  most  damaging  on  sandy  soils,  of  which 
there  are  many  thousand  acres  in  agricultural  Ontario. 
Removal  of  the  original  forest  cover  deprived  them  of  their 
protection  ;  desiccation  altered  their  physical  condition  ;  and 
the  combined  effect  was  to  leave  them  open  to  destruction 
by  wind.  The  surface  is  gradually  blown  away,  sometimes 


to  a  depth  of  three  or  four  feet,  and  the  transported  material 
may  easily  impair  the  utility  of  adjacent  lands.  Figure  8 
shows  an  area  which  has  suffered  this  fate  about  25  miles 
from  Toronto. 

Land  in  this  condition  is  of  course  entirely  useless  for 
production;  it  is,  in  addition,  an  active  menace  through  its 
tendency  constantly  to  spread;  and  its  value  as  a  water- 
collecting  area  is  reduced.  This  last  is  often  a  matter  of 
special  importance,  since  much  of  the  land  of  this  nature 
is  along  highlands  which  control  the  streams  of  neighbour- 
ing lowland,  more  purely  agricultural  regions. 

Summing  up,  there  has  been  no  significant  diminution 
in  the  annual  fall  of  rain  and  snow  on  southern  Ontario, 
and  the  amount  that  falls  was,  in  the  past,  sufficient  to 
develop  a  rich  forest  cover,  abundant  streams,  and  a  soil 
eminently  capable  of  supporting  agricultural  procedures. 
Now  the  streams  are  disappearing,  largely  in  one  annual, 
spectacular  splurge  at  the  time  of  spring  floods,  and  the 
soil  is  losing  its  fertility,  sometimes  obviously,  more  often 
insidiously  but  none  the  less  surely.  The  two  processes  are 
closely  interlocked  and  cannot  be  separated  in  consideration 
or  treatment.  The  conditions  of  the  present  will  not  cure 
themselves;  they  will  almost  certainly  get  worse  as  more 
and  more  cover  is  removed  from  the  land,  and  more  and 
more  land  is  left  open  to  the  attacks  of  wind  and  water. 

Ontario  is  faced  with  a  grave  problem,  which,  left  un- 
solved, threatens  her  future,  both  social  and  economic.  The 
solution  will  need  comprehensive  organization.  First,  care- 
ful and  complete  surveys  are  needed  of  existing  conditions, 
about  which  far  too  little  is  known  in  sufficient  detail  for 


Fig.  7- 


Cully  in  red  clay  near  Waterdown,  Wentworth  County. 


Fig.  8 — Wind  erosion  near  Aurora,  York  County. 


666 


December.  1912     THE  ENGINEERING  JOl  RNAL 


the  preparation  of  large-scale  remedial  measures;  then, 
these  surveys  will  be  the  basis  for  working  out  plans  for 
reconstruction.  In  both  phases  the  skilled  knowledge  of  a 
wide  range  of  technical  experts  will  be  demanded. 

The  execution  of  the  plans,  actual  reconstruction,  will 
require  the  toil  of  many  men  and  so  will  be  a  proper  subject 
for  post-war  re-establishment;  but  in  order  that  this  work 
may  be  available  in  the  period  of  transition  to  a  peace 
footing,  the  plans  must  be  fully  prepared  beforehand  during 
the  war. 


Further,  it  must  not  be  supposed  that  reconstruction 
once  effected  can  be  left  to  look  after  itself;  on  the  contrary, 
maintaining  the  countryside  in  its  most  efficient  state,  from 
every  aspect,  will  be  a  continuing  job,  employing  perma- 
nently a  far  greater  number  of  trained  men  than  has  so 
far  been  at  all  contemplated. 

Reconstruction  on  the  lines  just  suggested  is  one  of  the 
basic  problems  confronting  Ontario,  and  the  treatment 
given  it  will  play  a  large  part  in  determining  the  future 
of  the  province. 


PUBLIC  HEALTH  AND  CONSERVATION 

A.  E.  BERRY,  m.e.i.c. 

Director,  Sanitary  Engineering  Diirision,  Ontario  Department  of  Health. 


Conservation  includes  not  just  a  storing  up  of  resources 
and  physical  assets  but  rather  intelligent  utilization  of  these 
facilities.  Minimum  impairment  of  capital  assets  by  con- 
servation is  in  contrast  to  waste  and  abuse.  Consideration 
of  future  needs  is  important  in  any  programme  of  conser- 
vation. 

The  objective  in  conservation  is  prosperity  and  welfare 
of  the  citizens  of  the  country.  Resources  are  of  use  only  when 
the  people  are  able  to  make  use  of  them. 

Conservation  of  man-power  is  essential  for  the  welfare 
of  a  country,  alike  in  peace  and  in  war  emergencies.  Maxi- 
mum use  of  man-power  can  result  only  when  human  wel- 
fare reaches  the  highest  in  health,  morale,  comfort  and 
happiness.  Thus  a  close  association  must  exist  between 
health  and  conservation  programmes.  Health  protection  is 
conservation  of  the  most  important  kind.  If  a  nation  cannot 
be  assured  of  health,  the  natural  resources  will  be  of  little 
avail. 

National  wealth  is  measurable.  In  all  Canada  the  average 
is  about  $2,500  per  capita — mostly  made  up  of  urban  pro- 
perty and  agriculture.  In  contrast  to  this  who  can  measure 
the  potentialities  of  the  human  population,  when  health  and 
welfare  are  conserved. 

Problems  of  Public  Health 

Efforts  in  conservation  of  health  have  been  going  on  for 
years.  Great  improvements  have  been  made,  but  much  yet 
remains  to  be  done.  The  Honourable  Ian  McKenzie,  Min- 
ister of  Pensions  and  National  Health,  has  stated  that 
"sickness  costs  Canadians  more  than  $250,000,000  a  year." 
This  is  more  than  the  cost  of  the  air  training  plan,  in  addition 
to  loss  in  wages  and  productive  capacity.  It  is  also  estimated 
that  50,000  wage  earners  are  idle  every  day  through  sick- 
ness. This  loss  to  industry  is  ten  times  as  great  as  that  from 
industrial  accidents.  Sickness  may  account  for  10  days  loss 
per  worker  per  year  or  a  loss  to  industry  of  $100  per  year 
per  wage  earner. 

Activities  of  Health  Bodies 

Health  agencies  have  been  organized  on  a  large  scale 
with  the  objective  of  protecting  humans  against  the  ravages 
of  disease,  as  well  as  making  the  environment  more  con- 
ducive to  human  welfare.  These  activities  are  carried  on 
by  the  Dominion,  the  provinces,  the  municipalities  and  by 
voluntary  agencies.  Each  has  its  task  to  perform. 

There  is  in  this  programme  a  division  of  responsibility 
between  the  state  and  the  individual.  The  state  can  do  much 
to  control  the  environment  and  prevent  the  spread  of  infec- 
tion. The  individual  must  also  assume  an  important  share 
in  this  work.  He  cannot  depend  entirely  on  the  state  for 
health  protection. 

Present  Status  in  Disease  Control 

What  is  the  situation  to-day  in  the  control  of  communi- 
cable diseases  in  this  country  ?  These  have  been  reduced 
greatly.  Lifetime  has  been  extended,  but  certain  diseases 
are  still  not  under  control.  Heart  diseases  are  at  the  top 


in  the  list  of  causes  of  death.  Cancer  also  is  high.  Both  of 
these  maladies  depend  much  on  the  action  of  the  individual. 

In  the  case  of  tuberculosis  there  has  been  an  energetic 
action  taken  by  the  state  to  control  this.  A  steady  decline 
has  resulted.  The  death  rate  now  in  Ontario  is  26.7  per 
100,000  population.  The  province  spends  about  2^  million 
dollars  annually  on  treatment  and  prevention;  61,000  ex- 
aminations were  made  last  year  in  chest  clinics.  Early 
diagnosis  and  prevention  does  much  to  conserve  the  nation's 
man-power. 

The  infant  death  rate  in  the  province  has  dropped  in 
the  last  10  years  from  73.7  to  43.2  per  cent,  and  the  per- 
centage of  deaths  in  this  period  caused  by  diseases  of  the 
digestive  tract  has  dropped  from  19  to  6. 

Diphtheria  has  been  declining  steadily,  and  now  very  few 
if  any  cases  are  found  in  large  cities. 

In  the  diseases  associated  with  environmental  sanitation 
much  improvement  has  been  made.  Typhoid  fever  is  the 
lowest  on  record,  and  has  been  declining  steadily.  Undulant 
fever,  paratyphoid  fever  and  others  in  this  group  have  re- 
acted similarly.  To  do  this  it  is  essential  to  control  the 
environment.  Continual  vigilance  is  needed.  These  diseases, 
where  the  state  can  exercise  supervision,  have  shown  prom- 
ising results.  The  same  does  not  apply  to  all  those  diseases 
which  depend  more  on  the  individual's  action. 

What  is  the  Cause  of  Uncontrolled  Diseases  ?     - 

Some  diseases  are  more  easily  prevented  than  others.  In 
some  the  state  can  adopt  effective  measures.  It  is  necessary 
to  enforce  prevention  and  to  adopt  compulsory  measures 
such  as  in  the  treatment  of  water,  the  pasteurization  of 
milk,  quarantine,  etc.  Prevention  is  seldom  popular  or 
dramatic  except  in  cases  of  actual  emergency.  Public  sup- 
port is  necessary  in  disease  control.  Education  is  desirable, 
but  is  seldom  as  rapid  as  compulsion. 

The  Environment  and  Disease 

To  what  extent  does  environment  affect  the  health  of 
the  citizen,  and  how  is  conservation  of  resources  linked 
with  this  ?  Some  diseases  are  linked  closely  to  the  environ- 
ment, and  in  general  a  prosperous  country  tends  to  good 
health.  Soil  erosion  has  a  devastating  effect  on  nutrition 
and  general  welfare. 

Water  Supplies 

Environmental  problems  include  water  supplies,  stream 
pollution,  sewage  and  waste  disposal,  flood  control  and 
droughts,  recreational  facilities,  etc.  All  are  specific  pro- 
blems for  the  conservationists  in  any  country. 

Municipalities  must  be  assured  of  water  supplies  adequate 
in  quantity  and  satisfactory  in  quality.  It  is  required  for 
domestic  use,  for  fish  life  and  for  recreational  purposes. 

Ontario  is  fortunate,  in  general,  in. having  an  adequate 
supply  of  water  for  domestic  purposes,  except  in  small 
streams  and  shallow  wells.  Underground,  deep  wells  have 
not  been  affected  to  any  noticeable  extent  here,  but  else- 
where the  levels  have  receded  as  much  as  200  ft.  Efforts 


THE  ENGINEERING  JOURNAL     December,  1942 


667 


are  made  to  replenish  this  supply  by  diverting  used  water 
into  the  underground  again. 

In  surface  waters,  particularly  in  streams,  floods  and 
droughts  are  the  opposite  extremes  of  a  single  condition. 
Floods  are  not  so  serious  to  health,  but  they  do  constitute 
a  real  menace  to  property  and  to  life.  In  1941  the  United 
States  Government  had  an  appropriation  of  $69,000,000 
for  four  major  river  control  projects.  Losses  in  Canada  are 
periodically  serious. 

Droughts  offer  a  very  real  health  menace.  Objectionable 
tastes  are  created,  higher  pollution  occurs  and  illness  is 
contracted.  To  avoid  this,  reforestation  has  been  carried 
out  at  a  number  of  places.  The  results  are  satisfactory. 

Pollution  of  Streams 

The  pollution  of  streams  is  a  major  problem  in  built  up 
communities.  This  pollution  is  both  domestic  and  industrial. 
Many  examples  of  this  are  found  in  Ontario.  They  give 
rise  to  odour  complaints,  destruction  of  fish,  problems  in 
water  treatment,  algae  decomposition,  etc.  Streams  and 
surface  waters  should  be  utilized,  but  undue  pollution 
should  be  avoided. 

Treatment  of  Water  and  Sewage 

Modern  methods  are  effective,  but  within  limitations. 
High  expenditures  are  involved  for  correction  of  pollution. 
Only  a  small  part  of  the  sewage  from  urban  centres  is  ade- 
quately treated.  The  problem  is  not  how  to  do  this,  but 
rather  how  to  secure  public  support  for  the  expenditures 
that  are  involved. 

Food  Supplies 

Food  supplies  and  adequate  nutrition  are  important  in 
the  health  and  welfare  of  a  nation.  Soil  conservation  plays 
a  major  role.  Erosion  may  result  in  loss  of  essential  minerals. 


These  foods  must  be  carefully  protected  in  the  course 
from  production  to  consumer.  Milk  supply  is  an  example  of 
this.  Pasteurization,  made  compulsory  in  Ontario  has 
achieved  effective  results  in  disease  control. 

The  present  situation  in  conservation  leaves  much  to  be 
desired.  It  is  essential  that  interest  be  stimulated  in  these 
activities,  and  that  funds  will  be  forthcoming  to  meet  the 
costs  involved. 

CONCLUDING  NOTE 

Following  the  presentation  of  the  foregoing  papers,  there 
was  exhibited — by  special  permission  of  the  U.S.  Depart- 
ment of  Agriculture — one  of  the  most  remarkable  of  all 
documentary  sound  films,  "The  River".  The  film  deals  with 
the  Mississippi  River,  what  it  has  done  and  what  man  has 
done  to  it.  It  depicts  vividly  the  vital  part  that  this  river 
has  played  in  the  development  of  the  United  States  and 
shows  how  man,  by  abusing  natural  conditions  has,  in  many 
cases,  turned  the  river  from  a  natural  blessing  into  an  un- 
controllable menace.  It  goes  one  step  further  and  points 
out  how  through  agricultural  practices  and  engineering 
projects,  which  in  themselves  are  beneficial  to  the  country 
as  a  whole,  control  of  the  river  can  be  regained.  It  is  a  con- 
scious attempt  to  present  a  fundamental  problem  so  factu- 
ally and  so  dramatically  that  those  who  see  the  picture  will 
be  moved  to  action.  (Copies  of  this  film  are  now  available 
for  loan  in  Canada  ;  enquiry  should  be  made  of  the  National 
Film  Board,  Ottawa). 

The  film  has  great  emotional  appeal  and  formed  a  fitting 
climax  to  the  preceding  speeches.  But,  of  set  purpose,  the 
meeting  was  continued  so  that  the  message  of  the  film  could 
be  correlated  with  Canadian  conditions.  This  was  done  by 
Professor  Coventry  in  a  brief  but  moving  appeal,  based  on 
the  situation  in  southern  Ontario  which  he  had  previously 
described — a  situation  which  demanded  attention,  he  said, 
and  that  promptly.  With  this  challenge,  the  meeting  ended. 


668 


December,  19-12     THE  ENGINEERING  JOURNAL 


DEVELOPMENT  OF  GROUND  WATER  SUPPLY 


J.  W.  SIMARD,  m.e.i.c. 
International  Water  Supply  Limited,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  October  8th,  1942 


So  long  as  primitive  peoples  were  satisfied  to  live  on  the 
shores  of  streams,  their  water  problems  were  easy  to  solve. 
Our  early  ancestors  and  their  herds  quenched  their  thirst 
from  brooks  and  rivers. 

Old  Bible  texts  very  often  mention  facts  showing  the 
scarcity  of  surface  water,  and  the  necessity  of  resorting 
to  underground  strata.  They  tell  us  about  Abraham  and 
his  son,  Isaac,  sinking  wells  after  their  arrival  in  Palestine. 
They  also  describe  the  seven  years  of  drought  in  Egypt, 
under  the  Pharaohs,  as  well  as  the  journey  across  the  desert 
by  Moses  and  his  people,  when  he  had  to  strike  the  rock 
in  order  to  save  them  from  death  by  thirst.  All  these  facts 
prove  clearly  that,  even  in  the  old  days,  surface  water  was 
sometimes  scarce. 

But  when  surface  water  was  lacking,  underground  water 
had  to  be  found,  and  this  is  how  the  art  of  well  digging 
started. 

Ancient  wells  generally  gave  little  water,  just  enough  for 
the  domestic  requirements  of  the  people,  and  their  live 
stock.  Occasionally  large  flowing  underground  strata  were 
encountered  by  chance,  and  their  water  used  for  irrigation 
purposes,  but  with  these  exceptions  it  can  be  said  that 
before  the  industrial  era,  underground  water  was  not 
exploited  extensively. 

With  the  growth  of  industry  and  the  increase  of  popula- 
tion in  various  regions,  many  surface  waters  have  become 
contaminated.  In  some  areas,  the  flow  of  streams  is  not 
large  enough  to  supply  the  requirements  of  constantly  in- 
creasing cities  and  towns.  Similarly,  industrial  develop- 
ments also  require  water,  sometimes  in  large  quantity,  and 
it  must  be  always  available,  during  drought  as  well  as 
during  rainy  seasons.  And  so,  we  have  been  brought  to  the 
scientific  search  for  ground  water,  and  to  the  technique 
of  well  development. 

The  following  notes  give  a  resume  of  some  of  the  methods 
of  locating  water-bearing  underground  strata,  and  utilising 
their  supplies. 

Origin  of  Underground  Water 

Unless  its  origin  is  magmatic  or  volcanic,  water  can  only 
reach  the  subsoil  by  infiltration  from  the  surface  through 
pervious  formations,  or  through  rock  fissures.  If  the  ground 
is  impervious,  and  if  the  rock  formation  is  solid,  and  not 
porous,  no  underground  water  is  to  be  found,  whatever 
the  depth. 

The  great  source  of  ground  water  is  rain.  Rain  water, 
after  it  has  reached  the  surface  of  the  earth,  will  run  off 
on  impervious  soil  like  clay  or  solid  rock,  and  will  flow 
down  to  brooks,  streams,  rivers  and  lakes,  finally  reaching 
the  sea.  During  its  course,  and  depending  on  atmospheric 
conditions,  it  will  lose  part  of  its  volume  by  evaporation, 
and  vegetation  will  also  absorb  the  quantity  necessary  for 
its  life. 

But  rain  falling  on  pervious  ground  percolates  through 
it.  This  water  seepage  feeds  the  ground  water-bearing 
strata,  often  called  "aquifers". 

However,  there  are  exceptions  to  this  rule,  and  water  can 
penetrate  underground  through  fissures  in  impervious  rock. 
In  this  case  water,  following  the  laws  of  gravity,  may  be 
carried  to  great  depth  by  these  natural  channels.  Sometimes 
hot  water  springs  and  geysers  originate  in  this  manner.  The 
water  coming  down  from  the  surface  is  gradually  heated 
at  the  approximate  rate  of  one  degree  Fahrenheit  per  sixty 
feet  of  depth  ;  in  its  course,  it  dissolves  some  of  the  mineral 
matters  in  contact  with  it,  and  at  its  outlet,  it  is  frequently 
used  for  therapeutic  purposes. 


Experience  has  shown  that  the  chances  of  reaching 
underground  water  by  boring  through  fissured  rock  are 
sometimes  remote,  unless  some  effective  geophysical  meth- 
ods are  used  to  detect  with  such  precision  as  is  possible, 
the  depth  of  the  fissures. 

In  some  pervious  rocks  like  porous  sandstone  or  lime- 
stone, the  chances  of  securing  water  are  much  better,  and 
in  certain  cases  large  quantities  of  water  can  be  obtained 
when  these  rocks  are  in  contact  with  a  pervious  stratum. 
Such  geological  conditions  exist  in  northern  France, 
around  the  industrial  region  of  Flanders,  where  much 
fissured  limestone  lies  at  a  shallow  depth.  This  limestone, 
lying  directly  under  sandy  formations,  is  entirely  sub- 
merged, and  many  wells  have  been  bored  in  it  to  supply 
large  plants  with  industrial  water.  It  has  been  stated  that 
the  Maginot  line  was  not  extended  to  the  Channel,  on 
account  of  the  practical  impossibility  of  handling  the 
ground  water  which  would  have  been  met  with  during 
construction. 

Under  normal  conditions,  water  is  in  the  subsoil,  provided 
a  pervious  stratum  permits  its  percolation.  For  this  reason, 
it  is  not  advisable  to  drill  a  well  without  a  preliminary 
examination  to  find  out  if  such  a  stratum  exists. 

Preliminary  Study 

There  are  many  ways  to  secure  this  information:  first, 
the  study  of  geological  maps  will  show  what  the  ground 
outcrops  are  in  the  surrounding  country;  this  will  give  a 
general  idea  of  the  formations;  then  an  investigation  trip 
on  the  ground  will  confirm  the  findings,  and  give  the  oppor- 
tunity to  check  the  drainage  area.  It  will  also  be  useful  to 
see  the  wells  of  the  region,  if  there  are  any;  also  to  visit 
any  trenches,  quarries,  or  excavations  which  may  exist. 
A  careful  study  of  the  data  so  secured  will  indicate  the 
existence  or  absence  of  an  underground  stratum,  and  if  the 
conclusion  is  favourable,  a  rough  estimate  of  its  capacity 
may  be  made. 

There  exist  many  large  ground  water  developments.  In 
the  United  States,  in  the  states  of  New  York,  Minnesota, 
Texas,  Utah  and  California,  and  in  Florida  and  Georgia, 
also  in  France  and  England,  as  well  as  in  North  Africa,  in 
Algeria  and  Tunisia,  there  are  many  sources  of  this  kind, 
tapped  by  hundreds  of  wells,  supplying  ground  water  in 
large  quantities  to  public  services,  and  to  industry. 

Thus  it  is  often  necessary  to  obtain  very  large  supplies 
of  water  from  underground  sources;  in  such  cases  it  is 
important  to  estimate  the  capacity  of  the  water-bearing 
formations. 

The  capacity  of  a  water-bearing  stratum  is  limited  to  the 
amount  of  surface  water  percolating  to  it,  and  to  the  velo- 
city of  the  underground  flow.  It  is  therefore  necessary  to 
estimate  the  catchment  area,  and  to  secure  rainfall  data  on 
the  surrounding  country  in  order  to  calculate  approximately 
the  volume  of  water  that  may  be  drawn  under  favourable 
conditions. 

Quality  of  Ground  Water 

All  ground  waters  cannot  be  used.  Some  are  not  potable; 
some  contain  too  much  salt  and  magnesium,  others  contain 
carbonates  and  sulphates,  and  must  be  softened  before 
distribution;  the  iron  contents  of  others  are  too  high  for 
domestic  purposes,  or  for  their  use  by  some  industries. 
Therefore,  it  is  important,  before  going  to  the  expense  of 
a  permanent  well,  and  of  its  equipment,  to  secure  water 
samples  for  analysis.  In  order  to  get  these,  a  small  diameter 
test  hole  is  drilled  into  the  aquifer,  and  this  is  pumped 
until  the  water  becomes  clear.  First  samples  will  only  be 


THE  ENGINEERING  JOURNAL     December,  1942 


669 


taken  after  some  hours  of  pumping,  so  that  the  water  is 
not  saturated  with  the  soluble  matters  in  the  formation; 
the  samples  thus  secured  would  represent  the  water  to  be 
obtained  under  future  pumping  conditions. 

Ground  water  has  many  advantages,  when  compared  to 
surface  water.  Its  quality  never  varies;  its  mineral  content 
is  the  same  at  all  seasons;  it  is  free  from  bacteria;  its  clear- 
ness and  temperature  are  constant,  and  the  cost  of  its 
treatment,  when  necessary,  is  low.  Moreover,  underground 
strata  constitute  an  ideal  reserve  of  water,  economically 
stored,  available  whenever  required. 

The  initial  test  hole  will  have  given  some  information  on 
the  conditions  underground,  and  as  to  the  lengths  and  dia- 
meters of  casings  needed  for  the  permanent  well. 

Velocity  of  Underground  Flow 

It  remains  to  find  what  wall  be  the  probable  flow  from 
the  proposed  well.  This  is  a  more  complicated  question, 
for  the  following  reasons:  the  underground  water  exists  in 
pervious  ground;  these  strata  are  generally  formed  by 
alluvial  deposits,  or  consist  of  sedimentary  formations. 
Alluvial  deposits  are  found  in  the  valleys  of  old  and  modern 
streams.  Often,  as  it  is  the  case  in  the  Laurentian  country, 
they  have  been  washed  down  by  glacier  streams,  or  de- 
posited during  the  moraine  period,  by  the  displacement  of 
glaciers,  which  have  eroded  the  secondary  and  tertiary 
formations  of  our  region,  under  their  tremendous  weight. 
These  deposits,  sometimes  called  drift  or  overburden,  are 
not  evenly  distributed;  they  contain  clay,  sand  and  gravel 
in  variable  quantities.  Ground  water  will  flow  more  freely 
if  the  sands  are  coarse,  and  if  they  contain  little  clay;  on 
the  other  hand,  the  water  circulation  will  be  slower  in  fine 
sands,  especially  if  they  are  mixed  with  clay. 

The  loss  of  velocity  due  to  friction  through  coarse  sand 
will  therefore  be  less  than  the  one  through  fine  sand  with 
clay.  And  this  explains  why  the  conditions  of  underground 
flow  can  vary  in  the  same  stratum,  within  a  few  hundred 
feet,  and  why  the  capacity  of  a  proposed  well  can  only  be 
estimated  by  a  test,  to  find  out  the  conditions  of  the  sub- 
soil, on  the  site  of  the  work  itself. 

Such  tests  are  made  in  the  following  manner:  a  small 
diameter  test  well  is  drilled  into  the  aquifer,  and  a  tempor- 
ary screen  is  set  in  the  water-bearing  stratum.  The  static 
level  of  the  water  in  the  well  is  then  measured,  and  the 
well  is  pumped  until  the  water  is  clear,  and  the  pumping 
level  stabilized.  Note  is  taken  of  the  volume  of  water 
pumped,  and  of  the  drawdown  of  the  water  in  the  well 
during  pumping,  the  drawdown  being  the  difference  of 
depth  of  the  water  in  the  well,  between  static  and  pumping 
levels.  After  pumping,  the  time  of  recovery  to  the  original 
level  is  also  noted.  Taking  into  account  the  time  of  pump- 
ing, the  yield  of  the  well  per  foot  drawdown  can  now  be 
established,  and  this  is  called  the  specific  capacity  of  the 
well.  Knov.ing  the  thickness  of  the  stratum  by  boring,  the 
specific  capacity,  and  the  possible  drawdown,  the  volume 
of  water  that  may  be  expected  from  the  permanent  well 
can  now  be  estimated. 

However,  this  figuring  must  be  done  with  some  care, 
because  it  is  clear  that  by  applying  strictly  the  formula  in 
thick  layers  of  fine  clayish  sands,  impossible  yields  would 
be  figured.  This  is  where  experience  counts.  Even  in  a 
stratum  composed  of  coarse  elements,  one  must  not  forget 
that  the  maximum  capacity  of  a  well  is  limited  to  the 
velocity  of  water  at  the  outside  of  the  metallic  screen  set 
in  the  aquifer,  and  to  the  velocity  of  the  water  flow  in  the 
stratum  itself.  The  well  will  only  deliver  the  smaller  quan- 
tity of  water  produced  by  either  of  those  two  factors.  After 
the  geological  study  and  the  two  tests,  necessary  information 
to  plan  a  well  producing  a  known  minimum  quantity  of 
water  will  be  available. 

There  are  many  methods  of  measuring  ground  water 
flow.  Dyes  like  fluorescin  and  eosin,  highly  coloured  mat- 
ters, are  frequently  used.  Powdered  fluorescin  can  be  seen 
in  a  solution  of  one  part  in  40  million,  and  it  can  also  be 


detected  by  experiment  in  a  solution  of  one  to  ten  billion. 
The  powder  is  deposited  at  a  certain  spot  in  the  stratum, 
and  then  note  is  taken  of  the  time  when  colour  appears  at 
a  point  downstream. 

Many  specialists  in  hydrology  have  given  formulae  on 
underground  flow.  Unfortunately,  Mother  Nature  does  not 
always  take  laboratory  data  into  account,  and  the  propor- 
tions of  sand,  gravel  and  clay  may  vary  in  different  parts 
of  the  same  stratum.  For  these  reasons,  it  is  wise  to  decide 
only  after  actual  testing  has  been  done. 

In  certain  countries,  sedimentary  formations  of  the 
Lower  Tertiary,  and  of  the  Cretaceous  have  been  deposited 


Distance  in  Feet  feow  Centep  < 

FOR    INOICATEO    WlOCITY 


Fig.  1 — Comparative  yields  of  an  ordinary  tubular  well  (left), 
with  a  gravel  wall  well  (right). 


by  the  old  seas.  Important  pervious  deposits  have  thus 
been  formed;  they  are  spread  on  large  areas,  and  are 
evenly  distributed;  their  outcrops  are  also  well  located. 
Where  many  wells  have  been  long  in  operation  in  such 
places,  they  have  given  valuable  information  on  the  water- 
bearing deposits,  and  it  is  therefore  possible  to  estimate 
without  testing,  the  minimum  yield  of  a  wrell,  or  of  a 
series  of  wells. 

The  author  has  had  some  years'  experience  with  deposits 
of  this  kind  in  Europe  and  Africa;  more  specially  in  France, 
near  Paris,  within  the  limits  of  the  great  depression  of  the 
Parisian  basin.  Many  wells  were  sunk  down  to  the  Sparna- 
cian  formation  of  the  Lower  Eocene,  as  well  as  to  the  Albian 
and  Aptian  formations,  of  the  Cretaceous;  these  wells 
were  drilled  without  preliminary  testing,  on  a  water 
guarantee  basis  averaging  800  gallons  per  minute.  It  was 
possible  to  bore  these  wells  without  previous  experimenting, 
because  the  strata  tapped  were  well  known,  and  a  mass  of 
data  on  the  formations  was  available.  But  discretion  must 
be  used  in  this  kind  of  estimation,  and  the  safety  factor 
must  be  applied,  if  one  wishes  to  avoid  numerous  disap- 
pointments. 

It  may  be  added  that  in  practice,  the  two  tests  to  deter- 
mine the  quality  and  quantity  of  ground  water,  are  made 
in  the  same  test  boring. 

Construction  and  Development  of  a  Well 

A  modern  well  constructed  in  unconsolidated  material 
generally  consists  of  three  main  parts:  the  outer  casing,  the 
inner  casing,  and  the  screen. 

The  outer  casing  is  a  tube  which  extends  from  the  ground 
level  down  to  within  a  few  feet  of  the  top  of  the  water- 
bearing formation.  The  lower  end  of  the  outer  casing  lies 
therefore  a  few  feet  above  the  top  of  the  screen.  Due  to 
local  conditions,  it  is  sometimes  necessary  to  set  more 
than  one  outer  casing. 


670 


December,  1942     THE  ENGINEERING  JOURNAL 


Inside  the  outer  casing,  and  concentric  with  it,  is  the 
inner  casing,  of  a  smaller  diameter.  It  is  set  down  to  the 
water-bearing  layer,  and  is  directly  connected  to  the  screen. 

The  screen,  usually  of  the  same  diameter  as  the  inner 
casing,  and  connected  to  it,  is  set  in  the  stratum  at  the 
most  favourable  level  to  secure  the  best  underground  flow. 
Various  metals  are  used  to  resist  corrosion,  Armco  iron, 
silicon  or  manganese  bronze,  copper,  wrought  iron  or  even 
stainless  steel.  The  best  types  of  screens  are  perforated 
with  horizontal  or  vertical  openings  called  shutters.  It  is 
through  these  openings  that  the  water  percolates  into  the 
well.  The  size  of  the  openings  of  the  screen  depends  upon 
the  kind  of  formation.  In  short,  the  screen  is  a  cylindrical 
metallic  filter  at  the  base  of  the  well. 

Two  methods  of  drilling  are  most  frequently  used  for 
water  wells — the  rotary  and  the  cable-tool  methods. 

The  rotary  method,  with  its  clay  seal,  has  a  great  advan- 
tage in  deep  wells  where  many  water-bearing  formations 
exist,  each  containing  different  types  of  water  of  more  or 
less  good  quality.  By  using  this  clay  seal,  good  water  forma- 
tions can  be  developed,  without  being  contaminated  by  un- 
desirable water  from  others.  An  interesting  case  in  the 
author's  experience  is  one  of  a  well  passing  through  four 
water-bearing  layers,  the  first  and  third  being  discarded,  and 
the  second  and  fourth  being  developed. 

On  the  other  hand,  the  cable-tool  method  is  quicker  for 
shallow  wells,  especially  where  hard  formations  are  en- 
countered. This  method  also  gives  better  information  on 
the  ground  structure,  unless  expensive  coring  is  done  with 
■  the  rotary  system. 

But  let  us  suppose  that  by  using  either  system  the  hole 
has  been  completed,  and  that  casings  and  screen  of  proper 
diameters  have  been  set,  the  screen  resting  well  in  the 
stratum,  so  that  water  can  seep  into  the  well  under  the 
best  conditions. 

For  most  drillers  the  work  is  then  completed,  and  it  is 
now  up  to  the  customer  to  buy  a  pump,  if  the  well  is  not 
flowing.  Often,  after  this  pump  is  set,  it  will  be  noticed 
that  the  yield  has  decreased,  and  that  the  quantity  of 
water  pumped  is  not  up  to. expectation.  If  an  investigation 
is  made,  it  will  tend  to  show  that  generally,  the  decrease 
of  flow  is  due  to  the  finer  particles  of  the  water-bearing 
layer  which  have  been  sucked  into  the  lower  part  of  the 
screen,  and  are  partially  blocking  the  shutters.  If  pumping 
is  continued  under  these  conditions,  pump  parts  such  as 
shafts,  impellers  and  wear  rings  may  soon  be  badly  worn 
and  the  yield  of  the  well  will  keep  on  decreasing  until  it 
will  practically  become  useless.  Sometimes  the  production 
of  water  will  suddenly  cease  without  warning.  What  is 
the  probable  cause  of  the  trouble  in  such  an  emergency  ? 

It  is  most  likely  that  fine  particles  of  sand  and  clay 
have  been  deposited  in  the  bottom  of  the  well,  partially 
blocking  the  screen,  and  reducing  its  percolating  area. 
Some  of  this  sand  may  have  gone  through  the  pump,  and 
caused  the  untimely  wear.  Or  the  displacement  of  these 
fine  sands  may  have  left  cavities  around  the  well,  and  after 
a  while  the  formation  has  caved  in  along  the  walls  of  the 
casing  and  screen,  and  this  latter  may  be  entirely  blocked. 
In  this  case,  most  frequently,  the  well  is  a  total  loss. 

It  is  therefore  important  that  the  well  when  in  operation 
should  not  yield  water  which  is  cloudy  or  contains  sand 
or  clay.  If  it  does,  the  rate  of  pumping  should  be  reduced 
until  the  water  is  clear  again. 

Experience  has  shown  that  the  sinking  of  a  well,  and 
the  setting  of  screen  and  casings,  is  only  part  of  the  enter- 
prise, and  often  the  easiest.  What  remains  to  be  done  is 
even  more  important:  the  development  of  the  well  to  bring 
it  up  to  a  minimum  water  production,  and  its  permanent 
stabilization  to  that  production.  This  is  the  purpose  of  the 
so-called  "gravel  wall  well."  (See  Fig.  1). 

The  object  of  this  development  is  to  increase  the  filtering 
area  through  which  the  water  penetrates  into  the  well. 
This  is  accomplished  by  setting  around  the  screen  clean 
gravel  of  such  a  size  that  it  will  not  pass  through  its  shut- 


Fig.  2 — Field  welding  joints  of  12-in.  bronze  shutter  screen 
as  it  is  being  installed  in  well. 


ters,  but  will  build  up  outside  its  metallic  walls.  The  gravel 
is  first  put  into  the  annular  space  between  the  outer  and 
the  inner  casing,  and  then  forced  down  by  agitating  and 
pumping.  In  the  course  of  these  operations,  the  finer  con- 
stituents of  the  aquifer  in  the  immediate  vicinity  of  the 
well  are  purposely  forced  inside  the  screen,  and  simultane- 
ously replaced  by  calibrated  gravel.  After  many  operations 
of  this  kind,  a  mass  of  gravel  is  formed  around  the  screen, 
and  the  bottom  of  the  well  has  become  a  regular  gravel 
filter  with  a  metallic  core.  The  filtering  area  of  the  well 
was  originally  only  that  of  the  metallic  screen  itself,  but 
it  has  been  increased,  and  is  now  measured  by  the  outside 
surface  of  the  gravel  filter.  If  more  gravel  is  forced  down, 
the  size  of  the  filter  will  increase,  and  so  will  the  area 
through  which  the  water  can  penetrate  into  the  well. 
It  follows  that  for  the  same  flow  of  water,  the  larger  this 
area,  the  slower  is  the  velocity  of  the  incoming  water.  If 
for  a  given  capacity,  the  water  velocity  can  be  decreased 
to  such  a  point  that  no  fine  matters  are  washed  into  the 
screen,  then  the  water  will  be  clear,  and  the  well  stabilized. 
After  these  operations,  all  fine  matters  having  been  forcibly 
removed  around  the  screen,  the  well  has  been  cleared  of 
everything  that  could  destroy  its  equilibrium  in  the  course 
of  future  pumping. 

It  is  important,  during  the  developing  process,  to  pro- 
vide that  gravel  spreads  as  evenly  as  possible  around  the 
screen.  Voids,  caused  by  gravel  bridging,  would  produce 
points  of  high  velocity,  through  which  more  fine  material 
would  soon  wash  in  to  block  the  screen,  and  the  whole 
undertaking  would  have  to  be  started  all  over  again. 

During  such  development,  it  will  be  noted  that  the  yield  of 
the  well  increases  at  the  same  pumping  level,  and  that  water 
clears  up  more  rapidly  at  the  increased  rate  of  pumping. 
This  is  because  the  well  is  stabilizing  properly,  and  in  some 
cases  yields  of  from  ten  to  twenty  times  the  original  output 
are  finally  secured. 

After  the  required  flow  is  obtained  it  is  necessary  to  con- 
tinue operation,  so  as  to  make  sure  that  the  water  remains 
clear,  and  that  the  pumping  level  stabilizes.  When  these 
conditions  have  prevailed  for  many  consecutive  hours,  it 
shows  that  the  well  has  been  developed  to  its  permanent 


THE  ENGINEERING  JOURNAL     December,  1942 


671 


yield,  and  that  there  is  no  more  danger  of  future  sanding 
up  or  cave  in. 

The  quantity  of  gravel  absorbed  by  a  well  in  the  course 
of  its  development  varies  a  great  deal.  It  is  the  flow  of  the 


Fig.  3 — Setting  a  16-in.  shutter  screen  in  the  42-in.  outer  casing 
of  a  Layne  gravel  wall  well. 


water  required,  and  the  kind  of  material  in  the  stratum 
around  the  well,  that  will  govern  the  size  of  the  gravel 
filter.  However,  in  order  to  give  some  approximate  figures, 
it  may  be  said  that  frequently  a  gravel  wall  well  will 
absorb  from  10  to  15  tons  of  gravel.  The  author  knows  of  a 
well  in  which  120  tons  were  required  to  stabilize  a  formation 
composed  of  fine  material,  where  a  rather  high  yield  was 
wanted.  Thus  it  is  not  surprising  to  learn  that  it  often  takes 
more  time  to  develop  a  well  than  to  sink  it. 

However,  there  is  a  limit  to  development,  and  the  filter 
must  not  exceed  certain  dimensions.  If  its  size  would  be- 
come such  that  the  loss  of  head  through  it  should  be  greater 
than  the  loss  of  head  through  the  stratum  itself,  it  is  clear 
that  further  development  would  only  be  negative. 

Pumping  Units 

The  well  is  now  completed.  If  it  is  not  flowing,  some 
pumping  unit  must  be  installed.  The  choice  of  this  ma- 
chinery must  be  made  with  care.  In  recent  years,  manu- 
facturers of  vertical  turbine  pumps  have  greatly  improved 
their  device.  Today  we  can  obtain  a  pump,  to  be  set  in  a 
twelve-inch  casing,  that  will  deliver  more  than  1,000 
gallons  per  minute  with  80  per  cent  efficiency. 

In  order  to  get  the  best  and  quickest  results,  it  is  desir- 
able that  the  same  specialist  should  supply  the  complete 
installation,  both  well  and  pumping  equipment.  At  first 
sight  the  drilling  of  a  well  and  the  supply  and  installation 
of  a  pump  do  not  seem  to  have  anything  in  common, 
but  experience  has  shown  that  these  operations  are  closely 
related  for  the  following  reasons. 

After  much  work,  a  competent  specialist  has  finally  suc- 
ceeded in  completing  a  high  yield  well.  But  unless  the  well 
is  a  flowing  one,  the  customer  as  yet  has  no  water,  and  he 
will  not  have  any  until  a  proper  pumping  outfit  is  installed. 
If  the  furnishing  and  installation  of  this  unit  is  given  to 
somebody  who  is  not  interested  in  the  well,  it  may,  and  often 
does  happen,  that  during  the  setting  of  the  pump  some 
tool  or  part  of  machinery  is  dropped  into  the  well;  this  may 
partially  block  the  screen,  and  therefore  decrease  the  yield 
of  the  well.  Even  if  the  pump  is  installed  without  mishap, 
it  will  be  necessary  to  make  tests  and  this  may  result  in  a 
lot  of  trouble  if  done  by  some  one  not  familiar  with  the 
technique  of  gravel  wall  well  construction.  For  example,  if 
starting  and  stopping  of  the  pump  is  too  frequent,  and  not 


watched  closely,  or  if  the  capacity  of  the  pump  is  such  that 
the  volume  of  water  coming  out  of  the  well  is  larger  than 
the  capacity  to  which  it  has  been  developed,  the  agitation 
caused  by  too  frequent  starts  and  stops,  or  by  over-pump- 
ing, may  destroy  the  equilibrium  of  the  formation,  and  the 
fine  sands  and  silt  will  then  move  in  again  with  the  conse- 
quences which  have  already  been  mentioned. 

The  customer  will  not  be  satisfied,  because  he  will  have 
no  water,  and  he  will  have  to  deal  with  two  contractors, 
each  of  whom  may  in  good  faith  blame  the  other  for  the 
failure  of  the  enterprise. 

How  natural  it  would  be  for  the  builder  of  the  well  to 
claim  in  his  favour  the  results  of  his  preliminary  pumping, 
duly  demonstrated  by  tests.  On  the  other  hand,  the  manu- 
facturer might  say  that  his  pump  is  according  to  specifi- 
cations, and  offer  to  prove  its  features  by  laboratory  tests. 
He  would  therefore  claim  that  if  the  well  does  not  give 
more  water  it  is  because  it  has  been  badly  constructed.  In 
the  meantime,  the  customer  will  be  without  water,  and  this 
might  cause  considerable  damage  to  his  industry,  or  to  the 
public  service  he  is  directing. 

In  order  to  avoid  useless  trouble  and  discussions,  and  to 
obtain  quick  practical  results,  it  is  therefore  advisable  to 
give  to  the  same  party  the  whole  water  production  under- 
taking. If  this  party  knows  his  business,  after  having  made 
the  necessary  tests  he  should  be  in  a  position  to  give  a 
water  guarantee,  as  to  quantity,  quality  and  pressure. 
Thus  the  customer  will  get  satisfactory  results,  and  if  he 
is  not  satisfied,  he  will  know  whom  to  blame. 

Water  Guarantee 

Such  a  water  guarantee  should  cover  the  water  produc- 
tion of  the  well,  and  also  the  material  and  equipment.  It 
should  extend  for  a  period  of  one  year  from  the  time  of  the 
final  installation  of  the  pumping  unit.  This  will  give  enough 
time  to  find  out  if  the  water  stratum  can  stand  the  pumping 
during  the  four  seasons  of  the  year,  including  the  dry  ones, 
and  to  observe  if  pump  and  motor  are  working  up  to 
specifications. 

If  something  were  to  go  wrong  in  the  water-bearing 
stratum,  either  on  account  of  over  pumping,  or  of  improper 
construction  or  development,  an  abnormal  drawdown  of 
the  pumping  level  in  the  well  would  immediately  occur,  or 
the  volume  of  water  pumped  would  decrease  materially, 
or  both  these  events  would  happen  at  the  same  time;  the 
water  would  become  cloudy,  or  even  full  of  dirt,  and  sand 
deposits  would  be  observed.  If,  however,  during  the  few, 
weeks  following  the  beginning  of  operation  everything 
remains  normal,  it  is  because  the  well  has  been  properly 
developed  and  because  the  source  of  water  can  stand  the 
pumping  without  failing. 

For  the  reasons  already  mentioned,  it  will  be  understood 
that  a  water  guarantee  cannot  be  given  in  a  rock  well. 
It  is  very  difficult  to  locate  a  water-bearing  fissure;  more- 
over, no  well  can  be  expanded  against  rock  walls;  it  is 
necessary  therefore  to  be  satisfied  with  the  initial  quantity 
of  water  contained  in  the  fissure  itself. 

Batteries  of  Wells 

As  already  mentioned,  many  important  water-bearing 
strata  have  been  tapped  to  feed  large  cities,  which  thus 
depend  entirely  on  wells  for  their  water  supply.  Mr.  O.  E. 
Meinzer,  geologist  in  charge,  Division  of  Ground  Water, 
United  States  Geological  Survey,  estimated  some  years  ago 
that  in  the  United  States  alone  more  than  fifty  million 
people  were  supplied  by  wells,  and  that  of  these,  twenty 
million  were  getting  their  supply  through  public  services. 
In  the  United  States  about  half  of  the  cities  with  popula- 
tions from  5,000  to  25,000  people  are  using  surface  water, 
the  others  are  getting  ground  water;  more  than  8,000  small 
cities  and  villages  of  less  than  5,000  population  are  also 
depending  on  ground  water. 

Amongst  the  large  centres  using  well  water,  are  those  of 
the  western  section  of  Long  Island,  being  part  of  Greater 


672 


December,  1942     THE  ENGINEERING  JOURNAL 


New  York;  the  cities  of  Houston,  Memphis,  Salt  Lake 
City,  etc.  If  ground  water  should  fail  them,  very  grave 
conditions  would  result. 

When  it  is  realized  that  for  Long  Island  alone  more  than 
200  million  gallons  of  water  are  daily  extracted  from  the 
ground  and  distributed,  one  can  understand  how  necessary 
it  is  to  study  carefully  the  possible  variations  of  the  under- 
ground water  strata. 

It  will  be  of  interest  to  consider  what  has  to  be  done 
when  a  large  centre  is  to  be  supplied  with  ground  water, 
and  consequently  many  wells  must  be  sunk  in  the  same 
formation. 

After  having  figured  the  capacity  of  the  water-bearing 
stratum,  by  studying  the  geological  formations,  the  phys- 
ical contours,  and  the  local  precipitation  data,  tests  are 
made  to  determine  the  quality  of  the  ground  water,  and 
then  steps  are  taken  to  estimate  the  possible  capacity  of 
the  aquifer. 

If  the  project  is  large,  a  number  of  wells  may  have  to  be 
constructed  and,  in  that  case,  the  distance  between  the 
wells  must  be  determined  so  as  to  give  the  best  performance. 

Let  us  examine  what  happens  in  a  non-flowing  well, 
when  idle,  and  when  in  operation.  Although  the  same 
natural  laws  prevail  for  underground  as  for  surface  waters, 
they  are  subject  to  a  different  regime.  This  is  due  to  the 
difficulty  of  circulation  of  water  through  the  formation. 

When  a  well  is  not  pumped,  the  water  comes  up  to  the 
natural  level  of  the  water  table,  at  what  is  called  its  static 
level.  If  this  static  level  is  higher  than  the  ground,  a  flowing 
well  will  result. 

As  soon  as  pumping  begins,  the  suction  of  water  in 
the  well  will  reduce  the  pressure,  and  this  will  gradually 
bring  water  down  to  the  pumping  level.  After  a  certain 
time,  if  the  well  has  been  properly  made  and  developed, 
and  if  the  supply  is  not  overpumped,  we  know  that  the 
pumping  level  will  stabilize  itself  for  the  same  volume  of 
water.  If  then  gauge  holes  are  sunk  from  place  to  place 
around  the  well,  and  observations  made  of  the  water  level 
in  them,  they  will  make  it  possible  to  study  the  effects  of 
pumping  on  the  ground  water  table  near  the  well  which 
is  being  pumped.  If  a  cross  section  curve  is  drawn,  it  will 
show  that  the  water  table  has  taken  the  form  of  an  inverted 
cone,  the  apex  of  which  is  in  the  well  at  the  pumping  level, 
the  irregular  edges  being  more  or  less  distant  according 
to  the  perviousness  of  the  formation. 

The  ratio  of  the  depth  of  the  cone  to  the  average  dia- 
meter of  its  base  is  in  direct  proportion  to  the  loss  of  head 
through  the  water-bearing  stratum;  the  finer  the  sands,  the 
steeper  will  be  the  sides  of  the  cone,  and  the  smaller  its 
base.  Inversely,  for  the  same  yield,  in  a  deposit  of  coarse 
sands  and  gravel,  there  will  be  a  lesser  depression  of  the 
water  table,  extending  within  a  greater  radius  from  the  well. 
The  zone  of  this  depression  represents  the  area  of  interfer- 
ence around  the  well.  In  certain  cases  this  interference 
extends  to  some  distance,  and  it  is  quite  important  to  find 
the  limits  of  this  zone,  when  a  battery  of  wells  have  to  be 
made  and  pumped  simultaneously  in  the  same  area. 

For  if  wells  are  too  close  they  will  interfere  with  one 
another,  and  their  pumping  levels  will  show  an  abnormal 
drawdown;  in  an  extreme  case  the  total  capacity  of  two 
wells  sunk  too  close  together,  might  not  be  more  than  the 
capacity  of  one  of  the  wells.  It  is  therefore  necessary  to 
locate  the  wells  so  that  there  is  the  least  interference. 

But  on  the  other  hand,  for  certain  reasons  of  economy, 
one  may  be  forced  to  locate  the  wells  within  their  zone  of 
interference,  and  still  gain  by  doing  so;  but  in  such  a  case 
it  is  necessary  to  make  sine  that  an  increased  flow  is  ob- 


Fig.    4 — Layne    gravel    wall    well    and    vertical    turbine    pump 
installation  for  the  municipality  of  Chesley,  Ont. 

tained,  and  that  the  pumping  levels  are  definitely  stabilized. 
Therefore,  it  is  advisable  to  watch  closely  the  interference 
of  the  wells  amongst  themselves.  One  method  is  to  stop  the 
pumping  of  one  or  of  a  series  of  wells,  and  to  observe  the 
effects  of  stopping  and  starting  on  observation  wells. 

Sometimes  the  problem  is  the  construction  of  new  wells 
sunk  to  a  stratum  already  supplying  large  quantities  of 
water.  It  is  then  advisable  to  watch  closely  the  effects  of 
the  new  pumping,  and  if  it  produces  too  great  a  depression 
on  the  water  table,  immediate  precautions  should  be  taken 
not  to  deplete  the  water-bearing  stratum.  In  other  words, 
when  a  battery  of  wells  have  to  be  sunk  in  a  stratum,  it  is 
necessary  to  make  sure  that  the  total  amount  of  water 
to  be  extracted  is  not  greater  than  the  recharge  possibility 
of  the  stratum  itself. 

By  taking  adequate  measures  which  cannot  be  detailed 
here,  it  has  been  possible  to  restore  important  water  strata 
that  had  previously  been  overpumped  and,  by  so  doing, 
avoid  disastrous  conditions  for  populations  that  depended 
exclusively  on  wells  for  their  water  supply. 


The  object  of  these  notes  has  been  to  show  that  water 
supplies  from  aquifers  have  rendered,  and  can  still  render, 
great  services  to  the  community.  It  is,  however,  important 
that  those  in  charge  of  the  work  should  be  familiar  with 
modern  technique,  and  should  understand  that  the  time  is 
gone  for  wells  made  in  haphazard  fashion. 

The  construction  of  a  large- yield  well,  or  of  a  system  of 
wells,  must  be  preceded  by  a  serious  study,  and  must  be 
carried  out  by  scientific  and  technical  methods.  In  this  way 
the  development  of  ground  water  strata  will  aid  more 
effectively  the  industrial  and  economical  development  of 
our  country. 


THE  ENGINEERING  JOURNAL     December,  1912 


673 


ENGINEERING  ASPECTS  OF  AIR  BOMBING  AND 
STRUCTURAL  DEFENCE 

D.  C.  TENNANT,  m.e.i.c. 

Engineer,  Ontario  Division,  Dominion  Bridge  Company  Limited,  Toronto,  Ont. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  October  22nd,   1942,  and 

before  the  Hamilton  Branch,  on  November  18th,   1942. 


Shortly  after  the  outbreak  of  this  war,  we  in  Canada  and 
the  United  States  began  to  learn — though  not  at  first  hand 
■ — of  the  devastating  effects  of  air  raids,  and  possible 
defences  against  them.  For  a  while  definite  information  was 
hard  to  get,  but  as  months  and  even  years  have  gone  by 
much  has  been  spoken,  written,  and  published  regarding 
experiences  in  Britain,  Europe,  Africa,  China  and  the  Far 
East,  so  that  now  it  is  not  easy  to  choose  from  the  available 
information,  concise  and  salient  data,  adequate  for  a  clear 
picture,  but  lacking  details  that  might  be  of  use  to  the 
enemy. 

Broadly  speaking  the  title  of  this  paper  might  be  taken 
to  include  both  military  and  civil  activities,  for  air  bombing 
is  directed  at  naval,  military  and  civilian  targets,  but  it  is 
assumed  that  The  Engineering  Institute  is  more  particularly 
interested  in  the  civilian  side  of  the  subject  and  the  author 
does  not  feel  qualified  to  suggest  anything  in  connection 
with  the  military  aspect. 

Table  I  outlines  a  typical  organization  for  civilian 
defence  that  applies  to  the  Dominion  itself  and  also  to 
provinces  and  municipalities.  It  will  be  noted  that  the  five 
main  subdivisions  of  this  organization  deal  with  police, 
fire,  health,  structures  and  transport.  The  sub-headings 
shown  under  these  five  departments  indicate  that  practically 
all  the  engineering  considerations  group  themselves  under 
structures  and  transport.  Transport  is  important  and  local 
preparations  have  in  some  cases  been  made  for  it.  It  is. 
however,  a  specialized  engineering  activity  and  one  that  is 
difficult  to  discuss  until  actual  needs  emerge.  This  paper 
will,  therefore,  limit  itself  to  a  consideration  of  the  engineer- 
ing items  listed  in  Table  I  under  structures. 

(a)  Air  Bombs 

1.  incendiary  bombs 

Fire  has  historically  been  one  of  the  most  powerful  and 
most  feared  agencies  of  destruction  in  war.  Incendiary 
bombs  are  especially  intended  to  cause  fires,  but  it  may  be 
fairly  stated  that  over  fifty  per  cent  of  the  damage  done  to 
buildings  from  all  sorts  of  air  bombs  is  due  to  the  fires  that 
are  kindled.  German  incendiary  bombs  used  in  the  first 
world  war  were  of  a  somewhat  squat  shape  approaching  the 
spherical  and  contained  phosphorus,  thermite,  tarred  cotton 
waste,  and  were  wound  round  with  tarred  rope.  Those 
used  in  this  war  are  mostly  of  metallic  magnesium,  long 
and  cylindrical  and  fitted  with  a  fuse  near  the  nose  and  with 
metal  vanes  at  the  rear.  They  weigh  one  kilogramme  or 
slightly  more  than  two  pounds.  The  magnesium  itself 
burns  and  is  very  difficult  to  extinguish  with  water  as  this 
tends  to  spread  the  fire.  The  bomb  may  be  smothered  with 
sand.  A  two  pound  incendiary  bomb  will  perforate  inosl 
roof  materials  except  concrete,  as  it  usually  has  a  striking- 
velocity  of  about  four  hundred  feet  per  second.  When  air 
raids  are  expected  it  is,  therefore,  necessary  to  keep  guards 
posted  on  roofs  and  upper  storeys  for  the  prompt  removal  of 
incendiary  bombs.  A  typical  present  day  German  incendiary 
bomb  is  shown  in  Fig.  1.  A  great  deal  more  might  be  said 
about  incendiary  bombs  as  fire  is  really  an  engineering 
subject,  but  fire  protection  has  become  the  special  care  of 
our  fire  departments  and  this  paper  will  treat  more  par- 
ticularly of  other  forms  of  bombing. 

2.  HIGH  EXPLOSIVE  BOMBS 

As  a  background  it  is  well  to  remember  that  although 
modern  bombing  is  new,  yet  history  includes  experience  in 


the  hurling  of  missiles  against  fortifications  in  time  of  war 
considerable  study  of  earthquake  resistant  buildings,  and 
fires  and  fire  fighting.  This  knowledge  helps  in  a  considera- 
tion of  the  impact,  shake,  and  fires  caused  by  high  explo- 
sive bombs.  An  aircraft  bomb  consists  of  a  "case"  holding 
high  explosive  or  incendiary  mixture  or  gas,  with  means  of 
exploding,  igniting  or  discharging  the  contents  as  the  case 
may  be.  The  bombs  are  in  a  carrier  on  the  bottom  of  the 
aircraft  so  that  when  released  their  speed  and  direction 
are  the  same  as  those  of  the  airplane  itself.  Bombs  were 
formerly  spherical  but  now  they  are  cylindrical  or  barrel 

Table  I 

Organization     Chart 

Cwii-ian       Defence     Coi-imiiteE 


Police 

1 

1  '  1 

J 

U  U  1 

i 

wF      j 

< 

1 

I 

health       Structures    t«»«siv>«t 


i   r  i  4 

3  J 

Sa 

i   ^    r 

-  .« 

3-.JÏ 


OonQ  Oam^ce 


£  E 


a  \ 

Et. 


f? 


Ê  fi  £ 


shaped  so  that  the  guide  vanes  at  the  rear  help  them  to 
retain  their  direction  and  the  smaller  cross  sectional  area 
offers  less  air  resistance,  resulting  in  greater  speeds.  A 
bomb  released  from  a  plane  travelling  horizontally  will 
have  a  trajectory  in  the  form  of  a  parabola  with  a  vertical 
axis  and  an  ever  increasing  steepness  as  it  approaches  the 
earth.  The  air  resistance  modifies  the  parabolic  path  and 
considerably  slows  the  velocity.  Actually  the  high  explosive 
bombs  that  have  been  dropped  in  Great  Britain  seldom 
have  a  striking  velocity  of  more  than  1,000  ft.  per  sec.  even 
if  dropped  from  great  heights  such  as  15,000  feet.  This  is 
due  to  air  resistance.  The  angle  that  the  trajectory  makes 
with  the  vertical  at  the  point  of  impact  is  known  as  the 
"angle  of  impact." 

Table  II  shows  the  height  of  release,  angle  of  impact  and 
striking  velocity  for  bombs  released  from  a  plane  travelling 
horizontally  at  200  miles  per  hour. 

A  low  explosive  such  as  gunpowder  burns  with  a  rapid 
combustion.  A  high  explosive  such  as  gun  cotton  or  tri- 
nitrotoluene— T.N.T. — explodes  so  much  faster  that  the 
action  is  referred  to  as  detonation.  Table  III  shows  the 
speed  of  detonation  of  several  high  explosives  and  then- 
explosive  factor  which  indicates  their  power  as  compared 
with  black  gunpowder. 

The  speed  is  the  outstanding  difference.  A  pound  of  a  low 
explosive  such  as  gunpowder,  scientifically  packed  along- 
side a  railroad  rail  and  exploded,  will  shift  the  whole  track 
perhaps  thirty  feet  or  more.  But  a  pound  of  the  high 
explosive  gun  cotton  properly  packed  will  create  so  much 


674 


December,  1942     THE  ENGINEERING  JOURNAL 


heat  and  impact  so  rapidly  that  it  will  shatter  a  portion  of 
the  rail  by  fusing  it.  Gunpowder  or  cordite  will  expel  a 
bullet  from  a  rifle,  but  gun  cotton  would  shatter  the  rifle 
chamber  or  breech  before  the  bullet  had  time  to  be  expelled 
from  the  barrel. 

Table  II 


Height  of  release 

Angle  of  impact 

Striking  velocity 

Feet 

Degrees 

Feet  per  Sec. 

1,000 

46 

390 

3,000 

33 

520 

5,000 

26 

610 

7,500 

22 

710 

10,000 

19 

800 

12,500 

17.5 

880 

15,000 

16 

950 

!  !„! 


-Plug   Woç/n*S'|/fl»  Alloy 


-  Body  ¥oç«nn. 


,Safoty  Pin 


-futt  Vjgnejivm  Alloy 


Fig.  1 — Typical  German  incendiary  bomb. 

Table  III 


Explosive 

Yel.  of  detona- 
tion 
Metres  per  sec. 

Explosive 
Factor 

Gun-cotton  (dry) 

Trinitrotoluene  (T.N.T.) 

Dvnamite  No.  1             

7300 

6950  to  6483 

6800 

5080 

2.8 
3 

2.8 

Amatol  80/20 

2.4 

High  explosive  bombs  differ,  of  course,  in  size  from  say — 
an  anti-personnel  bomb  of  2  lb.  or  less  to  a  large  bomb 
weighing  two  tons  as  used  at  the  beginning  of  the  war,  or 
four  tons  as  recorded  recently  in  our  Canadian  newspapers. 
They  differ  also  in  two  other  important  respects,  namely 
the  relative  weight  of  the  case  itself  and  the  kind  of  fuse. 
So  we  have  armour  piercing,  heavy  case,  medium  case  and 
light  case  bombs.  The  heavier  the  case,  the  greater  the 


penetrating  power  of  the  bomb.  Obviously  in  two  bombs  of 
equal  size  and  weight  the  one  with  the  heavier  case  will 
contain  a  lesser  weight  percentage  of  explosive.  Fuses  are 
of  two  main  kinds,  the  instantaneous  fuse  designed  to  cause 
explosion  at  the  moment  of  impact  and  usually  attached  to 
the  nose  of  the  bomb,  and  the  delay  or  time  fuse  having 
mechanical,  electrical  or  chemical  means  to  explode  the 
bomb  some  time  after  impact  ;  this  period  may  be  a  fraction 
of  a  second  or  even  several  hours,  as  desired.  Time  fuses 
are  ordinarily  attached  to  the  rear  of  the  bomb  where  the 
impact  when  the  bomb  strikes  the  target  is  not  so  likely  to 
smash  the  fuse  mechanism  and  put  it  out  of  business. 
Tables  IV  and  V  show  types  and  sample  dimensions  of 
H.E.  bombs.  It  is  not  possible  to  give  complete  data  on 
air  bombs  because  in  this  war  new  and  heavier  varieties 
are  appearing  so  frequently. 

Table  IV 


Type  of  bomb 

Charge/weight 
Per  cent 

Gross  weight 

Anti-personnel 

Light-case 

Medium-case 

Heavy-case 

15  to  20 
50  to  60  ] 
25  to  40   \ 
small      J 

20  1b. 
50  to  4000  lb. 

Table  V 
Typical  Dimensions  of  Aircraft  Bombs 


Bomb 

Length 

Diam. 

Sectional 
Density 

2,000  lb.  light-case 

1 ,  100  lb.  heavy-case 

550  lb.  medium-case .... 

220  lb.  medium-case .... 

100  lb.  medium-case .... 
20  lb.  Anti-personnel. .  . 

14      (9)  ft. 
6      (4)  ft. 
5      (4)  ft. 
414  (2)  ft. 
4  ~  (2)  ft. 
2      (1)  ft. 

24  ins. 
12  ins. 
15  ins. 
10  ins. 

9  ins. 

5  ins. 

4.4  1b./in.2 

9.7  " 
3.1      " 

2.8  " 
1.6      " 
1.0      " 

Figures  in  brackets  in  Col.  2  give  length  of  bomb-carcase  not  in- 
cluding tail. 

Sectional  density  equals  

Max.  Cross  Sectional  Area 

Armour-piercing  bombs  are  generally  used  against 
military  or  naval  rather  than  civilian  targets.  They  have 
very  heavy  cases  and  great  penetrating  power.  The  ad- 
vantage of  a  heavy  case  and  a  time  fuse  is  that  the  bomb 
enters  and  lodges  in  the  target  before  the  explosion  takes 
place,  and  an  explosion  in  a  confined  space  does  more 
damage  to  the  target  than  does  a  surface  explosion.  On  the 
other  hand  a  light  case  bomb  with  instantaneous  fuse  will 
explode  on  the  surface  of  a  street  and  its  greater  percentage 
of  explosive  will  cause  greater  air  impact  and  a  greater 
number  of  splinters,  doing  more  damage  to  persons  and 
shattering  more  glass  at  great  distances  from  the  explosion 
centre. 

3.  PARACHUTE  MINES  AND  AERIAL  TORPEDOES 

These  two  varieties  of  explosive  missiles  dropped  by 
aeroplanes  have  no  resemblance  to  each  other  but  may  be 
mentioned  because  we  have  recently  heard  of  their  use.  The 
parachute  mine  contains  a  very  high  percentage  of  explo- 
sive. Its  protective  casing  is  light  and  has  little  resistance 
to  impact,  so  that  the  speed  of  descent  has  to  be  moderated 
by  attaching  it  to  a  parachute.  When  it  reaches  the  ground 
it  is  most  dangerous  from  an  incendiary  and  explosive 
point  of  view.  Much  of  the  more  recent  damage  by  the 
Germans  in  congested  areas  has  been  due  to  parachute 
mines. 

The  aerial  torpedo  is  used  by  aeroplanes  operating  with 
the  navy.  It  resembles  an  ordinary  naval  self  propelling 
torpedo  and  is  used  against  enemy  ships,  but  is  released 
from  a  low-flying  plane  and  attacks  the  target  in  the  same 


THE  ENGINEERING  JOURNAL     December,  1912 


675 


way  as  any  other  torpedo.   Because  it  is  carried  by  an 
aeroplane  it  is  likely  to  be  smaller  than  most  other  torpédos. 

(B)  Bomb  Damage 

1.    BLAST 

Let  us  assume  that  a  high-explosive  bomb  contains  one 
cubic  foot  of  solid  or  liquid  explosive.  Detonation  converts 
this  into  a  gas  which  would  have  a  volume  of  say  1,000 
cu.  ft.  at  ordinary  temperature  and  pressure.  But  at  the 
very  high  temperature  of  detonation  this  volume  may  be 
10,000  or  12,000  cu.  ft.  at  the  instant  of  explosion.  The  case 
expands,  mostly  at  its  centre,  to  about  one  and  a  half  times 
its  usual  size  and  then  bursts,  releasing  explosive  gas  and 
shooting  out  fragments  or  splinters  in  all  directions  at 
about  twice  the  speed  of  a  rifle  bullet,  which  is  2,500  to  3,000 
ft.  per  sec.  All  this  happens  in  about  one  five  thousandth  of 
a  second.  The  results  are  a  sudden  enormous  air  pressure, 
fragmentation,  disruption,  penetration,  craters  and  other 
damage.  These  may  best  be  studied  separately. 

\b/n2 


Approximate  Deplh 
of"  Penetration 


-for  Unit  Sectlbnd  Density  of  Bomb 


jo  jKilllseconds 
Fig.  2 — Oscillograph  record  of  typical  blast  wave. 

Experiments  show  that  in  the  immediate  vicinity  of  the 
blast  the  air  pressure  increases  greatly  and  suddenly  and 
then  subsides  to  a  subnormal  pressure  or  suction  that  lasts 
much  longer  than  the  initial  high  pressure  and  often  causes 
more  damage  to  structures.  Figure  2  shows  an  actual 
experimental  curve  of  pressure  taken  at  50  feet  from  the 
explosion  of  a  500  lb.  bomb. 

Table  VI  gives  pressures  and  suctions  at  different  distances 
from  the  explosion  centre.  This  successive  pressure  and 
suction  radiates  in  air  waves,  the  duration  of  each  wave  as 
shown  in  Fig.  2  being  about  30  milli-seconds,  which  is 
about  one  thirty-third  of  a  second. 

Table  VI 
Initial  Phases — 500  Lb.  Medium-Case  Bomb 


Distance  from 
Bomb 
Feet 

Maximum  Positive 

Pressure 

Lb.  per  sq.  in. 

Maximum  Suction 
Lb.  per  sq.  in. 

30 

50 

100 

200 

24 
6 
2.3 

0.4       ' 

1.4 
0.8 
0.2 

Some  rather  strange  examples  can  be  cited  to  prove  that 
this  suction  actually  exists  as  a  destructive  part  of  the 
shock  wave  in  the  air.  Fig.  2  might  give  the  casual  impres- 
sion that  the  maximum  positive  pressure  in  the  air  wave  is 
not  excessive,  but  it  will  be  noted  that  it  represents  pres- 
sures at  50  feet  from  the  centre  of  explosion,  and  according 
to  Table  VI  the  pressures  are  vastly  greater  closer  to  the 
explosion,  so  much  so  that  life  cannot  withstand  the  air 
shock  at  close  quarters,  to  say  nothing  of  fragments  and 
splinters  travelling  at  high  speeds  in  all  directions. 

2.    SPLINTERS  AND  GLASS 

Splinters  or  bomb  fragments  travel  outwards  from  the 
explosion  centre  as  already  stated  at  initial  speeds  up  to 
7,000  feet  per  sec.  These  penetrate  or  perforate  any  targets 
presented,  depending  on  the  character  of  the  target  and  the 
speed  and  weight  of  the  splinters.  Table  VII  shows  pene- 
tration into  Douglas  fir. 

Table  VIII  indicates  the  number  of  perforations  in  steel 
plates  of  varying  thicknesses  and  at  different  distances 
from  the  explosion. 

Flying  glass  is  very  dangerous,  particularly  to  persons. 
In  the  first  world  war  the  Halifax  explosion  smashed  the 
glass  in  a  front  door  and  carried  the  splinters  the  full  50-ft. 


2oo  400  6oo  goo  IO0O 

5lrikina   Yeioatu-  Feet  per  second 


17  oo 


Fig.  3 — Diagram  showing  depth  of  penetration  of  different 
materials  by  typical  bombs. 

length  of  a  corridor,  embedding  them  in  a  wooden  door  at 
the  far  end,  and  the  splinters  did  not  fall  perceptibly  in 
transit. 

The  fragments  from  anti-aircraft  shells  dropping  to  earth 
after  the  explosion,  cause  damage  similar  to  that  of  the 
splinters  from  a  bomb  blast.  Their  speed  is  the  result  of  the 
force  of  gravity. 

3.    BOMB  PENETRATIONS 

Perforation  means  that  the  bomb  or  fragment  passes 
through  the  target,  Penetration  includes  any  entering  of 

Table  VII 
Penetration  by  Fragments  into  Douglas  Fib 


Fragment  Wt. 

Ounces 

Striking  Velocity 
Feet  per  Sec. 

Mean  Penetration 
Inches 

'•2 

2,000 
1,000 

5.05 

2  5 

H 

1,000 

1.4 

H-o 

4,000 
2,000 

3  55 

2  1 

Ho 

2,000 

1.2 

Hoo 

4,000 
3,000 
2,000 

1.6 
1.3 

0.8 

the  target  short  of  perforation.  In  the  case  of  bombs,  pene- 
tration is  not  an  end  in  itself  as  is  the  case  with  rifle 
bullets,  shrapnel  or  splinters,  but  it  is  rather  a  means  to  an 
end,  the  end  being  destruction  by  explosion  or  fire,  or  the 
distribution  of  war  gas.  Table  IX  shows  penetrations  of 
different  targets  by  typical  bombs  of  varying  case  thickness, 
size  and  speed. 


676 


December.  1942     THE  ENGINEERING  JOURNAL 


Table  VIII 
Perforations  per  100  Sq.  Ft.  in  Steel  Plate  from  Heavy  Bomb 


Plate  thickness 

30  ft.  dist. 

50  ft. 

100  ft.  dist. 

Yi  in. 
1  in. 
l^in. 
2  in.  (2-1") 

42 
26 
11 

72 

24 

15 

5 

4.5 
3 

Figure  3  gives  similar  information  regarding  various 
targets.  It  maybe  noted  that  if  we  have  two  bombs  of  similar 
shape,  one  of  which  has  just  twice  the  linear  dimensions  of 
the  other,  then  the  larger  will  have  eight  times  the  volume 
or  mass  of  the  smaller,  but  only  four  times  the  cross  sectional 
area.  The  gravity  pull  on  the  larger  will  be  eight  times  that 
on  the  smaller  bomb,  whereas  the  air  resistance — which 
depends  on  the  sectional  area — will  be  only  four  times  as 
great.  Thus  with  similar  shape  and  density  and  a  similar 
height  of  release  the  larger  bomb  will  reach  the  earth 
surface  at  a  higher  speed  than  the  smaller  one.  Sectional 
density  is  the  weight  of  the  bomb  per  square  inch  of  cross 
sectional  area.  The  greater  the  sectional  density,  the 
greater  the  speed  of  the  bomb,  other  factors  being  equal. 

Table  IX 
Bomb  Penetrations 


Bomb  lb 

Shell  case 

Dia.  in 

Wt.  per  sq.  in. 

Section 

Velocity  ft.  per 

sec 

Penetration  in 
feet 

Soft  Clay 

Earth.  . 

Sandy  Soil .... 
Firm  Gravel 
Oak  Beech 

Timber 

Bricks 

Limestone 

Rein.  Concrete, 

2,800  1b 

Rein.  Concrete 

3,200  lb 

Rein-Concrete, 
5.700  1b 


50 

110 

220 

550 

1100 

2200 

Med. 

Heavv 

Med. 

M.H. 

Heavy 

Med. 

5 

7 

10 

12 

12 

21.5 

2.5 

2.9 

2.8 

4.9 

9.7 

6.1 

500 

600 

700 

800 

1000 

1200 

11 

16 

20 

37 

92 

72 

7 

10 

12 

24 

59 

44 

6.5 

9 

10 

20 

50 

32 

4 

6 

7 

14 

35 

26 

3 

5 

6 

12 

33 

25 

3  5 

4 

4  5 

9 

25 

20 

1 

1.5 

2 

3 

8 

5.5 

0  8 

1 

1 

1.5 

6 

4.5 

0.7 

0  7 

0.8 

0.9 

4 

3 

0.5 

0.5 

0.6 

0  7 

3 

2 

4000 
Med. 
25.5 

7.8 

1500 

95 
62 
47 
37 

47 
32 

8.5 

7.5 
5 
3  5 


Referring  to  Shell  Case — M.H.  denotes  Medium  Heavy. 

4.    CRATERS 

If  a  heavy-case  bomb  with  time  fuse  hits  the  concrete  roof 
of  a  multi-storey  building  with  concrete  floors,  it  is  quite 
likely  to  perforate  the  roof  and  several  floors  before  coming 
to  rest  and  exploding.  Figure  4  illustrates  the  action  on  a 
concrete  slab,  snowing  how  the  impact  causes  a  compression 
in  the  upper  portion  of  the  slab,  which  in  turn  creates  a 
tension  in  the  lower  portion,  dislodging  an  irregular  plug- 
shaped  portion  and  allowing  the  bomb  to  come  through. 
This  is  known  as  the  scabbing  of  concrete  and  it  occurs 
successively  on  the  upper  floor  slabs,  with  lessened  force 
each  time  until  the  bomb  is  brought  to  rest. 

If  the  bomb  does  not  perforate  the  target  but  merely 
penetrates  it  to  some  depth  as  indicated  in  Table  IX,  the 
resulting  depression  in  the  surface  is  known  as  a  crater. 
Most  bombs  are  dropped  from  great  heights  coming  to  the 
ground  with  great  velocity  but  seldom  more  than  1,000 
ft.  per  sec.  Even  in  a  city  like  London,  only  about  15  per 
cent  of  the  ground  surface  is  covered  by  buildings,  there- 
fore, the  chances  are  about  six  to  one  that  the  bomb  will 
not  hit  a  building  but  will  land  in  a  park,  street,  lane  or 
backyard.  More  accurate  aim  can,  of  course,  be  attained  with 
low  flying  planes  or  dive  bombers.  The  crater  left  in  the  earth 
surface  after  the  explosion  of  a  heavy-case  bomb  deserves 


study.  Figure  5  is  a  diagrammatic  representation  of  a 
crater  in  ordinary  earth.  The  circle  O  shows  where  the  bomb 
bursts  and  it  will  be  noted  that  the  depth  of  this  burst 
below  the  normal  earth  surface  is  about  equal  to  the  radius 
AB  of  the  final  crater.  The  ratio  AB  over  AO  is  known  as 
the  index  of  the  mine,  which  in  this  particular  case  is  equal 
to  one.  With  this  index  the  crater  is  known  as  a  common 
mine.  If,  due  to  less  penetration,  or  greater  explosive  power, 
the  index — usually  referred  to  as  n — is  greater  than  unity, 
then  we  have  an  overcharged  mine.  If  the  index  is  less  than 
unity  it  means  that  the  penetration  is  deeper  or  the  explo- 
sive force  relatively  less  and  the  radius  of  the  crater  is  less 
than  the  depth  of  burst,  resulting  in  an  undercharged  mine. 
It  is  also  possible  for  the  burst  to  be  at  such  a  depth  that 
the  explosion  does  not  affect  the  ground  surface.  This  is 
known  in  military  language  as  a  camouflet.  The  opposite 
extreme  is  the  surface  explosion — perhaps  from  a  light-case 
instantaneous  bomb — bursting  on  the  fairly  hard  paved 


Fig.  4 — Diagram  showing  "scabbing"  of  concrete. 


Fig.  5 — Diagrammatic  representation  of  a  crater  in  ordinary 

earth. 

street  or  on  frozen  ground  and  making  only  a  very  shallow 
crater  or  none  at  all.  Figure  6  shows  the  relation  between 
depth  of  burst  and  diameter  and  depth  of  crater  for  various 
bombs  and  different  values  of  n. 

Near  London  a  test  was  made  on  a  plot  of  ground  forty 
feet  square.  A  brick  sewer  was  laid  8  ft.  6  in.  below  the 
surface.  Water  and  gas  mains,  power,  light  and  telephone 
cables  were  laid  below  the  surface  in  loamy  soil  and  in  two 
layers  at  right  angles  to  each  other.  Four-inch  wood  block 
pavement  was  laid  on  the  surface  resting  on  11-inch 
reinforced  concrete  on  ash  and  hard  ballast.  A  large  medium- 
case  bomb  was  inserted  2  ft.  G  in.  deep  at  the  centre  of  the 
plot.  When  exploded  it  formed  a  hole  in  the  pavement  8  ft. 
in  diameter  and  a  cavern  below  the  pavement  20  ft.  in 
diameter  and  4  ft.  3  in.  deep.  Fragments  of  concrete  were 
thrown  100  yards.  Both  layers  of  service  mains  were  made 
almost   useless   but   the   sewer   while   damaged    was   still 


THE  ENGINEERING  JOURNAL     December,  1942 


677 


capable  of  functioning.  The  photograph  in  Fig.  7  shows  a 
bomb  crater  in  one  of  London's  streets  and  it  will  be 
observed  that  service  conduits,  water  mains  and  sewer 
have   been   badly   disrupted. 

Voridti'on  of  Dïom.  and  Depth  of  Crater  with 
Depth  of  Burst" in  Earth  (S«  1-4}. Li'aht Case  Bombs. 

Crater  C -Weight  of  Charge- 

0'2fl a^—fiz? ^çoMnoN  riiwE 

An- 


CraYçr 
DeplW 


30  40  Sofr 

Depth   erf  Burst 


30 


4-0  50-fh 

Depth  of  Burst 


Fig.  6 — Diagram  showing  relation  between  depth  of  hurst  and 

diameter  and  depth  of  crater  for  various  bombs,  for  different 

values  of  n. 

(C)  Structural  Defence 

In  connection  with  the  foregoing,  it  should  be  understood 
that  the  sizes  of  bombs,  craters,  etc.,  are  merely  typical. 
Even  if  it  were  possible  to  make  an  exhaustive  list  for  the 
kinds  of  bombs  used  to  date,  it  must  be  remembered  that 
greater  and  more  powerful  bombs  are  continually  being 
designed  and  the  end  is  not  yet. 

Thus  in  designing  structures  a  combination  of  common 
sense  and  foresight  will  produce  varying  degrees  of  bomb 
resistance,  but  an  absolutely  bomb  proof  structure  can 
exist  only  in  the  imagination  of  an  optimist.  One  must  know 
the  unknowable  future  before  deciding  that  anything  is 
bomb  proof. 

Structural  defence  enhances  the  safety  of  persons,  and 
also  that  of  buildings  and  plant.  If  these  latter  are  demo- 
lished the  country's  industrial  and  war  effort  will  be 
paralysed.  To  help  in  consideration  of  this  subject  it  will  be 
well  to  take  it  under  three  main  headings,  viz.  concealment, 
shelters  and  buildings,  old  and  new. 


1.    CAMOUFLAGE 


(D)  Concealment 


Camouflage  is  a  broad  subject — almost  anything  may  be 
camouflaged  to  blend  with  the  colour  of  its  surroundings 


Fig.  7 — Photograph  of  bomb  crater  in  one  of  London's  streets- 

and  so  be  less  noticeable.  So  far  as  air  attack  is  concerned, 
camouflage  should  be  designed  to  deceive  the  attacking 
pilots  and  their  observers  at  the  place  and  at  the  height 
where  bombs  might  be  released.  Such  camouflage  should 
be  backed  up  by  the  use  of  fighting  planes  and  anti-aircraft 
artillery,  because  if  the  attacking  planes  reach  low  altitudes 
for  any  length  of  time  the  camouflage  is  likely  to  be  solved 
by  the  enemy.  It  is  quite  possible  with  wire  mesh  and  various 
sorts  and  colours  of  canvas,  along  with  light  temporary 
framing,  to  so  change  the  contour  and  even  the  colour  of  a 
limited  portion  of  the  landscape  as  to  make  it  appear  that 
some  vulnerable  target,  such  as  a  building  or  a  bridge  is, 
say,  half  or  three  quarters  of  a  mile  away  from  its  real  site. 
Some  light  dummy  construction  is  used  to  simulate  the 
structure  itself.  Almost  the  best  possible  camouflage  is 
natural  protection  by  trees.  To  simulate  trees  by  camou- 
flage requires  elaborate  and  expensive  work.  But  if  in 
building  new  roads  or  factories  the  trees  can  be  left  in 
place  to  some  appreciable  extent,  instead  of  being  entirely 
destroyed  as  is  usually  the  case,  then  camouflage  will  be 
greatly  simplified  and  at  the  same  time  we  shall  earn  the 
lasting  goodwill  of  our  friends,  the  landscape  architects. 

Inflated  balloons  with  suspended  nets  are  sometimes  used 
to  prevent  the  too  near  approach  of  enemy  planes,  even 
where  camouflage  is  not  in  use.  Camouflage  and  balloons 
are  usually  arranged  for  by  military  authorities. 

2.  SMOKE  SCREENS 

A  smoke  screen  is  readily  created  in  industrial  areas  by 
merely  interrupting  the  observance  of  the  usual  laws 
enforcing  smoke  suppression.  The  effectiveness  of  the  screen 
depends  on  the  number  and  size  and  strategic  position  of 
the  local  chimneys  and  on  the  character  of  the  fuel  used; 
and  the  duration  of  the  effectiveness  depends  on  air, 
weather  and  winds.  Usually  these  smoke  screens  cannot  be 
depended  on  to  last  as  long  as  they  are  wanted  and  where 
they  are  wanted. 

3.  BLACKOUT 

Lights  are  of  great  advantage  to  the  attacking  bomber  at 
night,  particularly  in  or  near  large  cities.  So  it  is  generally 


678 


December,  1942     THE  ENGINEERING  JOURNAL 


conceded  that  a  blackout  is  the  best  night  defence.  They 
have  been  very  effective  in  Great  Britain  and  in  Europe. 
Many  parts  of  Canada  and  the  United  States,  especially 
the  coastal  cities  and  towns,  are  well  organized  and  have 
had  blackout  rehearsals.  In  private  houses  and  most  build- 
ings where  work  is  not  being  done  at  night  the  blackout 
arrangements  are  simple  and  all  lights  are  dimmed  or  put 
out.  Special  cases  include  schools  conducting  night  classes. 
war  factories  on  night  shifts,  hospitals,  railway  stations  and 
railroad  trains.  It  is  desirable  that  all  such  institutions 
earry  on  with  a  minimum  of  interruption.  Even  with  the 
best  of  care  there  must  be  many  more  alarms  than  actual 
raids.  Use  is  made  of  a  fabric  known  as  hessian  bitumen  for 
blacking  window  panes.  Heavy  black  curtains  that  can  be 
drawn  across  the  inside  of  windows  are  also  used,  and 
opaque  wooden  shutters  are  used  outside  the  windows.  At 
railroad  stations  and  hospital  entrances  and  on  emergency 
automobiles  dim  lights  may  be  permitted.  Nurses  are  often 
allowed  dim  flash  lights.  In  war  factories  arrangements  are 
made  for  the  workers  to  have  safety  refuge's  near  their 
benches  or  machines,  thus  reducing  the  interruption  by  the 
air  raid  to  a  few  minutes.  Nearly  all  municipalities  in 
Canada  and  the  United  States  have  air  wardens  organized 
for  handling  blackout  problems  and  accidents.  These 
organizations  are  modelled  after  those  that  have  been 
successful  in  Great  Britain. 

Recently,  night  defence  by  excessive  glare  of  lights, 
enough  to  dazzle  the  attacking  planes,  has  been  advocated 
in  the  United  States  and  actually  tried  as  a  defence  by  the 
(  iermans  against  a  recent  air  raid  by  the  R.A.F.  The 
casualties  among  the  attackers  were  decidedly  greater  than 
usual,  but  it  is  possible  that  the  damage  by  bombing  on 
more  obvious  targets  may  have  been  much  more  severe 
also. 

(E)  Air  Raid  Shelters 

1.    SMALL  SHELTERS 

Many  small  shelters  were  built  in  the  back  yards  of 
houses  in  Great  Britain  almost  as  soon  as  war  broke  out. 
None  of  them  will  withstand  a  direct  hit  by  a  bomb,  but 
all  are  resistant  to  flying  bomb  splinters,  incendiary  two- 
pound  bombs,  and  falling  fragments  from  anti-aircraft 
shells.  Three  sorts  may  be  mentioned. 

Trench  Shelters 

These  aie  buried  or  half  buried  in  the  ground  and  gener- 
ally accommodate  from  four  to  twelve  persons.  They  are 
covered  or  arched  over  with  wood  or  other  framing  and  the 
roof  is  covered  with  about  18  inches  of  turf  or  sandbags. 
At  one  end  there  is  a  door  opening  and  sometimes  a  special 
door  covering.  The  opening  should  if  possible  be  not  more 
than  six  feet  away  from  and  facing  a  good  permanent  wall 
so  that  splinters  cannot  very  well  enter  unless  they  deflect 
from  the  wall,  which  is  unlikely.  The  shelter  should  be 
floored  and  lined  and  properly  drained  and  seats  or  bunks 
should  be  provided. 

Surface  Shelters 

These  are  like  the  trench  shelters,  except  that  they  are 
entirely  above  ground  and  there  is  no  drainage  problem.  The 
walls  are  of  brick  or  stone  or  reinforced  concrete  about  13 
inches  thick.  This  thickness  of  wall  or  the  18  inches  of  turf 
on  the  roof  will  keep  most  splinters  out. 

Anderson  Shelters 

The  Anderson  shelter  resembles  the  trench  shelter  and  is 
often  half  buried  in  the  ground.  The  sides  and  roof  are  lined 
with  corrugated  iron  vertical  side  pieces — curved  to  arch 
shape  at  the  roof  and  overlapping  at  the  crown — and  the 
roof  and  sides  are  covered  with  at  least  18  inches  of  turf. 
These  have  been  derided  in  North  America  as  tin  cans  but 
photographs  show  them  still  holding  together  even  when 
distorted  by  blast,  when  everything  else  around  was 
demolished.  They  have  actually  saved  more  lives  than  any 


other  class  of  shelter  and  have  been   very   widely  used. 
Figure  8  shows  a  typical  Anderson  shelter. 


Fig.  8 — Photographs  showing  method  of  erection  of  Anderson 
shelter  and  final  appearance. 

2.    LARGE  SHELTERS 

After  many  serious  results  from  high  explosive  bombs 
exploding  at  or  near  small  private  shelters,  the  municipalities 
in  Britain  themselves  began  to  assume  responsibility  for 
larger,  safer  shelters,  and  they  called  on  the  Institution  of 
Civil  Engineers  for  recommendations.  The  Institution  set 
up  a  special  committee  for  the  purpose  and  they  enun- 
ciated the  important  principle  that  shelter  design  is  de- 
pendent on  more  or  less  definite  assumption  as  to  what  is  to 
be  resisted  whether  blast  and  splinters  only,  hits  by  smaller 
bombs  up  to  500  lb.,  or  direct  hits  by  larger  bombs.  Table 
X  shows  the  three  types  of  protection  as  suggested  by  the 
Institution's  Committee  and  also  the  thickness  of  earth, 
sand,  ballast,  brick  or  concrete  that  should  resist  a  bomb 
explosion  either  through  the  roof,  floor,  or  sides  of  the 
shelter  above  or  below  ground.  It  is  possible  for  a  bomb  to 
penetrate  the  ground  alongside  the  shelter  with  a  resulting 
explosion  adjacent  to  the  side  walls  or  even  under  the  floor. 
Figures  9  and  10  show  circular  and  rectangular,  partially 
underground,  shelters  in  accordance  with  the  Institution's 
suggestions.  The  maximum  concrete  roof  thickness  of  7  ft. 
6  in.  suggested  in  Table  X  has  since  been  increased  to 
10  ft.  to  take  care  of  more  severe  bomb  bursts.  Other 
dimensions  have  been  similarly  increased. 

The  following  suggestions  apply  to  shelters  in  general  and 
especially  public  underground  shelters: 


THE  ENGINEERING  JOl'RNAL     December.  1912 


679 


(a)  Limiting  capacities  are  usually  assumed  at  400 
persons  for  shelter  against  lighter  bombs  and  1,200  persons 
where  heavier  bombs  are  likely. 

(b)  There  should  be  two  entrances,  so  that  if  one  is 
blocked  by  debris  the  other  will  be  available.  Entrances  in 
public  shelters  should  be  capable  of  admitting  stretcher 
cases  and  wide  enough  to  permit  quick  access  or  emptying. 

(c)  Division  walls  help  to  support  and  strengthen  the 
roof  and  it  is  advisable  to  divide  the  shelter  into  compart- 
ments each  for  about  50  persons.  This  localizes  damage  by 
bombs  and  prevents  to  some  extent  the  spread  of  panic. 

Table  X 


Type  of 
Protection 

Overhead 
Protection 

Lateral 

above 

Ground 

Lateral 

belo  w 

Ground 

Base 
Protection 

First 
Blast  and  Splin- 
ters, 50  feet 
away 

1' 6"  Earth* 
Sand,  or 
Ballast,  or 
6"  Con- 
crete or 
5"  Reinf. 
Concrete. 

2'  6"  Sand 
or  Earth, 
or  l3]/2" 
Good  Brick 
or  Stone 
Wall. 

Second 
Hit  by  500  lb. 
Medium  Case 
Bomb 

Special 
Quality 
Reinf. 
Concrete 
5'  thick. 

Special 
Quality 
Reinf. 
Concrete 
3' 3"  thick. 

Special 
Reinf. 
Concrete 
6'  6"  thick. 

Reinf. 
Concrete 
5"  thick. 

Third 
Hit  by  Heavy- 
Case  Bomb. 

Special 
Quality 
Reinforced 
(  'oncrete 
7' 6"  thick. 

Same  as 
above 

Same  as 
above 

Same  as 
above 

N.B. — Thickness  of  walls  below  ground  may  be  reduced  to  5'  6"  for 
Round  Shelters  not  more  than  30  ft.  inside  CUE.,  or  on  straight  walls 
with  Buttresses  not  more  than  10  ft.  apart. 

Below  25  ft.  in  Sand  or  Gravel  or  40  ft.  in  Clay,  wall  and  base  thick- 
nesses may  be  reduced  4  in.  for  every  additional  foot  of  depth  to  a 
minimum  thickness  of  2'  6". 

(d)  If  shelters  are  open  to  outside  air,  gas  masks  must  be 
available.  If  shelters  are  sealed  in  some  effective  way,  gas 


masks  are  unnecessary.  Sealed  shelters  may  be  air  con- 
ditioned. 

(e)  Preventive  low  earth  dams  can  be  built  around  the 
entrances  to  underground  shelters  to  prevent  surface  water 
entering  the  shelter. 

(f)  Chemical  closets  will  provide  the  necessary  sanitary 
facilities. 

(g)  Emergency  supply  of  drinking  water  in  bottles  is 
useful  if  the  regular  water  pipes  are  damaged. 

(h)  Similarly,  candles  are  advisable  in  case  the  regular 
lighting  system  is  out  of  order. 

(i)  Spades  and  picks  in  the  shelter  will  come  in  handy  if 
it  is  necessary  that  occupants  dig  themselves  out. 

While  most  of  the  larger  shelters  are  built  by  municipal- 
ities, some  of  the  best  have  also  been  erected  by  telephone 
and  power  companies  and  by  schools. 

Some  general  observations  on  shelters  may  be  made  here. 
A  shelter  has  really  done  its  job  if  it  prevents  serious  dam- 
age or  death  of  the  occupants,  even  if  it  comes  out  of  the 
bombing  in  a  bent  and  battered  condition.  There  will  often 
be  an  opportunity  to  repair  and  strengthen  it  before  the 
second  onslaught  occurs  or  it  may  survive  several  bombings 
with  only  increased  distortion  while  still  offering  a  good 
deal  of  protection.  Therefore  it  is  wrong  to  use  ordinary 
working  stresses  as  stipulated  by  peace  time  codes  in 
designing  shelters.  Allowable  stresses  should  be  consider- 
ably increased,  to  at  least  the  elastic  limit  of  the  material 
and  full  advantage  should  be  taken  of  redundancy.  In  fact 
redundancy  is  of  very  great  advantage  in  case  part  of  the 
shelter  or  some  members  are  removed  or  displaced  by  the 
explosion. 

Elaborate  and  fairly  comfortable  shelters  tend  to  induce 
some  persons  to  resort  to  them  more  than  is  necessary  and 
to  stay  there  unduly  perhaps  in  a  spot  that  they  may  come 
to  look  on  as  reserved  for  themselves.  These  persons  are 
certainly  not  making  a  maximum  war  effort  when  the\r  are 
in  the  shelters  unnecessarily.  On  the  other  hand,  there  are 
many  people  who  can  scarcely  be  induced  to  go  to  the 
shelters  when  thev  really  should. 


^v>^ 


f?w 


CIRCULAR   SHELTER    FOR   200   PERSONS 
Fig.  9 — Circular  slu-lter  for  200  persons. 


680 


December,  1912     THE  KNGINEERING  JOURNAL 


A 


LS<Z 


BASEMENT      PLAN 


LONGITUDINAL    SECTION 


*'  dbcri  J-f  *.<* 


GROUND     FLOOR      PLAN 


SCALE  OF  FEET 


CROSS    SECTION 


RECTANGULAR  SHELTER  FOR  200  PERSONS 

Fig.  10 — Rectangular  shelter  for  200  persons. 


Justification  for  expensive  shelters  is  a  matter  of  judg- 
ment. In  Great  Britain  heavy  bombing  has  been  at  times 
very  frequent  and  important  cities,  such  as  London  and  the 
industrial  centres  require  shelters  of  great  capacity  if  their 
life  and  work  is  to  continue  and  be  productive.  Per- 
manently built  refuges  such  as  underground  shelters  of 
great  capacity  and  portions  of  transportation  tunnels  have 
been  provided.  Schools  have  in  many  cases  built  shelters 
large  in  capacity  but  not  so  sturdily  constructed.  North 
America  has  not  yet  suffered  from  air  bombing,  but  precau- 
tions such  as  blackouts,  captive  balloons  and  air  raid 
precaution  training  have  been  organized  and  rehearsed  and 
put  into  effect  in  coastal  areas  and  some  other  strategic 
points  farther  inland.  The  taking  of  such  measures  is  an 
insurance  against  disaster.  The  amount  spent  in  this  manner 
should  depend  on  two  things,  the  likelihood  of  attack  and 
the  importance  of  the  buildings  or  plant  in  the  war  economy. 

3.    SPECIAL  SHELTERS 

Among  the  more  specialized  shelters  may  be  noted  the 
sheet  steel  cone-shaped  shelter  of  sufficient  size  to  hold 
only  one  or  two  persons.  It  has  a  tight  fitting  stiffened  side 
door,  curved  to  conform  to  the  shape  of  the  cone.  Figure  11 
shows  such  a  shelter.  It  is  intended  to  give  some  protection 
to  the  very  limited  number  of  key  men — such  as  air  war- 
dens— who  must  stay  at  times  in  dangerous  places. 

There  is  also  the  corridor-like  pre-cast  reinforced  con- 
crete shelter  consisting  of  portable  concrete  frames  a  foot 
or  two  long  clamped  together  by  long  tie  rods  passing 
through  holes  in  the  frames  like  the  sections  of  an  ordinary 
heating  radiator.  These  can  be  made  as  long  as  advisable 
and  can  be  taken  apart  and  easily  moved.  They  are  used 
just  outside  of  war  factories  and  their  nearness  to  the 
factory  minimizes  the  time  that  the  worker  loses  during 
an  air  raid  alarm. 

In  Ramsgate,  and  also  in  Chungking,  China,  and  in  many 
other  places,  underground  tunnels  of  enormous  capacity 
have  been  dug  in  somewhat  chalky  soil.  Finsbury — one  of 
the  London  boroughs — has  projected  underground  spiral 
garages  of  large  size  to  serve  as  municipal  shelters  during 


the  war  and  as  regular  garages  afterwards.  Figure  12  shows 
such  tunnels  and  the  spiral  garage. 

(F)  Old  and  New  Buildings 

1.    ADAPTING  OLD  BUILDINGS 

When  a  bomb  explodes  above  ground,  air  shock  is  of 
importance  as  it  will  shatter  glass  and  light  partitions  and 
curtain  walls  even  at  some  distance.  When  the  explosion  is 
below  ground,  earth  shock  assumes  primary  importance, 
the  vertical  and  horizontal  components  of  this  shock 
causing  the  collapse  of  walls  and  floors,  especially  when 
these  are  not  well  bonded  together. 


Fig.  11 — Cone-shaped  shelter. 

Fabi'ics  such  as  the  hessian  bitumen  mentioned  under 
blackout  tend  to  prevent  shattering  and  flying  of  glass. 
Wired  glass  is  much  better  than  plain  glass,  and  wire  mesh 
can  be  secured  just  inside  the  panes  with  a  good  effect. 


THE  ENGINEERING  JOURNAL     December,  1942 


681 


Wire  "trussing"  of  pane*  and  the  pasting  of  brown  paper 
on  the  glass  are  not  very  effective.  Large  windows  may  be 
strongly  boarded  outside  or  partially  or  entirely  walled  up 
by  temporary  brick  walls.  If  these  walls  do  not  reach  the 
top  of  the  window  it  will  be  well  during  an  air  raid  to  open 


Fig.  12 — Underground  spiral  garages  to  serve  as  municipal 
shelter,   during    war,    projected    for    the   horough    of    Finshury. 

that  portion  of  the  window  that  is  not  walled,  thus  prevent- 
ing glass  breakage. 

The  collapsing  of  walls,  roofs,  and  floors  in  the  upper 
part  of  a  building  is  almost  sure  to  throw  a  heavy  debris 
load  on  some  of  the  lower  floors.  It  is  well  therefore  to 
choose  a  suitable  lower  Moor  and  insert  extra  props  of  wood 
or  other  material  to  help  that  floor  to  withstand  this  debris 
load.  Such  props  and  other  reinforcing  can  be  designed 
with  a  much  smaller  factor  of  safety  than  used  in  ordinary 
construction  because  deflections  and  distortions  do  no! 
make  much  difference  as  long  as  actual  collapse  is  pre- 
vented. 

If  part  of  an  existing  building  is  to  be  used  as  a  shelter  it 
is  well  to  choose  a  portion  where  bombs  would  have  to 
perforate  several  floors  or  walls  before  reaching  the  shelter. 

In  buildings  of  only  a  few  storeys  this  location  will 
usually  be  the  basement  or  some  of  the  lower  doors  and 
somewhere  near  the  centre  of  the  site.  The  walls  and  ceiling 
of  the  chosen  room  can  have  extra  reinforcing  and  shoring. 
If  above  ground,  the  shelter  room  is  better  a  storey  or  two 
up,  because  splinters  from  bombs  in  the  streets  do  most 
damage  on  the  ground  and  hist  floors. 

In  certain  special  buildings  such  as  power  and  transformer 
stations  it  may  be  advisable  to  enclose  important  equip- 
ment and  the  machines  by  heavy  reinforced  concrete  or 
brick  construction  of  a  strength  comparable  to  that  used  in 
large  public  shelters. 

In  some  dwelling  houses,  sleeping  mattresses  are  placed 
under  heavy  tables  and  these  tables  aie  made  strong- 
enough  to  carry  a  heavy  debris  load  of  collapsed  floors, 
plaster,  etc.  The  space  from  floor  to  table  is  screened  with 
heavy  wire  mesh  to  exclude  large  fragments.  The  so-called 
Morrison  shelter  is  of  this  type.  It  is  built  with  either  a  steel 
or  wood  frame  and  top  cover,  well  braced  together. 

In  all  building's  there  are  certain  measures  that  may  be 
taken  to  minimize  damage  from  air  raids. 

(a)  Heavy  objects  should  be  moved  from  upper  to  lower 
levels. 

(b)  Needlessly  high  brick  parapets  or  chimneys  can  be 
made  lower  so  as  to  lessen  the  danger  if  they  should  fall. 

(c)  Flammable  objects  should  be  taken  out  of  buildings 
and  should  not  be  allowed  outdoors  within  10  feet  of  the 
building.  This  applies  generally  to  automobiles  also. 

(d)  Ready  access  should  be  provided  to  the  roof  so  that 
it  can  be  patrolled  for  the  removal  or  extinguishing  of 
incendiary  bombs. 

(e)  Important  plumbing  may  be  encased  in  concrete 
walls  giving  sufficient  room  for  emergency  access. 


2.  RESCUE  AND  REPAIR  PARTIES 

Parties  are  organized  in  London  for  rescue  and  repair 
after  bombings  thus  illustrating  the  necessity  of  co-operation 
between  different  branches  of  the  Defence  Committee's 
work.  Table  XI  shows  the  equipment  provided  for  heavy 
rescue  parties  and  for  light  rescue  parties.  The  first  two- 
thirds  of  the  list  includes  equipment  that  an  ordinary 
householder  would  be  unlikely  to  have  available.  The  latter 
third  of  the  list  contains  more  common  tools  The  first  duty 
of  rescue  parties  is  to  save  life  and  minimize  injuries  to 
persons  pinned  beneath  wreckage.  The  second  is  the 
making  of  temporary  repairs  and  the  prompt  reporting  of 
unsafe  conditions  in  walls,  chimneys,  etc.  The  rescue  and 
repair  parties  are  followed  by  demolition  squads  and  more 
permanent   repair  and  reconstruction  gangs. 

3.  NEW  BUILDINGS 

The  design  of  new  buildings  should  take  cognizance  of 
the  lessons  learned  from  air  raids. 

Fire  is  on  the  whole  the  most  destructive  force  in  such 
raids.  Fireproof  construction  is  therefore  indicated.  If  wood 
must  be  used  it  can  be  impregnated  with  chemical  salts 
forced  into  the  wood  itself,  or  covered  with  certain  protect- 
ive paints,  which  are  not  nearly  so  effective  as  the  salts. 

Experience  shows  that  buildings  with  a  complete  steel 
or  reinforced  concrete  frame  supporting  the  various  floors, 
walls  and  roof  are  more  resistant  to  shocks  from  either 
earthquakes  or  bombs  than  any  other  type  of  multi-storey 
building. 

Buildings  with  load-carrying  walls  should  have  frequent 
cross  walls  or  ties  to  prevent  the  main  walls  spreading  and 
allowing  the  floors  to  collapse». 

Steel  or  concrete  fiâmes  for  buildings  of  either  one  or  more 
storeys  can  be  designed  with  stiff  or  continuous  joints  so 
that  even  if  one  important  member  is  removed  or  ruined  the 
building  may  still  stand  and  the  damage  can  be  repaired 
without  any  great  delay  or  interruption  in  the  use  of  the 
building.  Some  buildings  still  .stand  in  place  after  one 
column  or  column  foundation  has  been  destroyed  by  blast. 

A  bomb  blast  may  loosen  light  weight  partitions  or  doors 
from  their  fastenings  and  hurl  them  as  missiles  causing 
much  damage.  These  can  be  arranged  so  that  they  are  not 

Table  XI 


For 

I' 


I  lc;iv\ 

arty 


12  ft. 

3  ton 


Tools  ion  Rescue  Parties 


Iron  Shod  Levers      

Lifting  Tackle 

(i  ft.  chains  (3  ton  (  'ap.) 

Set  of  Hope  Tackle,  3  sheave,  2  sheave  . 

Single  Sheave  Snatch  Block      

10  to  15  toii  .Jacks  (preferably  ratchet)   . 

20  ton  .lack  (preferably  ratchet)      

35  ft.   Extension  Ladder 

Acetylene  Cutting  Outfit  (certain  areas) 

Small  Acetylene  Flares    

Large  Acetylene  Flares  

Heavy  Axes 


Firemen's  Axes      

Two-handled  Cross-cut  Saws    

40  ft.  lgths.  l'v  in.  Manilla  Hopes 
100  ft.  Igth.  3  in.  Manilla  Rope 
100  It.  ly,th.  4  in.  Manilla  Hope 

l.">  ft.  lgths,  Yf  in.  Wire  Hope 

Light  Picks  (about  4  Lb.) 

(  'low  Bars    

Shovels 

Sledge  Hammers 

1  land  Saws 

lion  Wheelbarrows 

3  in.  x  9  in.  Planks.  12  ft.  lg 

Hurricane  Lamps      


For  Light 

Party 


10  ft. 
114  ton 


Heavy  Tarpaulins  or  Canvas  Sheets  or  Corr.  Iron  Sheets  to  protect 
from  falling  debris. 
Fire  baskets  for  warmth  in  Winter. 
Miscell.  Tools,  spikes,  blocks, 
l 'se  small  trucks  for  transport. 


682 


December,  1912     THE  ENGINEERING  JOURNAL 


easily  moved  in  the  direction  of  the  probable  blast,  or,  they 
may  be  omitted  altogether. 

Roofs  of  war  factories — which  are  usually  of  one  storey — 
may  be  of  wood,  corrugated  iron  or  concrete  slab.  The  slab 
gives  protection  against  the  entrance  of  incendiary  bombs, 
bomb  splinters,  or  fragments  of  anti-aircraft  shells,  but 
with  a  direct  hit  on  the  concrete  roof  much  greater  damage 
will  occur  inside  the  building  than  with  the  lighter  roofs, 
because  a  collapsed  concrete  slab  is  more  destructive  to 
equipment  beneath  it  than  are  lighter  roof  coverings.  Saw 
tooth  roofs  or  any  other  sort  of  roof  windows  should  be 
avoided  or  protected  by  louvres  that  can  be  closed  in 
emergency,  because  the  flying  glass  resulting  from  a  blast  is 
most  dangerous  and  nullifies  for  sometime  any  heating  or 
ventilation  control  in  the  building.  Figure  13  shows  buildings 
completely  framed  to  carry  all  dead  and  live  loads  including 
the  walls.  It  will  be  noted  that  even  after  a  severe  bombing 
the  main  frame  still  stands  and  the  repairs  will  therefore  be 
accomplished  without  much  trouble  and  in  a  comparatively 
short  time. 

The  war  lias  emphasized  the  essential  place  in  our 
economy  occupied  by  various  materials,  especially  steel.  It 
seems  likely  therefore  that  the  increased  allowable  unit 
stresses  now  advocated  for  the  duration  of  the  war  only. 
will  to  some  extent  survive  the  coming  of  peace.  At  any 
rate  it  is  frequently  worth  while,  in  designing  steelwork,  to 
take  into  account  continuity  of  beam  action  and  stiffness 
of  joints,  thus  reducing  cross  sectional  area  while  benefitting 
from  the  resultant  rigidity  and  indeterminacy. 


remote  from  our  comparatively  peaceful  existence  in  the 
central  portion  of  America.  Not  so  as  to  sabotage.  During 
the  last  war  it  is  certain  that  enemy  agents  spent  many 
millions  of  dollars  in  deliberately  trying  to  destroy  war 
factories  and  dislocate  industries.  It  is  known  definitely  that- 
similar  agencies  are  at  work  here  to-day  but  obviously  the 
publication  of  details  would  be  unwise. 

Sabotage  differs  from  air  bombing  in  that  explosives  or 
incendiary  packages  can  be  carefully  concealed  at  the  most 
vulnerable  locations.  Often  it  is  difficult  for  the  saboteur  to 
carry  on  his  work  and  he  therefore  cannot  handle  the 
enormous  quantities  of  explosives,  etc.,  that  would  be  used 
in  an  air  raid.  But  he  makes  up  for  this  by  skill  and  cunning 
in  the  placing  of  his  mines. 

Last  July,  in  Minneapolis,  the  American  Society  of  Civil 
Engineers  held  a  symposium  on  sabotage.  This  symposium 
indicated  that  the  attacks  were  likely  to  centre  around 
water  supply,  power,  and  war  industries.  One  of  the  most 
common  destructive  agencies  is  fire,  and  water  and  power 
are  essential  in  fighting  fires.  Transportation  systems  such 
as  railroads,  and  communication  agencies  such  as  telephones 
may  also  be  attacked  but  these  services  are  well  equipped 
to  fight  storms  and  other  services  may  be  temporarily 
substituted.  It  is  difficult  to  entirely  disorganize  sewer 
systems  and  a  small  damage  does  not  usually  cause  an 
immediate  crisis.  It  is  well,  however,  to  provide  as  far  as 
possible,  duplicate  systems  for  water,  power,  light  and 
sewerage.  Generally  speaking  measures  taken  to  combat 
sabotage  are  also  useful  in  cases  of  an  air  i-aid. 


Fig.  13 — Photograph  of  completely  framed  buildings  still 
standing  after  severe  bombing. 

(G)  Sabotage 

Perhaps   what    has   been   said   about  air  bombs,   bomb 
damage,  structural  defence,  and  shelters  seems  somewhat 


Acknowledgment 

In  compiling  these  notes  the  writer  owes  much  to  Hand- 
books 5  and  5-A,  published  by  the  British  Government  on 
air  bombs  and  structural  defence;  to  publications  of  the 
American  Society  of  Civil  Engineers;  to  several  good 
friends  who  have  given  him  pictures  and  hints  ;  and  also  to 
several  engineers  both  from  Canada  and  from  Great  Britain 
who  have  been  eye  witnesses  of  some  of  those  calamities 
against  whose  perpetrators  our  war  is  being  waged. 


Editor's  Note — A  reference  book  on  "Structural  Defence  Against 
Bombing"  has  recently  been  published  by  The  Engineering  Institute 
of  Canada  in  order  to  make  available  to  Canadian  engineers  and 
architects  a  record  of  some  of  the  experiences  and  practices  of  British 
authorities  in  regard  to  structural  air  raid  precautions,  so  that  in  the 
event  of  emergency  arising  in  this  country  the  necessary  action  can 
be  taken  without  loss  of  time  and  on  the  most  efficient  and  economical 
lines. 

This  book  was  carefully  edited  by  a  sub-committee  of  the  Institute 
Committee  on  Engineering  Features  of  Civil  Defence.  It  contains  56 
pages,  79  illustrations,  8  tables  and  an  extensive  bibliography.  It 
may  be  secured  at  Institute  Headquarters  at  $1.00  per  copy. 


THE  ENGINEERING  JOURNAL     December,  1942 


683 


THE  PLACE  OF  THE  ENGINEER 

C.  R.  YOUNG,  m.e.i. c. 
Dean  of  the  Faculty  of  A  p plied  Science  and  Engineering,  University  of  Toronto  and  President  of  The  Engineering  Institute  of  Canada. 

From  a  luncheon  address  presented  at  the  joint  meeting  of  The  Engineering  Institute  of  Canada  and  the  American 
Society  of  Civil  Engineers,  Niagara  Falls,  Ont.,  October  14th,  1942. 


In  the  scant  two  centuries  that  have  elapsed  since  the 
engineer  first  had  applied  to  him  the  designation  that  he 
now  bears,  he  has  risen  high  in  the  professional  scale.  At  no 
time  has  he  stood  higher  than  now.  Not  only  does  he  head 
up  the  technological  phases  of  both  wartime  industry  and 
the  maintenance  of  the  public  services,  but  at  the  same 
time  he  has  entered  the  armed  forces  to  a  far  greater  extent 
than  would  be  called  for  by  a  mere  consideration  of  occupa- 
tional statistics. 

There  are  reasons  for  the  rise  of  the  engineer  and  there 
are  reasons,  too,  for  his  progress  being  less  rapid  than  the 
circumstances  of  his  scientific  and  technical  attainments 
would  appeal1  to  warrant. 

Early  Barriers  to  Advancement 

Professional  engineering  grew  out  of  the  practical 
achievements  of  clear-headed,  resourceful  artisans  and 
skilled  manual  workers.  James  Brindley,  the  creator  of  the 
canal  system  of  Britain  was  a  millwright,  ill-educated, 
ingenious,  and  human.  After  many  disappointments  in 
attempting  to  improve  the  Newcomen  engine,  he  frankly 
records  in  that  revealing  account  book  of  his  the  entry  "To 
running  about  a  drinking,  1  6."  Things  were  cheaper  in 
those  days.  John  Rennie,  the  founder  of  a  noted  family  of 
engineers,  was  another  millwright.  Thomas  Telford,  who 
remade  the  highway  system  of  Scotland,  began  as  a  stone 
mason.  George  Stephenson,  who  made  the  locomotive  a 
practicable  mechanism  for  transport,  was  a  pumping 
engine  fireman  and  could  neither  read  nor  write  till  he  was 
nineteen  years  of  age. 

The  attitude  of  the  literary  and  classical  groups  was  hostile 
to  these  workers  in  a  new  and  practical  sphere.  Seneca, 
after  recording  that  there  had  been  inventions  such  as 
transparent  windows  and  tubes  for  diffusing  warmth 
equally  through  all  parts  of  a  building,  observed  that 

"The  inventing  of  such  things  is  drudgery  for  the 
lowest  slaves.  Philosophy  lies  deeper.  It  is  not  her  office 
to  teach  men  how  to  use  their  hands.  The  object  of  her 
lessons  is  to  form  the  soul." 

Dr.  Samuel  Johnson,  in  his  famous  dictionary,  defined 
mechanical  as  "mean  or  servile." 

Dean  Swift  spoke  in  scorn  of  "that  fellow  Xewton  (Sir 
Isaac)  over  the  way — a  glass  grinder  and  a  maker  of 
spectacles." 

John  Smeaton,  to  whom  the  designation  of  "civil  en- 
gineer" was  Hist  applied,  and  one  of  the  most  profound 
philosophers  of  the  profession,  was  taken  to  task  by  his 
fellow  members  of  the  Royal  Society  for  having  undertaken 
the  "navvy"  work  of  building  a  road  across  Hie  valley  of 
the  Trent. 

In  fact,  the  educated  classes  of  the  eighteenth  century 
regarded  mechanical  subjects  with  contempt  and  pursuits 
involving  them  as  neither  honourable  nor  remunerative. 

The  situation  improved  but  slowly.  Training  for  the 
practice  of  engineering  was  still  largely  a  matter  of  pupilage 
or  apprenticeship  in  the  offices  of  practising  engineers  or 
manufacturers.  So  much  stress  was  laid  on  the  practical 
that  John  Rennie  held  that  a  young  man  was,  after  three 
or  four  years  at  Oxford  or  Cambridge,  in  a  sense,  unfitted 
for  the  practical  work  of  engineering. 

While  Rensselaer  Polytechnic  Institute,  at  Troy,  N.Y., 
was  founded  in  1824,  the  influence  of  the  universities  and 
engineering  colleges  was  slow  in  making  itself  felt.  As  late 
as  1840,  when  a  professorship  of  civil  engineering  and 
mechanics  was  founded  in  Glasgow  University,  a  vigorous 


campaign  was  carried  on  by  the  traditionalists  to  have  it 
suppressed. 

And  so  the  calling  of  the  engineer  was  held  much  too 
close  to  specific  technological  tasks,  without  any  notable 
concern  for  the  long-range  interests  of  the  client  or  the 
country.  In  his  presidential  address  to  the  Western  Society 
of  Engineers,  in  1891,  L.  E.  Cooley  asserted  that 

"The  early  engineer  of  this  country  was  a  species  of 
scientific  or  skilled  tramp  with  a  precarious  tenure  of 
position  measured  by  the  work  in  progress.  He  furnished 
his  employer  with  the  skill  of  his  trade  without  questioning 
public  policy  or  the  best  solution." 

It  is  not  strange,  therefore,  that  public  recognition  has 
lagged  behind  the  warrant  for  it.  Around  the  turn  of  the 
century,  a  member  of  the  Canadian  Society  of  Civil  En- 
gineers reported  that  his  parents  had  left  him  a  sum  of 
money  to  study  a  profession,  and  when  he  chose  engineering, 
certain  interested  persons  tried  to  bar  his  claim  on  the 
ground  that  engineering  was  not  a  profession  at  all.  When 
he  succeeded,  after  great  expense,  in  establishing  the 
validity  of  his  choice  in  the  courts,  the  decision  was  the 
occasion  of  widespread  surprise. 

The  Turn  of  the  Tide 

As  the  universities  and  engineering  colleges  more  and 
more  took  over  the  educational  aspects  of  the  training  of 
the  engineer,  the  attitude  of  the  public  to  the  profession  of 
engineering  became  more  cordial.  Some  of  the  breadth  of 
outlook  that  derives  from  the  mingling  of  young  men  of 
widely  different  interests  on  the  campuses  of  the  world  soon 
made  its  effect  apparent.  Educationally,  engineers  were 
henceforth  to  be  classed  with  the  members  of  other  learned 
professions. 

For  half  a  century  there  has  persisted  on  this  continent  a 
leaching  out  for  improved  professional  status  for  engineers. 
To  many,  the  most  direct  route  to  the  objective  appeared 
to  be  legislation  and  restriction.  It  was  all  very  simple. 
Secure  a  licence  to  practise  and  you  are  set  up  for  life. 

It  is  not  remarkable  that  this  simple  mechanism  failed  to 
solve  the  problem  of  status.  Except  for  a  few  who  were 
excluded  by  reason  of  unsatisfactory  qualifications,  the 
relative  position  of  engineers  remained  the  same.  One  does 
not  need  to  seek  for  the  reason:  licensure  carries  with  it. 
nothing  more  than  an  assurance  of  good  character  and 
minimum  technical  competency.  Of  itself,  it  does  not  reveal 
those  who  excel,  either  in  their  technical  equipment  or  in 
the  intangible  qualities  of  a  leader  of  the  profession.  As 
Colonel  Willard  Chevalier  has  said: 

"There  is  something  bigger,  more  vital  and  more 
fundamental  in  the  professional  relationship  than  any- 
thing you  can  write  into  a  statute." 

The  truth  of  this  is  becoming  increasingly  apparent. 
Perhaps  the  most  significant  of  the  objectives  of  the 
Engineers  Council  for  Professional  Development,  and  one 
on  which  emphasis  ought  to  be  placed,  is  the  early  seating 
of  the  young,  newly-graduated  engineer  comfortably  in  the 
professional  saddle.  True,  technical  competency  must 
remain  the  solid  foundation  on  which  the  lower  lifts  of  the 
young  man's  professional  life  have  to  be  built,  but  he  will 
not  go  far  nor  fare  well  if  he  contents  himself  with  it  alone. 
He  must  develop  an  interest  in  the  long-range  welfare  of  his 
employer  and  a  sympathetic  understanding  of  the  currents 
of  national  and  community  life.  He  must  be  able  to  take  his 
place  comfortably  amongst  the  leaders  of  other  professions 


684 


December.  19 12     THE  ENGINEERING  JOURNAL 


and  be  able  to  represent  with  credit  any  institution  or 
any  just  cause. 

The  Professional  Goal 

It  is  taken  for  granted,  of  course,  that  the  place  that  the 
engineer  seeks  is  within  the  professional  orbit.  Whether  he 
receives  his  compensation  in  the  form  of  fees  or  in  the  form 
of  salary  makes  no  essential  difference.  The  demands  of  the 
professional  life  are  the  same. 

It  is  axiomatic  that  valid  membership  in  a  profession 
connotes  a  sound  and  broad  education.  There  are  no 
unlearned  professions.  As  Abraham  Flexner  has  pointed  out, 
a  profession  has  its  roots  deep  in  cultural  and  idealistic 
soil.  It  represents  the  application  of  free,  unhampered, 
resourceful  intelligence  to  the  comprehension  and  solution 
of  problems. 

Of  course,  whoever  would  maintain  his  place  in  a  profes- 
sion must  possess  technical  competency.  It  is  the  solid  and 
prerequisite  foundation  on  which  service  to  the  client,  the 
employer,  and  the  public  must  be  built. 

The  most  significant  element  in  the  professional  relation- 
ship, however,  without  which  all  apparent  service  is  vain, 
is  the  principle  of  trusteeship.  The  engineer  cannot  afford 
to  avail  himself  of  the  doctrine  of  caveat  emptor.  In  common 
with  the  conscientious  physician  or  lawyer,  he  seeks  to 
procure  for  the  employer  that  which  is  ultimately  best  for 
the  employer  himself  and  not  that  which  will  most  benefit 
the  adviser  or  give  him  the  least  personal  trouble. 

AYhen  Sir  John  Fowler  was  retained  by  a  corporation  he 
gave  to  it  the  maximum  of  his  energy  and  attention,  so  that 
he  came  to  be  spoken  of  as  the  shareholders'  engineer. 

It  would  have  been  much  easier  for  Alfred  Noble  to  sign 
the  majority  report  of  the  International  Commission  of 
Engineers  and  to  throw  his  great  weight  on  the  side  of  those 
who  urged  an  attempt  at  the  construction  of  a  sea-level 
canal  at  Panama.  Conscious  of  a  duty  to  safeguard  the 
United  States  against  what  he  thought  to  be  a  hazardous 
enterprise,  he  wrote  the  minority  report,  which  was  finally 
adopted.  In  that  act  he  conformed  to  the  doctrine  of 
trusteeship. 

Not  all  of  the  effort  of  which  a  professional  man  is 
capable  is  properly  applicable  to  the  advancement  of  his 
personal  fortunes.  The  profession  of  itself  has  some  claims 
on  him.  John  Smeaton  deliberately  limited  his  undertakings 
as  an  engineer  in  order  to  broaden  his  horizon  and  carry  on 
scientific  investigation.  He  held  that  "the  abilities  of  the 
individual  are  a  debt  due  to  the  common  stock  of  public 
well-being."  Over  three  hundred  years  ago,  Francis  Bacon 
had  laid  this  obligation  squarely  upon  shoulders  meant  for 
it: 

"I  hold  every  man  a  debtor  to  his  profession;  from 

which  as  men  of  course  do  seek  to  receive  countenance  and 

profit,  so  ought  they  of  duty  to  endeavour  themselves  by 

way  of  amends  to  be  a  help  and  ornament  thereto." 

The  Engineer  in  the  Future 

Despite  the  inevitable  dislocations  that  will  occur  when 
war  gives  way  to  peace,  there  is  no  ground  for  fearing  long 
or  widespread  technological  employment.  An  immense 
backlog  of  unsatisfied  demand  for  the  goods  of  peace  is 
being  built  up,  and  the  standards  and  patterns  of  1939  will 
not  satisfv  a  world  that  has  seen  invention  break  into  new 


territory  on  innumerable  fronts.  Dr.  Charles  M.  A.  Stine 
has  said  that  the  inconceivables  of  two  years  ago  are  to- 
day's realities.  Under  the  stress  of  war,  chemists  have 
discovered  new  continents  of  matter  and  the  world  of  1940 
is  already  an  antiquity.  In  such  a  setting  the  technically 
competent  will  find  ample  scope  for  their  abilities  and 
energies. 

It  would  be  comforting  if  we  could  be  equally  sure  that 
the  engineer  of  the  post-war  years  could  be  depended  upon 
to  do  his  full  share  in  bringing  about  that  lessening  of  the 
impact  of  technological  advance  on  society  of  which 
President  Roosevelt  spoke  so  earnestly  in  1936.  It  is  no 
imaginary  menace.  So  thoughtful  and  realistic  an  observer 
as  President  R.  E.  Doherty,  of  the  Carnegie  Institute  of 
Technology,  has  this  to  say  of  it  : 

"The  engineering  profession — has  added  fuel  to  the 
technological  flame  that  has  illuminated  and  warmed 
the  whole  social  community  with  physical  comfort  and 
convenience,  but  apparently  it  has  not  occurred  to  the 
profession  that  the  flame,  though  beautiful  and  interest- 
ing, may  yet  consume  us." 

The  place  that  the  engineer  is  to  occupy  in  the  future  will 
very  largely  depend  on  how  well  he  adjusts  himself  and  his 
technology  to  the  whole  inexorable  forward  movement  of 
humanity.  From  that  place  which  he  hopes  to  attain,  it  is 
expected  that  he  will  look  out  with  sympathy  and  under- 
standing on  the  long  upward  struggle  of  mankind  in  which 
he  must,  through  his  technical  attainments,  play  a  vital 
part. 

The  engineer  should  realize  fully  that  not  all  of  the 
problems  of  the  world  can  be  solved  by  a  technological 
approach.  Much  consideration  must  be  given  to  those 
sentimental  and  often  perverse  intangibles  that  determine 
the  attitude  of  human  beings  to  the  great  issues  of  life.  It 
is  idle  to  expect  laymen  to  subscribe  to  the  pious  wish  that 
everyone  should  try  to  look  at  things  in  the  way  that 
engineers  look  at  them. 

The  plain  truth  is  that  the  solution  of  many  of  our 
problems  does  not  lie  in  the  direction  that  engineers  think 
it  does.  Professor  Lorenzo  G.  Straub  has  effectively  pointed 
out  the  futility  of  the  one-track  approach: 

"I  cannot  agree  that  our  much  glorified  'engineering 
approach  to  a  problem'  is  the  panacea  which  the  world 
has  been  awaiting.  In  fact,  the  technical  procedures  of  the 
engineer,  where  not  tempered  by  perspective  gained  in 
studies  in  the  humanities,  definitely  handicap  him  in  his 
efforts  to  unravel  social  problems.  He  fails  to  recognize 
that  the  structure  of  our  social-economic  order  is  dynamic 
and  constantly  changing — fundamentally  different  from 
technology.  The  ever-changing  problems  of  human 
affairs  do  not  lend  themselves  to  fixed  formulas  as 
technology  does,  encompassed  as  it  is  by  the  rigid  laws 
of  the  physical  sciences." 

And  so  the  place  of  the  engineer  in  the  future  is  largely 
conditional  upon  the  breadth  of  his  outlook,  his  interests, 
and  his  activities.  For  one  who  buttresses  his  technical 
competency  with  a  wholesome  regard  for  the  interests  of 
his  fellows  and  with  constructive  labours  on  their  behalf,  it 
is  secure.  That  security  is  not  augmented  by  any  straining 
after  status.  More  than  upon  anything  else  it  rests  upon 
the  individual  stature  of  the  engineer  himself. 


THE  ENGINEERING  JOURNAL     December,  1942 


685 


WE  ARE   IN   IT  TOGETHER  IN  THE  DEFENCE 

OF  CIVILIZATION 

II.  J.  CODY 

President,  University  of  Toronto,  Toronto,  Ont. 

Substance   of  an   address  delivered   at   a  joint    meeting  of  the   American   Society   of  Civil   Engineers  and   The 
Engineering  Institute  of  Canada  at  Niagara  Falls,  Ont.,  on  October  11th,  1942. 


I  thank  you  very  much  for  your  very  hearty  welcome. 

It  is  a  pleasure  to  have  here  this  evening,  as  the  president 
of  The  Engineering  Institute  of  Canada,  one  who  has  al- 
ready addressed  you  on  the  place  of  the  engineer  in  society 
and  in  the  whole  constructive  problem  of  the  race.  We  are 
very  proud  of  Dean  C.  R.  Young,  proud  of  the  Institute 
and  the  faculty  of  engineering  over  which  he  so  ably 
presides. 

He  has  come  from  the  performance  of  a  very  difficult 
task.  Our  Government,  like  the  Government  in  the  United 
States,  has  called  for  more  engineers.  The  Navy,  the  Army, 
the  Air  Force  and  industry  are  all  calling  for  engineers.  Our 
engineering  schools  cannot  meet  the  demand  immediately 
but  that  demand  has  led  to  a  great  influx  of  students  into 
the  faculties  of  engineering  on  this  continent. 

Dean  Young  presides  over  a  group  of  students  now  num- 
bering 1,428.  The  first  year  students  actually  numbered 
606.  You  will  naturally  understand  how  a  dean  and  his 
faculty  are  perplexed  in  solving  the  problem.  But  one  thing 
I  am  very  sure  of.  and  that  is  that  they  will  not  lower  the 
standards  of  instruction.  They  will  give  of  their  best,  so 
that  after  the  war  there  will  be  no  half-baked  or  half- 
trained  engineers  going  forth  with  their  degrees  from  the 
University  of  Toronto. 

What  is  true  of  that  university  will  be  true  of  all  the 
universities  in  this  continent,  I  believe. 

We  have  all  been  trying  to  accelerate  programmes  of 
instruction.  I  am  inclined  to  think,  if  I  may  venture  so  to 
say,  that  on  the  other  side  of  the  international  boundary 
there  has  been  a  tendency  to  accelerate  too  much  and  in 
too  many  faculties.  It  is  especially  difficult  to  accelerate  in 
engineering,  because  the  course  is  a  blend  of  theory  and  of 
the  application  of  theory,  and  if  you  try  to  accelerate'  too 
mue-h  you  add  period  te>  period  of  theory  without  giving 
adeeuiate  opportunity  for  the  practice  of  its  application. 

And  se>,  we  have  elee-iele-el  in  the  University  of  Toronlo  tei 
make  our  contribution  to  the  supply  of  additional  engi- 
neers by  putting  em  extra  courses  at  night  or  in  some  e-ases 
in  the  daytime,  to  fit  groups  of  students  for  special  purposes. 
We  have  just  begun  in  our  university  a  new  e-ourse  for  160 
young  men,  aged  about  nineteen.  They  have  come  from  all 
parts  of  the  Dominion,  anel  they  are  taking  a  one-ye-ar  in- 
tensive combined  course  in  mathematics,  physics,  anel 
selected  engineering  subjects.  These  men  will  be  fitted  at 
any  rate  to  be  well-trained  technical  men  in  industry,  if 
not  in  the  armed  forces. 

Dean  Young,  fully  appreciating  the  high  e-alling  of  an 
engineer,  is  determined  that  there  shall  be  no  lowering  of 
standard,  and  he  is  also  eletermined—  may  I  emphasize-  his 
determination — to  inject  into  the  strict  engineering  course 
as  much  of  the  humanities  as  possible.  I  think  one  e)f  the 
elefects  of  our  professional  education  in  these  days  is  the 
neglect  of  the  humanities. 

As  far  as  I  can  foresee,  for  se)me  years  to  come  there  will 
be  a  great  tendency  in  all  our  educational  work  toward 
what  are  called  the  practical  subjects.  The  study  of  t  he>sc- 
subjects  alone  will  not,  I  am  sure,  make  a  man  as  well 
edue-ated  all  around  as  will  the  professional  course  or  the 
practical  course,  if  those  courses  are  inspired  somewhat  by 
the  divine  aflatus  that  comes  from  study  of  the  humanities. 
Let  us  not  put  the  practical  subjects  and  the  humanities  in 
stark  antagonism.  They  ought  to  go  together.  And  what  I 
am  sure  in  the  Divine  Purpose  is  meant  to  be  joine><l  to- 
gether let  us  not  permanently  put  asuneler. 


686 


While  it  is  true  that  I  am  not  a  technical  engineer,  I  do 
know  by  observation  and  intercourse  a  little  about  the 
curriculum  of  engineering  and  certainly  about  the  charac- 
teristics of  many  of  the  instructors  and  something  of  the 
strength  and  educational  foibles  of  the  engineering  student. 

I  shall  not  attempt  to  discuss  the  wide  fielel  of  engineer- 
ing, but  it  is  a  wonderful  art,  the  art  of  organizing  and 
training  and  directing  the  energies  and  the  brains  of  men 
and  the  control  of  the  forces  and  materials  of  nature  for  the 
benefit  of  mankind.  Can  there  be  a  nobler  e-alling  ? 

When  you  engineers  realize  the  length  anel  breadth  and 
height  of  those  ideals,  you  may  well  be  proud  of  being  the 
material  builders  of  every  nation  on  the  face  of  the  earth. 

But  there  is,  of  course,  over  and  above  those  material 
aims  certain  great  men'al  or  spiritual  ideals  which  you  are 
building  into  materials  you  control  and  combine.  On  your 
American  defence  stamps,  you  remember,  there  is  a  hand 
holding  a  torch,  the  Torch  erf  Liberty,  doubtless.  But  a 
torch  burns  out  while  it  gives  its  light,  and  liberty  is  only 
the  sure  possession  of  those  who  are-  willing  te>  make  sacri- 
fices to  maintain  it  anel  to  eliffuse  it. 

Above  the  Torch  of  Liberty  there  are  four  great  words: 
"Security,  Education,  Conservation.  Health,"  four  gre-at 
ideals  that  every  living  and  progressive  anel  semnel  nation 
is  seeking  to  realize. 

The  first  of  the)se-  is  that  whie-h  confronts  us  at  the  me>- 
me-nt,  the  great  ideal  of  security.  We  cannot  carry  on  our 
educational  pmgramme  or  a  programme  of  conservation  or 
we-11  establish  a  great  programme  of  national  health  unless 
we  are  reasonably  secure  in  our  actiem  anel  in  our  planning. 
Security  is  the  problem  that  challenges  us  on  every  siele-. 
The-  war  is  the  bae-kgrounel,  in  other  words,  and  the  fore- 
ground of  all  our  thought  and  planning  anel  action.  In  war 
time  nothing  can  be-  as  usual.  Business  cannot  be  as  usual. 
Social  life-  cannot  be  as  usual.  Our  educational  programmes 
cannot  be  as  usual.  Even  our  religienis  worship  cannot  bé- 
as usual,  while-  we-  are  confronted  with  this  great  struggle 
for  security,  aye,  and  for  more  than  security,  for  the  victory 
that  will  make  peae-e,  righteous  peace,  secure  through  the 
generations  that  are  to  come. 

Now  we  aie  e-ngage-el  today  in  a  war  that  on  the-  erne  hanel 
is  dominated  by  science,  pure  and  applied,  as  no  either  war 
has  be'e-n,  anel  at  the  same  time  is  being  waged  for  the  most 
ideal  of  objects.  Never  did  the  scientist  anel  the  engineer 
play  a  greater  part  in  any  human  struggle  than  they  are 
playing  today  in  this  great  conflict. 

From  the-  research  work  that  lies  behinel  our  military 
progress  anel  our  military  activities,  there-  will  cemie  great 
advances  in  almost  every  realm  of  science.  I  know  semie'- 
thing  of  those  that  are  coming  in  the  field  of  medicine. 
Have  you  ever  thought  that  the-  fact  that  air  power  plays 
so  great  a  part  at  the  present  time  in  the-  struggle  calls  into 
be-ing  a  whole  series  of  medical  problems  in  connection  with 
aviators,  and  there  is  growing  up  a  great  department  of 
aviation  meelieine  upon  whie-h  very  little-  has  be-en  written 
up  to  date. 

I  know  in  our  own  laboratories  in  the-  medical  depart- 
ment of  research  in  the  University  e>f  Toronto,  Sir  Freelerick 
Banting,  the  discoverer  of  insulin,  inaugurated  a  programme 
of  investigation  into  problems  of  aviation  medicine.  Yem 
can  easily  guess  what  these  are. 

How  can  you  guard  against  the  aviator's  blackout  which 
ce)mes  as  you  drop  from  45,000  feet  elevation  to  5,000 
You  are  blind!  Can  you  avoid  it  ?  He>w  can  you  fight  against 

December.  1942     THE  ENGINEERING  JOURN  iL 


the  physical  effect  upon  the  aviator  of  these  different  alti- 
tudes ?  There  will  be  research  in  medicine  on  the  sea.  How 
are  you  going  to  deal  with  a  man  as  he  passes  from  a  lighted 
cabin  to  the  blackness  of  the  outer  night  ?  He  is  blind.  Can 
you  overcome  that  difficulty  ? 

In  the  realm  of  chemistry  the  story  of  what  is  being 
discovered  in  the  way  of  new  materials,  new  processes,  the 
substitution  of  one  thing  for  another,  is  as  marvellous  as 
any  fairy  tale.  We  shall  come  out  of  this  war  having  made 
tremendous  advances  in  pure  and  applied  science. 

The  man  who  could  tell  you  infinitely  more  about  that 
than  I  can  is  seated  here  at  this  table  in  the  person  of  Dean 
Mackenzie  who  directs  our  National  Research  Council  at 
Ottawa.  But  not  even  the  most  interesting  of  these  stories 
can  be  told  as  yet. 

The  reason  is  that  these  things  must  now  be  kept  secret; 
some  day  they  will  be  the  common  possession  of  the 
scientists  of  the  world. 

This  is  a  great  war  of  ideas  and  ideals.  Many  of  you  when 
you  were  boys  and  girls  read  that  famous  old  allegory, 
John  Bunyan's  "Pilgrim's  Progress."  I  often  think  that 
the  picture  there  of  the  Filgrim,  Christian,  going  down 
into  the  Valley  of  Humiliation  and  being  confronted  by  the 
destroyer,  the  Devil,  the  old  serpent,  Apollyon,  was  a 
picture  of  what  really  lies  behind  this  whole  struggle. 

Here  is  Christian,  aware  of  his  weaknesses,  repenting  of 
all  his  faults  and  failures  in  the  past,  stumbling  often,  and 
yet  heading  in  the  right  direction,  and  here  is  Apollyon,  the 
destroyer,  come  to  cast  down  that  which  is  morally  exalted, 
come  to  block  the  way  of  all  that  is  noblest  in  progress  and 
achievement.  Here  are  the  twain  in  stark  antagonism. 

And  that  is  the  situation  today.  Every  fundamental  that 
we  hold  most  dear,  that  we  hold  as  indispensable  to  the 
building  of  a  worthy  life  of  the  individual  and  of  the  nation, 
is  at  stake  and  is  challenged. 

In  the  university  from  which  many  of  us  come,  there 
stands  in  the  very  centre  of  our  campus  a  beautiful  mem- 
orial tower  in  which  is  a  carillon  of  bells.  That  is  flanked  by 
a  screen  bearing  the  names  of  GOO  men  or  more  who  gave  all 
that  men  can  give,  life  itself,  for  the  cause  of  human  free- 
dom, decency,  justice,  and  mercy  in  the  last  great  war. 

Above  the  names  there  is  engraved  in  the  stone  a  glorious 
sentence  from  an  old  Greek  writer,  Thucydides.  It  is  a 
sentence  from  the  speech  of  the  great  Athenian  statesman, 
Pericles,  over  the  dead  of  Athens  who  had  laid  down  their 
lives  to  prevent  the  tyranny  of  Persia  from  passing  over 
the  narrow  seas  and  becoming  dominant  in  Athens,  the 
glory  that  was  Greece. 

Ah,  ladies  and  gentlemen,  the  glory  that  was  Greece  in 
those  heroic  ages  has  been  repeated  in  our  own  generation. 
Today  dying  and  agonized  Greeks,  men,  women,  and  chil- 
dren, are  repeating  in  another  form  the  glory  of  devotion  to 
the  noblest  of  causes,  the  glory  of  self-sacrifice.  May  God 
help  and  spare  and  bless  those  heroic  people! 

Here  is  the  sentence  which  every  one  in  our  university 
who  passes  that  tower  may  read: 

"Take  these  men  as  your  ensamples  and  like  them  re- 
member that  prosperity  is  only  for  the  free  and  that 
freedom  is  the  sure  possession  of  those  alone  who  have  the 
courage  to  defend  it."  That  is  a  golden  sentence;  it  is  an 
inspiration;  today  every  man  with  power  and  nobility 
wants  to  give  all  he  has  himself  to  the  great  cause  of 
freedom. 

The  topic  upon  which  I  desire  especially  to  speak  is,  that 
we  are  in  this  together  for  no  other  purpose  than  for  the 
defence  and  the  preservation  and  the  enrichment  and  the 
transmission  of  civilization  at  its  best  and  highest. 

What  does  civilization  mean  ?  It  does  not  necessarily 
involve  an  increase  of  speed.  A  foolish  person  may  climb 
into  an  aeroplane  and  be  whizzed  from  one  spot  to  another 
at  the  rate  of  300  miles  or  more  an  hour,  but  if  there  has 
taken  place  in  him  no  change  of  character  he  will  land  at 
the  other  end  still  a  foolish  person.  So,  speed  alone  does  not 
constitute  civilization. 


Comfort  does  not  constitute  civilization.  Ladies  and 
gentlemen,  we  have  been  besotted  and  I  believe  degraded 
for  some  years  past  by  making  comfort  the  god  to  be 
supremely  revered.  Many  have  been  teaching  us  in  college 
and  in  the  press  and  in  magazines  and  books  that  the  worst 
thing  that  could  happen  to  any  man  or  woman,  boy  or  girl, 
was  to  have  to  do  something  difficult,  was  to  have  to  face 
hardship,  was  to  have  to  endure  suffering.  Discomfort  was 
the  hell  to  be  avoided. 

That  doctrine  has  meant  deterioration  of  character.  But 
thank  God  it  has  not  gone  far  enough  to  do  its  deadly  work 
on  this  young  generation  that  is  offering  itself  for  the  great 
fight.  Some  thought  this  generation  of  youth  had  become 
soft  and  perhaps  even  cowardly,  but  thank  God  when  the 
day  of  testing  came,  they  were  worthy. 

The  other  day  one  of  our  most  brilliant  young  medical 
graduates,  whose  father  was  a  professor  in  our  medical 
faculty,  was  lost  at  sea.  His  father  and  his  elder  brother 
had  contracted  some  infection  and  died  while  in  pursuit  of 
some  scientific  investigation.  Then  the  younger  brother 
determined  to  carry  on  the  family  tradition  in  medicine.  So 
he  stvidied  medicine.  He  graduated,  and  went  on  the  Ottawa 
as  surgeon.  The  ship  was  torpedoed. 

Four  days  they  kept  up  the  fight  and  the  young  Dr. 
Henry  worked  all  that  time,  practically  without  sleep, 
tending  the  sick,  performing  major  operations.  Then  when 
the  ship  was  sinking  he  and  the  captain  reached  a  raft  but 
they  were  too  exhausted  to  cling  to  it  on  the  heavy  sea.  A 
few  of  the  men  were  stronger,  and  were  able  to  get  on  the 
raft  again,  but  the  captain  and  Dr.  Henry  went  down. 

The  younger  generation  has  been  all  right.  It  has  proved 
its  merit. 

In  worshipping  comfort,  we  thought  of  it  as  an  essential 
part  of  civilization;  but  we  know  now  that  it  isn't  an 
essential  quality. 

What  is  civilization?  I  think  it  is  something  like  this: 
The  organization  of  men  and  women  in  such  a  fashion  that 
in  their  relations  one  to  another  they  may  enlarge  and  en- 
rich their  personalities,  they  may  enlarge  and  enrich  life. 
Civilization  is  really  the  enlargement  and  the  enrichment  of 
human  life. 

If  that  is  civilization  how  does  it  come  about  ?  What  are 
the  elements  that  make  it  up  ?  Well,  civilization  is  made  of 
manifold  elements  and  they  are  all  combined.  May  I 
briefly  summarize  them  ? 

First  of  all,  we  have  received  from  ancient  Greece  the 
contribution  of  the  search  for  truth,  the  love  of  beauty,  the 
passion  for  freedom.  That  is  the  Greek  contribution. 

Then  when  the  Romans  came,  they  made  their  own 
contribution,  law,  reverence  for  law,  for  order,  for  organi- 
zation, for  justice  between  man  and  man,  and  nation  and 
nation.  That  was  the  Roman  contribution  in  the  great  days 
of  old,  before  the  little  dictators  had  been  thought  of. 

And  the  third  contribution  came  from  our  Jewish- 
Christian  teaching,  the  teaching  that  the  individual  man 
is  of  infinite  value  in  the  sight  of  God,  that  human  per- 
sonality is  a  sacred  thing  and  therefore  there  is  an  obliga- 
tion to  kindliness  and  helpfulness  and  to  care  for  the  needs 
of  others. 

Come  dow-n  through  the  years  and  you  find  those  ages  of 
chivalry  that  contributed  the  element  of  help  of  the  under- 
privileged, tolerance,  generosity.  Come  down  a  little  fur- 
ther to  the  era  of  the  Reformation  or  the  Renaissance  when 
once  more  the  right  and  glory  of  the  individual  were 
emphasized. 

Come  down  further  to  the  contribution  that  France  made 
— not  so  very  long  ago — in  laying  stress  upon  logic  and  good 
taste,  and  intellectual  integrity.  Then  come  to  the  element 
that  old  Britain  contributed,  that  element  of  beauty,  that 
element  of  doing  the  decent  thing. 

A  modern  writer  has  well  said  that  you  can  summarize 
the  British  contribution  whether  in  the  Old  Islands  across 
the  sea  or  in  the  broad  republic  or  in  the  Dominion  on  this  side, 
under  two  heads,  doing  your  duty,  and  being  a  gentleman. 


THE  ENGINEERING  JOURNAL     December,  1942 


687 


There  are  some  things  we  ought  to  do  and  there  are  some 
things  that  no  decent  man  would  dream  of  doing.  Decency 
and  duty  are  the  great  British  contributions  to  this  idea 
of  civilization. 

Now  take  all  those  and  blend  them  together,  the  Greek 
and  the  Roman,  and  above  all,  the  Christian  contribution 
and  the  historical  contribution  through  the  ages.  My  point 
is  this,  that  we  are  engaged  in  a  vastly  more  than  political 
struggle.  We  are  fighting  for  survival.  Perhaps  more  than 
half  of  us  do  not  yet  realize  that  fact,  but  we  are  in  cold 
earnest,  the  American  Republic,  the  United  Kingdom,  all 
the  overseas  Dominions,  Russia,  and  China — we  are  all 
fighting  for  survival,  and  the  utmost  at  the  moment  per- 
haps that  we  can  say  is  this:  We  have  not  been  beaten.  We 
have  not  won  yet.  We  believe  we  shall.  But  let  us  be 
humble  and  devoted,  remembering  that  we  have  escaped 
being  beaten  and  we  have  our  chance  to  wan. 

It  is  no  ignoble  motive  to  say  that  a  nation  is  fighting 
for  its  life.  Ladies  and  gentlemen,  this  is  a  life  and  death 
struggle;  make  no  mistake  about  it.  Aye,  and  it  is  a  struggle 
between  life  and  death,  between  all  the  factors  that  go  to 
make  up  worthy  living,  individual  or  national,  and  all 
those  forces  that  tend  to  the  degradation  and  the  death  of 
that  which  is  truly  and  nobly  human.  It  is  a  life  and  death 
struggle. 

Hut  we  are  struggling  for  the  defence  of  all  those  precious 
elements  that  enter  into  our  civilization  to-day.  Every  one 
of  them  has  been  repudiated,  scorned,  trodden  underfoot, 
not  simply  in  regard  to  individuals  but  in  regard  to  nations, 
by  the  Nazi  group  and  those  whom  they  are  leading  to-day. 

Truth,  the  sacredness  of  contract,  kindliness — and  one 
might  go  on  through  the  whole  enumeration — every  one  of 
those  is  scouted  by  the  enemy.  I  think  wre  sometimes  are 
amazed  at  that.  Language  as  we  use  it  does  not  seem  to 
mean  the  same  thing  to  the  enemy  as  it  means  to  us. 
Things  that  to  us  are  simply  impossible  of  conception  or  of 
action  seem  to  be  taken  for  granted  as  the  right  thing  by 
the  enemy  forces. 

I  am  sure  you  have  all  been  reading — you  can't  help  it — 
every  day  in  the  newspapers,  some  of  the  results  of  this 
"New  Order,"  as  it  is  called,  in  Europe.  It  is  a  curious 
thing,  but  if  you  look  on  the  back  of  an  American  dollar 
bill  you  find  perhaps  the  first  use  of  that  phrase,  the  Nova 
Ordo,  the  new  order  of  freedom  that  was  ushered  in  on 
this  continent. 

But  the  Nazi  new  order  is  not  really  new,  for  it  is  as  old 
as  the  tyrannies  and  repressions  of  the  past.  Under  it,  law 
has  passed  out  of  existence  in  Europe;  there,  law  is  only 
the  will  of  the  Fiihrer.  Plenty  is  changed  to  famine  for  the 
multitudes  that  are  conquered,  while  those  who  have  con- 
quered are  fattening  upon  their  very  means  of  living. 

May  I  repeat  that  every  one  of  these  great  fundamentals 
that  make  up  a  worthy  life  for  an  individual  or  a  nation  is 
being  called  in  question  in  this  great  struggle  to-day.  That 
is  why  we  are  standing  in  defence  to-day  of  all  that  is  best 
and  noblest  in  what  we  call  civilization.  It  is  a  struggle  of 
ideals.  If  the  enemy  won,  where  should  we  be  individually  ? 
Where  should  we  be  as  families  ?  Where  would  our  educa- 
tional system  be  ?  There  is  not  a  university  in  Europe  where 
the  cloven  feet  of  the  Fuhrer  and  his  myrmidons  have  not 
trodden.  No  universities  can  exist  save  in  free  countries. 
Sometimes  when  people  propose  to  close  down  universities 
in  wartime  I  would  protest  that  that  is  a  purely  Hitlerian 


proposition  and  that  loss  of  freedom  would  follow  such 
suppression. 

There  can  be  universities,  with  their  freedom  of  thought, 
only  where  there  is  political  freedom. 

Now,  is  the  struggle  then  worth  while?  Is  it  worth  while 
to  maintain  the  fundamental  basis  of  democracy,  namely, 
that  every  individual  is  of  value  in  the  sight  of  Almighty 
God,  the  great  moral  principle  that  human  personality  is 
the  most  precious  thing  in  the  world,  the  great  political 
principle  of  freedom  of  the  individual,  of  the  individual 
conscience,  and  the  great  domestic  principle  of  the  sacred- 
ness of  the  family,  which  is  the  expanded  individual  ? 

Is  it  worth  while  to  maintain  these  fundamentals,  for 
they  are  all  at  stake  and  every  one  of  them  would  be  sup- 
pressed or  so  transformed  and  degraded  as  to  be  really 
non-existent,  if  the  enemy  won  ? 

It  seems  to  me  that  the  enemy  has  given  up  hope  that 
he  can  wan  a  decisive  victory.  I  think  the  best  he  hopes  for 
and  what  he  is  struggling  for  to-day  is  a  drawn  war,  and  a 
peace  that  would  grow  out  of  such  a  draw.  He  has  to  admit 
that  things  have  not  gone  as  wrell  as  he  would  like. 

And  yet,  do  not  underestimate  the  tremendous  power 
the  man  still  has.  He  practically  has  all  Europe  at  his  dis- 
posal, with  all  its  natural  resources.  He  is  still  desperately 
cunning  and  desperately  strong. 

So  let  us  remember  we  must  do  our  utmost;  we  have  to 
go  on  or  we  shall  go  under.  Never  wras  the  chance  better, 
the  challenge  greater  than  it  is  at  this  present  moment. 
Therefore,  let  us  be  of  strong  will  and  stout  heart,  and 
high  hope. 

We  cannot  help  looking  forward  to  what  will  be  after 
the  war,  keeping  in  mind  that  the  kind  of  peace  we  have 
after  the  war  will  grow  out  of  our  conduct  in  the  war.  No 
great  barrier  will  shut  off  the  days  to  come  from  the  days 
that  now  are.  As  we  conduct  ourselves  now  and  as  we 
organize  ourselves  now-,  so  shall  we  be  laying  the  foundation 
for  the  future.  Will  that  future  be  good,  bad,  or  indifferent  ? 
It  depends  on  us.  But  as  we  believe  that  truth  is  stronger 
than  lies,  and  that  ultimately  justice  is  stronger  than  in- 
justice, and  that  freedom  is  stronger  than  slavery,  because 
each  one  of  those  is  a  reflection  of  the  character  of  the 
Almighty  Himself,  so  we  believe  that  if  we  do  our  part, 
surely  God  will  defend  the  right  and  the  dajr  of  victory 
will  come. 

In  the  last  war  the  editor  of  that  famous  English  journal, 
Punch,  Sir  Owen  Seaman,  wrote  lines  that  might  with 
equal  applicability  be  written  and  used  to-day  to  cheer. 
May  I  read  them  to  you? 

"Ye  that  have  faith  to  look  with  fearless  eyes 
Beyond  the  tragedy  of  a  world  at  strife, 
And  trust  that  out  of  night  and  death  shall  rise 
The  dawrn  of  ampler  life; 

"Rejoice,  whatever  anguish  tears  your  heart, 
That  God  has  given  you  the  priceless  dower 
To  live  in  these  great  times  and  have  your  part 
In  freedom's  crowning  hour; 

"That  ye  may  tell  your  sons  who  see  the  light 
High  in  the  heavens,  their  heritage  to  take, 
'I  saw  the  powers  of  darkness  put  to  flight, 
I  saw  the  morning  break!'  " 

God  hasten  that  day  ! 


6»8 


December.  1912     THE  ENGINEERING  JOURNAL 


TENTH  ANNUAL  MEETING  OF  E.C.P.D. 

The  Journal  is  indebted  to  George  A.  Stetson,  editor  of  Mechanical  Engineering,  for  the 
following  account  of  the  meeting. 


At  the  annual  meeting  of  the  Engineers'  Council  for 
Professional  Development,  R.  E.  Doherty,  president, 
Carnegie  Institute  of  Technology,  was  re-elected  chairman. 
The  meeting  was  held  on  Sunday,  October  18,  at  the 
Engineering  Societies  Building  in  New  York,  and  was  fol- 
lowed by  a  dinner,  at  the  Engineers'  Club,  to  which  mem- 
bers of  the  governing  boards  of  the  constituent  societies  had 
been  invited  to  listen  to  résumes  of  the  annual  reports  of 
the  Councils'  committees.  A  feature  of  the  dinner  was  a 
tribute  to  R.  L.  Sackett  who  retired  following  ten  years  of 
service  as  chairman  of  the  E.C.P.D.  Committee  on  Student 
Selection  and  Guidance. 

Other  officers  elected  at  the  meeting  are:  S.  D.  Kirk- 
pat  rick(A.I.Ch.E.),  vice-chairman;  A.  B.Parsons(A.I.M.E.), 
secretary;  and  S.  L.  Tyler  (A.I.Ch.E.),  assistant  secretary. 

Members  of  the  Council  appointed  to  serve  for  the  term 
1942-1945  were:  George  W.  Burpee,  R.  L.  Sackett,  0.  W. 
Eschbach,  Arthur  Surveyer,  Chas.  F.  Scott,  and  C.  M.  A. 
Stine  (all  reappointments)  ;  and  A.  F.  Greaves- Walker 
(A.I.M.E.)  and  D.  B.  Prentice  (S.P.E.E.)  new  appointments. 

Chairmen  of  the  committees  of  the  Council  were  an- 
nounced as  follows:  A.  R.  Cullimore,  Committee  on  Student 
Selection  and  Guidance;  D.  B.  Prentice,  Committee  on 
Engineering  Schools;  Everett  S.  Lee,  Committee  on  Pro- 
fessional Training;  Chas.  F.  Scott,  Committee  on  Profes- 
sional Recognition;  and  E.  H.  Robie,  Committee  on 
Information. 

Members  of  committees  appointed  to  serve  for  the  term 
M »42-l 945  are: 

Student  Selection  and  Guidance,  A.  R.  Cullimore  and 
G.  B.  Thomas  (reappointments),  and  W.  B.  Plank. 

Engineering  Schools,  J.  W.  Barker,  E.  L.  Morland  and 
B.  M.  Woods  (reappointments). 

Professional  Training,  G.  B,  Holderer  (new  appointment) 
and  John  C.  Arnell  (reappointment). 

Professional  Recognition,  N.  W.  Dougherty,  Webster  N. 
Jones,  and  George  A.  Stetson. 

Information,  F.  A.  Lewis,  to  succeed  G.  Ross  Henninger. 

The  Engineering  Institute  of  Canada  was  represented  at 
the  meeting  by  the  following  officers:  President  C.  R. 
Young,  Past-lVesidents  Arthur  Surveyer  and  J.  B.  Challies, 
Councillor  J.  H.  Vance  and  General  Secretary  L.  Austin 
Wright. 

R.  E.  Doherty  Reports  to  Council 

In  his  report  to  the  Council,  R.  E.  Doherty,  chairman, 
said  that  E.C.P.D.  had  not  escaped  the  pressures  of  war  and 
the  prospects  were  that  it  would  feel  them  still  more.  It 
was  his  opinion  that  the  Council  should  take  an  aggressive 
position  anel  "pursue  at  an  accelerated  rate  every  activity, 
within  its  charter,  that  gives  promise  of  supporting  the  war 
effort  or  that  would  lay  foundations  of  professional  develop- 
ment that  may  now  appear  to  be  essential  for  the  most 
effective  service  to  the  country  by  engineers  and  the  engin- 
eering profession  in  peace-time  reconstruction." 

Mr.  Doherty  reviewed  two  general  avenues  of  approach 
to  the  accomplishment  of  its  objective's  of  professional 
development.  One  was  to  cultivate  among  constituent 
1  «xlies  an  attitude  of  co-operation  and  an  improved  practi- 
cal facility  in  taking  joint  action.  The  other  was  an  educa- 
tional campaign  "to  inform  the  individuals  among  the 
boarels  of  elirection  and  the  memberships  of  the  several 
constituent  bodies — inelecel,  all  engineers — with  respect  to 
the  purposes  and  activities  of  E.C.P.D.  and  to  encourage 
them  to  have  an  active  interest." 

Although  the  problem  of  reaching  individual  engineers 
was  more  complicated  than  that  of  reaching  the  constituent 
bodies  themselves,  he  said,  nevertheless  the  main  elements 
of  necessarv  machinerv  were  in  existence.  "The  channels  of 


flow  from  the  Council  to  such  individuals  are  the  national 
organizations  of  the  constituent  bodies.  In  all  major  cities 
anel  industrial  centres  there  are  local  branches  or  sections 
of  the  national  organizations;  and  on  the  campuses  of  most 
engineering  schools  there  are  student  branches  ...  It 
remains  to  organize  at  such  centres,  where  the  organiza- 
tions elo  not  already  exist,  joint  groups  in  which  activities 
relating  to  professional  development  can  be  centred,  and 
which,  through  local  branches  or  sections,  can  be  in  com- 
munication with  E.C.P.D.  through  the  national  organiza- 
tions." Such  a  plan,  he  continued,  was  essential  and  he  and 
J.  F.  Fairman  hael  undertaken  to  formulate  the  details  of  it. 
Mr.  Doherty  then  outlined  the  work  of  the  standing 
committees,  and  his  comments  follow. 

Student  Selection  and  Guidance 
(E.I.C.  Representative:  H.  F.  Bennett) 

The  selection  of  students  who  are  intellectually  qualified 
and  the  guidance  of  such  students  into  the  engineering  pro- 
fession now  represent  one  of  our  most  critical  problems. 
Normally,  it  is  a  problem  of  basic  importance  that  the  apti- 
tudes of  students  yet  in  high  school  be  determined.  But  this 
problem  becomes  critical  in  the  war  effort  which  elemands 
more  full-fledged  engineers  and  that  everybody,  including 
students,  be  placed  where  they  can  render  the  most  service. 
Then  these  students  could  be  properly  selected  and  guided. 
The  expensive  and  insufficient  facilities  for  engineering 
education  must  not  be  wasted  upon  so  many  students  who 
can  not  make  the  grade.  And  the  only  hope  now  apparent 
of  solving  this  problem  is  the  further  active  development 
of  the  distinguished  work  Dean  Sackett's  Committee  on 
Selection  and  Guidance  has  already  accomplished.  He  has 
laid  a  sound  foundation  of  procedure  in  connection  with 
the  knotty  problem  of  selection — of  determining  aptitude. 
After  the  exploration  of  earlier  years,  studies  that  have  been 
made  during  the  last  two  with  the  very  substantial  support 
of  President  Cullimore  have  apparently  begun  to  open  the 
way  to  the  solution  of  this  problem.  And  in  guidance,  from 
the  experiments  sponsored  and  studied  by  Dean  Sackett's 
committee  in  a  number  of  urban  centers,  notably  New  York, 
have  emerged  procedures  that  constitute  the  beginning  of  a 
se>lution  of  this  difficult  problem.  I  would  urge  upon  you 
my  belief  that  the  work  of  this  committee  probably  repre- 
sents our  most  important  immediate  opportunity. 

And  I  cannot  leave  this  matter  without  expressing  to 
Dean  Sackett,  on  behalf  of  the  Council,  a  deep  and  endur- 
ing gratitude  for  the  foundation  he  has  laid  under  this 
important  work  during  a  whole  decade  of  patient,  unremit- 
ting, unsung  toil,  anel  until  the  last  year  or  two  with  practi- 
cally no  funds  at  his  elisposal.  And  I  hope  that  as  he  now 
retires  from  the  committee  he  will  find  satisfaction  in  both 
a  job  well  done  and  the  gratitude  of  his  colleagues  in 
E.C.P.D. 

Engineering  Schools 

(No  E.I.C.  Representative) 

The  problems  of  the  Committee  on  Engineering  Schools 
are  increasing  in  both  difficulty  and  scope.  War  pressures 
raise  emestions  not  alone  as  to  modification  of  the  accredit- 
ing programme;  it  now  appears  that  the  whole  structure  of 
higher  education,  inclueling  engineering,  may  be  torn  apart 
for  the  duration.  What  the  engineering  profession,  as  repre- 
sented by  E.C.P.D.,  can  do  to  hold  to  a  minimum  this 
impeneling  devastation  and  to  lay  such  foundations  as  fall 
within  the  Council's  scope  for  post-war  reconstruction  of 
engineering  curricula,  is  a  problem  with  which  the  Com- 
mittee on  Engineering  Schools,  presumably,  must  deal. 
As    Chairman    Prentice  of  the  committee  has  indicated, 


THE  ENGINEERING  JOURNAL     December,  1942 


689 


there  may  be  also  an  opportunity  of  assisting  in  some  way 
in  connection  with  war  plans  in  the  engineering  colleges. 
Hence  it  seems  very  clear  that  although  the  accrediting 
programme  itself  will  be  suspended,  the  efforts  of  this  com- 
mittee should  not  be  relaxed,  rather  should  they  be  re- 
directed to  the  war  problems. 

In  this  general  connection  I  would  report  that  the  Execu- 
tive Committee  undertook  to  explore  the  problems  created 
by  confused  authority  and  policy  in  connection  with  pro- 
fessional engineering  man-power  in  the  war  effort,  and  with 
this  purpose  in  mind  organized  a  meeting  held  in  New  York 
on  September  20.  The  group  included  Dr.  E.  C.  Elliott, 
chief,  professional  and  Technical  Division,  War  Man-power 
Commission,  Dr.  Leonard  Carmichael,  director  of  the 
National  Roster  of  Scientific  and  Professional  Personnel, 
L.  Austin  Wright,  assistant  director,  Canadian  Selective 
Service,  and  a  few  representatives  of  war  industries,  in 
addition  to  the  Executive  Committee  and  others  associated 
with  E.C.P.D.,  including  the  national  secretaries.  After  a 
period  of  general  discussion,  Dr.  Elliott  appointed  the 
entire  group  as  a  special  committee  of  his  division  of  the 
War  Man-power  Commission,  and  as  such  it  passed  a  resolu- 
tion to  be  reported  at  the  meeting  to-day. 

Professional  Recognition' 
(E.I.C.  Representative:  J.  A.  Vance) 

The  Committee  on  Professional  Recognition  has  had 
from  the  beginning  a  thorny  and  uncertain  path.  As  Pro- 
fessor Scott,  its  present  chairman,  has  reported,  the  decision 
was  reached  a  few  years  ago  that  the  profession  was  not  yet 
ready,  not  sufficiently  like-minded,  to  settle  upon  formal 
criteria  of  recognition,  and  that  therefore  the  committee's 
work  should  be  redirected  toward  an  educational  programme 
regarding  the  profession,  reaching  college  students  and 
junior  engineers.  Thus  would  a  more  unified  understanding 
of  the  profession  be  cultivated  and  the  foundation  laid  for 
future  action  regarding  the  problem  of  professional  recog- 
nition. Professor  Scott's  pursuit  of  this  wise  change  in  com- 
mittee policy  is  to  be  commended,  for  I  venture  to  sax- 
there  are  few  students  and  junior  engineers  and  probably 
no  engineering  teachers  who  have  not  felt  the  touch  of  his 
campaign,  about  which  he  has  given  full  report. 

Professional  Training 
(E.I.C.  Representative:  C.  R.  Young) 

The  Committee  on  Professional  Training  has  taken  a  new 
lease  on  life.  Under  its  energetic  chairman  it  has  cleared  its 
mind  as  to  purpose,  settling  upon  the  preparation  of  a 
"Manual  for  Junior  Engineers"  as  its  primary  undertaking, 
at  the  same  time  carrying  forward  as  far  as  may  be  practi- 
cable under  war  pressures  other  important,  but  secondary, 
projects;  and  this  I  believe  to  be  a  wise  plan.  The  new 
manual  will  be  as  important  to  junior  engineers  as  the 
pamphlet  "Engineering  as  a  Career"  is  to  high-school  and 
college  students,  and  we  must  now  make  financial  plans  for 
its  publication  so  that  no  time  will  be  lost  when  the  manu- 
script is  ready.  It  is  now  approaching  the  end  of  the  plan- 
ning stage.  Recalling  the  long  hunt  for  outside  funds  for 
publishing  "Engineering  as  a  Career,"  I  wish  to  prepare 
now  for  the  manual  and  am  recommending  herein  appro- 
priate action. 

Ethics 
(E.I.C.  Representative:  C.  R.  YouNg) 

The  Committee  on  Ethics,  which  had  been  organized 
under  the  late  American  Engineering  Council,  came  to 
E.C.P.D.'s  sponsorship  about  two  years  ago.  Under  the 
leadership  of  Prof.  D.  C.  Jackson  the  committee  has  suc- 
ceeded in  the  difficult  task  of  formulating  a  code  and  a 
"Statement  of  Faith"  that  at  least  have  the  unanimous 
approval  of  the  committee.  The  importance  of  such  docu- 
ments to  the  profession,  if  generally  accepted,  needs  no 
argument  here.  Moreover,  I  need  not  remind  you  of  the 
extended  and  careful  thought  that  these  documents  have 


had.  Hence  it  is  my  hope  that  the  Council  may  see  fit  to 
approve  them. 

Information 
(E.I.C.  Representative:  L.  Austin  Wright) 

The  Committee  on  Information  under  the  chairmanship 
of  G.  Ross  Henninger,  has  followed  the  customary  policy  of 
a  number  of  years  with  respect  to  publicity  of  merely 
reporting  the  facts  regarding  actual  work  of  E.C.P.D.  and 
results  accomplished.  In  addition  it  has  carried  out  the 
special  assignment  during  the  last  year  of  re-editing  and 
printing  the  pamphlet  "Engineering  as  a  Career,"  which 
has  been  warmly  received  by  the  schools  and  colleges. 

Ways  and  Means 

Our  situation  is  sound.  Against  the  proposal  to  support 
the  work  of  the  Committee  on  Selection  and  Guidance  that 
has  significance  in  war  as  in  peace,  to  finance  the  publication 
of  the  "Manual  for  Junior  Engineers,"  and  to  protect  the 
Council's  responsibility  for  restoring  the  list  of  accredited 
curricula  after  the  war,  the  Council  has  a  substantial 
balance,  as  indicated  on  the  financial  statement.  I  have 
recommended  that  appropriate  amounts  be  set  aside  now 
as  special  reserves  for  these  purposes.  Then  against  the 
regular  expense  budget  for  the  year  1942-1943  submitted 
to-day  for  your  approval,  is  an  adequate  income  from  The 
Engineering  Foundation  and  constituent  bodies.  I  am 
gratified  to  report  that  the  Foundation  has  already  appro- 
priated for  1942-1943  a  sum  of  $5,000,  an  increase'  of  $500 
over  last  year.  I  have  expressed  the  Council's  appreciation 
both  to  the  Foundation  for  its  continuing  interest  in 
E.C.P.D.'s  work,  and  to  Dean  Potter  for  his  good  offices 
in  supporting  the  Council's  request.  And  there  is  every 
indication  that  the  several  appropriations  from  the  con- 
stituent bodies  for  the  year  just  closed  will  be  renewed  in 
full  for  the  coming  year,  and  for  this,  of  course,  we  are 
most  grateful. 

Last  year  when  it  was  decided  to  abolish  the  fees  col- 
lected from  colleges  for  reinspection  of  accredited  curricula, 
it  was  necessary  to  obtain  new  funds.  The  chairman  was 
authorized  to  seek  the  funds  from  the  constituent  bodies. 
The  A.S.M.E.,  A.I.E.E.,  A.S.C.E.,  and  A.I.Ch.E.,  re- 
sponded by  doubling  their  respective  appropriations,  and 
the  problem  was  thus  solved. 

Constituent  Bodies  Report 

A  customary  feature  of  E.C.P.D.'s  annual  meetings  is  a 
report  from  each  of  the  constituent  bodies  on  what  has  been 
accomplished  during  the  year  with  suggestions  as  to  how 
the  Council  could  better  approach  its  objectives.  Abstracts 
of  these  reports  for  1942  follow. 

American  Society  of  Civil  Engineers 

On  behalf  of  the  American  Society  of  Civil  Engineers. 
E.  E.  Howard  read  from  a  report  by  R.  E.  Bakenhus.  The 
report  said  that  the  A.S.C.E.  had  endeavoured  continuously 
to  uphold  the  policies  of  the  E.C.P.D.,  particularly  in  its 
accrediting  programme.  This  was  done  in  part  through 
student-chapter  organizations.  The  A.S.C.E.  representatives 
on  the  Council  were  proud  to  report  the  continued  activity 
of  the  New  York  Engineers'  Committee  on  Student  Selec- 
tion and  Guidance,  which  for  the  past  five  years  had  been 
under  the  chairmanship  of  an  A.S.C.E.  member,  Arthur 
G.  Hayden.  This  committee  was  made  up  of  members  of 
the  five  engineering  societies  participating  in  E.C.P.D., 
the  civil  engineering  subcommittee  consisting  of  20  mem- 
bers. Mr.  Hayden's  report  for  1941-1942  had  stated  that 
28  group  meetings  and  three  general  assemblies  had  been 
held  in  the  high  schools  of  New  York  City,  at  which  more 
than  7,000  students  had  been  in  attendance. 

Representatives  of  A.S.C.E.  had  attended  the  conference 
with  the  War  Man-power  Commission  held  under  the  au- 
spices of  E.C.P.D.  on  September  20.  Although  A.S.C.E. 
had  expressed  no  formal  opinion,  it  might  be  stated  that 


690 


December.  1912     THE  ENGINEERING  JOl  RNAL 


"the  Society  thoroughly  endorses  the  stand:  first,  that 
every  effort  should  be  made  to  supply  the  armed  services 
with  engineers  of  the  type  that  are  required  and  in  the 
tasks  that  require  engineers;  second,  that  every  effort  be 
made  to  supply  necessary  and  vital  industrial  establish- 
ments with  engineering  talent  for  use  in  the  tasks  where 
it  is  necessary;  and  third,  that  the  supply  of  trained  engin- 
eers be  kept  up  as  the  war  needs  indicate." 

As  to  what  E.C.P.D.  might  do,  the  report  called  atten- 
tion to  the  expressed  desire  of  the  A.S.C.E.  Board  of 
Direction  "that  E.C.P.D.  might  well  limit  its  work  of 
accrediting  curricula  to  the  five  major  fields  of  engineering." 
The  report  also  stated  that  "any  steps  in  the  direction  of 
greater  solidarity  of  the  profession  and  greater  effectiveness 
in  dealing  with  technical,  social,  and  economic  problems, 
particularly  in  these  times  when  the  country  is  under 
great  stress  due  to  the  war  and  social  changes,  would  be 
desirable." 

National  Council  of  State  Boards  of  Engineering 
Examiners 

Reporting  for  the  National  Council  of  State  Boards  of 
Engineering  Examiners,  X.  W.  Dougherty  expressed  pleas- 
ure that  the  distribution  by  E.C.P.D.  of  Wickenden's 
"The  Second  Mile"  (published  in  The  Engineering  Journal, 
.March.  1941,  pages  111-114)  was  well  under  way,  that  a 
guide  for  senior  students  and  junior  engineers  was  being 
prepared,  and  that  a  "code  of  ethics"  has  been  written,  as 
these  projects  all  concerned  X.C.S.B.E.E. 

E.C.P.D.,  said  Mr.  Dougherty,  had  been  organized  to 
enhance  professional  status.  Four  phases  of  a  continuing 
programme  of  procedure  for  promoting  E.C.P.D.  objec- 
tives were:  (1)  Better  practitioners,  about  which  N.C.S.B. 
E.E.  had  done  much;  (2)  Co-operation  of  the  different 
engineering  agencies,  about  which  they  had  done  little, 
except  as  something  had  been  done  through  overlapping 
of  memberships;  (3)  recognition  on  the  part  of  engineers 
that  they  are  members  of  a  profession;  and  (4)  public 
recognition  that  engineers  deserve  a  place  of  esteem  about 
which  much  was  yet  to  be  done. 

The  Engineering  Institute  of  Canada 

The  report  on  behalf  of  The  Engineering  Institute  of 
Canada  was  presented  by  Dean  C.  R.  Young,  president  of 
the  Institute.  Under  the  direction  of  the  Institute's  Com- 
mittee on  the  Training  and  Welfare  of  the  Young  Engineer, 
a  pamphlet  entitled  "The  Profession  of  Engineering  in 
Canada"  had  been  printed  and  9,000  copies  distributed 
without  charge  to  the  engineering  colleges  and  to  each  of 
the  secondary  schools  of  Canada  where  the  instruction  is 
given  in  English.  A  French  language  edition  of  the  bro- 
chure was  now  in  the  hands  of  the  printers. 

Student  guidance  committees  had  been  set  up  in  1(5  of 
the  25  branches  of  E.I.C.  in  Canada,  and  the  remaining 
nine  branches  were  preparing  to  name  similar  committees. 
Favourable  comment  on  the  work  of  student  guidance  had 
been  voiced  and  the  Institute  had  been  commended  for  its 
action.  Arrangements  were  being  made  to  distribute  the 
E.C.P.D.  manual  for  committees  who  aid  young  men 
interested  in  engineering  education  and  the  engineering 
profession  to  all  counseling  committees  of  the  Institute. 

It  was  planned,  he  said,  that  the  E.I.C.  Committee  on 
the  Training  and  Welfare  of  the  Young  Engineer  would 
expand  its  activities  in  the  direction  of  the  training  of  the 
young  engineer  following  graduation.  Steps  to  foster  com- 
petition of  student  and  junior  members  for  prizes  offered 
by  the  Institute  had  been  taken. 

The  Institute  had  also  created  a  sentiment  for  the  greater 
solidarity  of  engineers  in  all  that  is  essential  to  their  pro- 
fessional life. 

The  American  Society  of  Mechanical  Engineers 

Dean  R.  L.  Sackett  presented  the  report  of  representatives 
of  The  American  Society  of  Mechanical  Engineers,  who  are 


A.  R.  Stevenson,  Jr.,  and  H.  T.  Woolson,  in  addition  to 
Dean  Sackett.  The  report  follows: 

This  Society  has  two  committees  which  co-operate  with 
E.C.P.D.  in  furthering  its  programmes. 

The  Committee  on  Relations  with  Colleges  is  charged 
with  the  supervision  of  the  120  student  branches  of  the 
Society.  Copies  of  the  address  by  President  Wickenden 
entitled  "The  Second  Mile"  were  sent  to  each  student 
branch  chairman  and  honorary  chairman  with  a  letter 
suggesting  the  use  of  the  address  as  the  basis  for  student 
and  faculty  programmes. 

The  Committee  on  Local  Sections  sent  to  each  section 
chairman  a  reminder  of  the  need  for  local  guidance  in  the 
high  schools  for  those  boys  who  were  interested  in  an 
engineering  education.  Only  five  sections  out  of  22  answer- 
ing the  enquiry  had  organized  guidance  committees. 

If  the  experience  of  other  societies  is  similar,  it  indicates 
a  low  interest  in  civic  affairs  and  in  the  future  status  of  the 
engineering  profession. 

It  is  desirable  that  Society  committees  in  charge  of  local 
.-cet  ions  and  student  chapters  or  branches  should  promote 
the  efforts  of  E.C.P.D.  which  are  designed  to  encourage, 
inform,  and  help  members  and  prospective  members.  So- 
ciety publications  provide  reviews  of  E.C.P.D.  meetings 
and  the  programmes  of  committees  but  local  section  and 
student  meetings  give  scant  attention  to  subjects  of  im- 
mediate concern  to  the  progressive  individual. 

The  Committee  on  Education  and  Training  for  the 
Industries  held  two  sessions  at  the  Cleveland  Meeting, 
June  8-10,  1942,  on  "Education  and  Training  for  Industry 
Before  and  After  the  War,"  "Co-operative  Education,"  and 
"Looking  Ahead  in  Adult  Education." 

At  the  Rochester  meeting,  October  12-14,  "Training- 
Women  for  Engineering  Jobs"  was  discussed  by  Mrs. 
Lillian  M.  Gilbreth,  A.S.M.E.,  and  others,  and  a  panel 
discussion  on  "Education  for  Industry"  was  held. 

The  A.S.M.E.  has  increased  its  appropriation  for  the 
support  of  E.C.P.D.  to  $1,700  for  the  year. 

It  is  understood  that  leadership  is  woefully  lacking  in 
candidates  at  Officers  Training  Camps;  the  same  qualities 
or  similar  abilities  are  needed  in  industry,  which  finds  them 
difficult  to  discover.  E.C.P.D.  has  discussed  the  subject 
since  in  its  objectives  it  is  authorized  to  co-ordinate  and 
promote  efforts  and  aspirations  directed  toward  "greater 
effectiveness  in  dealing  with  technical,  social,  and  economic 
problems." 

One  way  for  E.C.P.D.  to  help  in  accomplishing  this  pur- 
pose would  be  to  ask  the  education  committee  of  each 
constituent  society  to  put  on  programmes  designed  to 
inform  the  engineering  profession  concerning  social  prob- 
lems and  its  responsibility  in  solving  those  particularly  to 
which  it  has  contributed.  Leadership  depends  on  the  engin- 
eer's sensing  the  part  he  has  played  in  creating  social  and 
economic  problems,  and  applying  his  intelligence,  jointly 
with  other  forces,  to  the  improvement  of  labour  relations 
and  human  understanding  of  the  conditions  involved. 

The    Society    for    the    Promotion    of    Engineering 
Education 

Reporting  for  the  Society  for  the  Promotion  of  Engineer- 
ing Education,  C.  C.  Williams  said  that  "the  activities  of 
S.P.E.E.  for  the  year  have  been  directed  toward  rendering- 
tin  •  colleges  of  engineering  maximally  useful  in  the  war 
effort.  "The  effectiveness,"  he  said,  "has  been  hampered  by 
two  circumstances:  (1)  A  lack  of  up-to-date  comprehension 
at  Washington  of  the  distribution  and  potentialities  of  the 
technologic  and  research  activities  in  the  universities,  and 
(2)  a  lack  of  knowledge  on  the  part  of  engineering  educators 
of  the  technical  needs  of  the  war  effort." 

"In  the  present  disturbed  state  of  engineering  education," 
he  concluded,  "it  seems  likely  that  E.C.P.D.  may  well 
devote  its  attention  to  the  relations  of  the  engineering- 
profession  to  the  war  effort  and  allow  engineering  education 
to  find  its  own  way.  The  exigencies  that  will  arise  in  the 


THE  ENGINEERING  JOURNAL     December,  1941 


691 


colleges  of  engineering  will  have  to  be  handled  by  the  indi- 
vidual institutions  in  view  of  their  own  conditions  and  by 
organizations  in  S.P.E.E.  and  other  associations  most  im- 
mediately concerned  with  educational  administration. 
When  engineering  education  begins  to  enter  the  period  of 
post-war  adjustment,  E.C.P.D.  may  well  give  thought  to 
the  part  that  undergraduate  and  graduate  education  have 
in  the  comprehensive  project  of  professional  development." 

American    Institute   of   Mining   and   Metallurgical 
Engineers 

In  presenting  a  report  on  behalf  of  the  American  Insti- 
tute of  Mining  and  Metallurgical  Engineers,  W.  B.  Plank 
told  of  a  special  committee  of  the  Institute  which  "has  made 
a  preliminary  report  outlining  a  plan  whereby,  mainly 
through  local  sections,  special  attention  will  be  given  to 
new  engineering  graduates,  to  make  them  acquainted  with 
other  young  engineers  and  to  make  it  possible  for  them  to 
participate  both  technically  and  socially  in  local-section 
activities." 

He  mentioned  also  a  committee  which  has  made  a  study 
of  the  Selective  Service  as  it  affects  young  mining  and 
metallurgical  engineers.  Through  advice  to  deans  of  schools 
and  correspondence  with  Selective  Service  officials,  and  later 
with  the  War  Man-power  Commission',  the  committee  had 
been  instrumental  in  clearing  up  many  questions. 

A  second  edition  of  a  booklet  by  T.  T.  Read,  "Careers  in 
the  Mineral  Industries,"  had  been  issued  during  the  year. 
Also  during  the  year  the  A.I.M.E.  had  sponsored  publica- 
tion of  a  notable  book  by  T.  T.  Read,  "The  Development 
of  Mineral  Education  in  the  United  States." 

American  Institute  of  Electrical  Engineers 

After  reporting  that  he  full}'  expected  favourable  action 
on  the  part  of  the  Board  of  Directors  of  the  American 
Institute  of  Electrical  Engineers  on  the  request  for  con- 
tinuance of  an  increased  appropriation  for  the  work  of 
E.C.P.D.,  J.  F.  Fairman,  speaking  for  A.I.E.E.  represent- 
atives, told  about  the  presentation  of  an  address,  "What 
the  Sections  Can  Do  to  Assist  E.C.P.D.,"  delivered  at  the 
1942  Summer  Convention  of  the  Institute. 

"During  the  year,"  Mr.  Fairman  continued,  "we  have 
reviewed  the  situation  as  to  the  existence  of  student  branches 
of  the  Institute  at  institutions  whose  curricula  in  electrical 
engineering  were  not  accredited  by  E.C.P.D.  In  1940  there 
were  eleven  cases.  In  1941  there  were  seven.  If  Council  ap- 
proves the  recommendations  of  its  Committee1  on  Engineer- 
ing Schools,  after  this  meeting  there  will  remain  only  five. 
This  seems  to  indicate  progress  and  a  definite  effort  on  the 
part  of  the  schools  to  get  themselves  on  the  accredited  list." 

As  to  suggestions  for  the  work  of  E.C.P.D.,  Mr.  Fairman 
said,  "Our  own  opinion  ...  is  that  E.C.P.D.  would  do  well 
to  concentrate  on  its  immediate  objective  and  to  avoid  the 
temptation  to  adventure  in  broader  fields." 

American  Institute  of  Chemical  Engineers 

B.  F.  Dodge,  speaking  on  behalf  of  the  representatives  of 
the  American  Institute  of  Chemical  Engineers,  applauded 
the  E.C.P.D.  for  its  resolution  of  September  20  on  the  sub- 
ject of  man-power.  He  said  that  the  demand  for  chemical 
engineers  greatly  exceeded  the  supply.  Inasmuch  as  chem- 
ical engineering  was  a  young  man's  occupation,  there  was 
no  pool  of  older  men  upon  which  to  draw.  It  was  his  opinion 
that  the  place  of  the  chemical  engineer  was  in  the  produc- 
tion armv.  He  was  thankful  that  there  were  no  outstanding 
differences  between  the  A.I.Ch.E.  and  E.C.P.D.  The 
A.I.Ch.E.,  he  said,  had  5,000  student  members. 

E.C.P.D.  Annual  Dinner 

Col.  C.  E.  Davies,  secretary,  A.S.M.E.,  acted  as  toast- 
master  at  the  annual  dinner  of  E.C.P.D.  which  was  held 
at  the  Engineers'  Club,  New  York,  N.Y.,  on  Sunday  eve- 
ning, October  18,  following  the  annual  meeting  of  the 
Council.  In  addition  to  members  of  the  Council  and  its 


committees  there  were  also  present  at  the  dinner  repre- 
sentatives of  the  governing  boards  of  several  of  the 
constituent  bodies. 

Colonel  Davies  recalled  how  the  E.C.P.D.  had  been 
formed  following  a  "Conference  on  Certification"  held  ten 
years  ago.  A  profession,  he  said,  was  nothing  without  ideals, 
ideas,  and  leaders.  We  had  to  be  realistic  about  the  engin- 
eering profession  and  to  realize  that  we  had  hardly  started 
to  build  a  profession  of  engineering.  A  wide  range  of  view- 
points existed  which  had  to  be  considered.  E.C.P.D.  had 
started  in  1932  as  "a  conference  of  engineering  bodies,"  and 
its  purpose  was  to  suggest  to  operating  groups  what  should 
be  done.  In  order  to  have  leadership,  he  continued, 
acquaintanceship  was  essential,  and  such  gatherings  as  the 
one  he  was  addressing  were  a  means  to  such  an  end.  The 
ten  years  of  E.C.P.D.'s  activities  had,  in  his  opinion,  been 
worth  while,  and  he  proposed  to  call  upon  representatives 
of  E.C.P.D.  committees  to  tell  briefly  what  E.C.P.D.  was 
thinking  about. 

Col.  Davies  then  called  upon  Chas.  F.  Scott,  Committee 
on  Professional  Recognition;  D.  C.  Jackson,  Committee  on 
Ethics;  S.  D.  Kirkpatrick,  Committee  on  Engineer  Train- 
ing; D.  B.  Prentice,  Committee  on  Engineering  Schools; 
and  R.  L.  Sackett,  Committee  on  Student  Selection  and 
Guidance;  who  spoke  briefly  of  the  work  of  their  committees. 
As  the  reports  of  these  committees  have  been  summarized 
elsewhere  in  this  account  of  the  E.C.P.D.  annual  meeting, 
no  attempt  to  repeat  these  reports  will  be  made  here. 

Tribute  to  Dean  Sackett 

Following  Dean  Sackett's  brief  address,  the  toastmaster 
called  upon  George  A.  Stetson  to  report  for  a  special  com- 
mittee which  had  been  appointed  to  prepare  a  tribute  to 
Dean  Sackett  who  retires  from  the  Chairmanship  of  the 
Committee  on  Student  Selection  and  Guidance  after  a 
service  of  ten  years.  After  reviewing  the  importance  and 
significance  of  the  work  of  this  committee  under  Dean 
Sackett's  leadership,  the  tribute  read: 

"We  have  listened  to-day  to  the  report  of  one  of  your 
committee  chairman  who  has  lived  through  this  period  of 
evolution.  Long  years  of  service  in  the  field  of  engineering 
education  have  matured  his  wisdom  and  judgment.  Experi- 
ence with  several  generations  of  youth,  with  practising 
engineers,  and  with  the  men  and  women  of  this  nation  has 
been  his  in  rich  measure.  Some  inner  quality  of  alertness  to 
men  and  events  has  kept  his  mind  youthful  and  his  vision 
clear.  Although  justified  by  years  and  the  value  of  his 
accomplishments  in  enjoying  the  leisure  that  the  vigour 
of  his  health  would  make  a  pleasure  rather  than  a  burden, 
he  has  preferred  to  pioneer  in  the  field  of  selection  and 
guidance  of  young  engineers,  and  has  devoted  his  time  and 
energy  to  a  new  and  important  aspect  of  engineering  educa- 
tion upon  which  the  quality  of  future  generations  of 
engineers  will  indubitably  depend.  To  the  professional  social 
scientist  and  the  pedagogical  physcologist  he  is  a  layman; 
but  those  who  have  known  him  and  worked  with  him 
recognize  that  new  ideas  in  any  field  coalesce  into  the  sub- 
stance of  practicability  when  exposed  to  the  influence  of 
his  maturity  and  experience. 

"Dean  Sackett,  it  is  my  privilege  to  extend  to  you  on 
behalf  of  this  group  of  your  friends  and  fellow  workers  their 
congratulations  and  their  tribute  to  you  for  your  service 
in  the  field  of  engineering  education  and  particularly  for 
your  ten  years  of  leadership  in  developing  the  techniques 
of  selection  and  guidance  of  engineering  students.  As  your 
studies  bear  fruit  in  application  in  education  and  engineer- 
ing, more  and  better  leaders  will  be  developed  and  a  larger 
and  more  intelligent  group  of  young  men  will  rally  to  wise- 
leadership.  You  cannot  pass  on  to  them  your  maturity  and 
experience;  but,  when  peace  returns,  following  your  example 
and  aided  by  the  influences  you  have  set  in  motion,  they 
will  be  able  to  distinguish  between  true  leadership  and 
false,  bring  education  to  serve  the  liberties  and  well  being 
of  mankind,  and  build  a  nobler  profession  that  will  be  the 


692 


December,  1912     THE  ENGINEERING  JOURNAL 


master  and  not  the  victim  of  applied  science  through  a  wise 
use  of  maturity  and  experience." 

In  his  response  Dean  Sackett,  to  whom  the  tribute  had 
come  as  a  complete  surprise,  said  that  his  service  on  the 
committee  had  been  a  pleasant  experience  in  spite  of  the 
resistance  he  had  encountered.  In  such  a  part  a  certain- 
amount  of  mulishness  was  necessary.  Many  times,  he  con- 
fessed, he  had  not  known  whether  he  had  been  kicked 
downstairs  or  up.  He  had  not  been  indifferent  but  ignorant 
of  having  been  rebuffed. 

Following  the  tribute  to  Dean  Sackett,  F.  L.  Bishop, 
secretary,  S.P.E.E.,  called  attention  to  the  fact  that 
normally  the  work  of  E.C.P.D.  and  the  engineering  colleges 
had  to  do  with  students  who  had  the  financial  backing 
necessary  for  getting  an  engineering  education.  When  the 
Army  and  Navy  takes  over,  he  said,  twice  as  many  young 
men  would  be  able  to  enter  engineering  colleges  as  had  been 
the  case  under  normal  conditions. 

Canadian  Engineers  Compliment  E.C.P.D. 

Calling  attention  to  the  fact  that  The  Engineering  Insti- 
tute of  Canada  was  the  only  constituent  body  which  had 
sent  its  full  delegation  of  .representatives  to  the  E.C.P.D. 
annual  meeting,  Col.  Davies  asked  Arthur  Surveyer  to 
speak  for  the  E.I.C.  representatives. 

Mr.  Surveyer  said  that  he  was  attending  his  first  E.C.P.D. 
annual  meeting.  He  had,  he  said,  a  feeling  of  pride  that  The 
Engineering  Institute  of  Canada  had  been  asked  to  be- 
come one  of  the  constituent  bodies  of  E.C.P.D.  E.C.P.D., 
he  recalled,  had  worked  relentlessly  to  improve  the  status 
and  education  of  engineers  and  to  guide  high-school  students. 

Appraisal  of  aptitudes  for  a  profession  was  important,  he 
said.  No  other  profession,  in  his  opinion,  had  given  so  much 
thought  to  the  question  of  selection  or  had  gone  so  far  in 
saving  young  men  from  the  disappointment  of  making  a 
wrong  choice.  Lawyers  and  doctors,  he  pointed  out,  re- 
mained practitioners  throughout  their  lives,  while  engineers 
usually  advanced  to  administrative  positions.  In  this  ad- 
vancement the  engineer  generally  had  to  discard  the  prac- 
tice that  had  helped  him  to  rise.  It  was  his  habit  to  look  foi- 
fine  qualities  in  men  and  to  help  their  development. 

It  was  difficult  for  laymen,  he  said,  to  understand  how  a 
group  of  men  having  such  differences  of  background  and 
function  as  engineers  exhibit  could  constitute  a  profession. 
However,  professionalism  for  engineers  was  an  attitude  of 
mind,  an  ability  to  analyze  and  to  sift  essentials  from 
non-essentials. 

It  was  now  necessary  for  engineers  to  assist  in  winning 
the  war  and  the  peace  which  was  to  follow.  No  men,  Mr. 
Surveyer  concluded,  were  better  trained  than  the  engineers 
of  the  United  Nations.  With  the  discipline  of  their  educa- 
tion they  should  participate  in  the  bringing  of  peace. 

J.  B.  Challies,  also  of  the  E.I.C,  followed  Mr.  Surveyer 
and  spoke  briefly.  He  had  had  something  to  do  with  the 
suggestion  that  E.I.C.  be  associated  with  E.C.P.D.  Engin- 
eers in  Canada  were  not  separate,  and  they  appreciated 
being  members  of  the  "supreme  Court  of  Organized 
Engineering  in  North  America,"  the  E.C.P.D. 


Man-Power  Controls  in  Canada 

In  introducing  L.  Austin  Wright,  secretary  of  The 
Engineering  Institute  of  Canada,  Colonel  Davies  said  that 
he  had  been  impressed  with  man-power  controls  in  Canada. 
Mr.  Wright  was  deputy  director  of  National  Selective 
Service  in  Canada,  under  Elliot  M.  Little,  former  director, 
also  an  engineer,  to  whom  the  job  had  been  given  because 
of  the  success  which  had  attended  his  handling  the  Wartime 
Bureau  of  Technical  Personnel  organized  by  three  Canadian 
engineering  societies. 

Mr.  Wright  described  briefly  but  clearly  the  operation  of 
the  National  Selective  Service  system  in  Canada  and  the 
controls  of  man-power  that  are  exercised  there.  He  also 
told  about  the  control  of  engineering  students  and  their 
allocation,  upon  graduation,  to  the  armed  forces  and  to 
industry.  Students  in  Canadian  universities  were  permitted 
to  finish  their  courses,  he  said,  and  in  the  case  of  engineering 
students,  summer  work  in  industry  was  required,  inasmuch 
as  the  courses  were  not  "accelerated"  as  they  have  been  in 
the  United  States.  No  more  postgraduate  courses  are 
offered  and  one  failure  would  be  sufficient  to  remove  a 
student  from  school.  Changes  of  courses  were  not  permitted 
students,  unless  the  changes  were  in  the  national  interest. 
All  students  were  to  be  called  up  for  active  service  upon 
graduation  and  those  physically  unfit  for  military  service 
would  be  required  to  take  positions  in  industry.  Allocation 
of  graduates  to  the  armed  forces  and  industry  was  under 
the  control  of  the  National  Selective  Service  and  was 
caused  out  in  accordance  with  national  need.  It  was 
planned,  he  said,  to  carry  the  control  back  to  the  high 
schools  in  order  to  provide  an  adequate  supply  of  college- 
trained  men  for  the  armed  forces,  the  government,  and 
industiy. 

Office  of  Technical  Development 

Webster  W.  Jones,  dean  of  the  College  of  Engineering, 
Carnegie  Institute  of  Technology,  reviewed  informally  the 
survey  made  for  the  War  Production  Board  which  resulted 
in  the  recommendation  that  a  group  of  engineers  and 
scientists  be  set  up  as  an  Office  of  Technical  Development. 
The  Office,  he  said,  would  be  advisorv  to  Donald  M.  Nelson, 
W.P.B.  director. 

President-elect  H.  V.  Coes.  of  A.S.M.E.,  Speaks 

Asked  by  Colonel  Davies  to  speak  to  the  Council,  H.  V. 
Coes,  president-elect  of  The  American  Society  of  Mechan- 
ical Engineers,  said  that  he  had  followed  the  work  of  the 
E.C.P.D.  with  interest  for  several  years.  It  had  set  a  pat- 
tern for  co-operative  efforts  of  engineering  groups  which 
too  often  conducted  their  affairs  in  such  "airtight  com- 
partments" that  they  lost  track  of  their  objectives. 

In  bringing  the  dinner  to  a  close,  President  Doherty  said 
that  it  was  heartening  to  the  officers  of  E.C.P.D.  to  see  the 
interest  taken  in  its  affairs  and  discussions.  He  appreciated 
the  spirit  of  the  discussions  he  had  just  listened  to  and  the 
help  of  our  Canadian  colleagues.  We  could,  he  said,  face 
the  coming  year  with  encouragement  and  determination  to 
aid  in  the  war  effort. 


THE  ENGINEERING  JOURNAL     December,  1942 


693 


Abstracts  of  Current  Literature 


ACCIDENT  PRONENESS 

From  Engineering  (London).  Sept.  11.  1942 

Factory  accidents  are  not  purely  fortuitous  occurences, 
the  incidence  of  which  can  neither  be  foreseen  nor  con- 
trolled. If  they  were,  their  distribution  would  follow 
definite  arithmetical  rules  such  as  are  exhibited  in  cases  of 
pure  chance.  A  simple  example  is  given  by  the  tossing  of  a 
coin.  If  a  large  number  of  people,  say  a  million,  toss  for 
heads  or  tails,  then  obviously,  on  the  first  occasion,  there 
will  be  500,000  winners  and  500,000  losers.  If  the  process 
is  repeated,  there  is  an  even  chance  that  each  winner  will 
toss  head  or  tail  with  the  result  that  250,000  people  will 
win  twice.  Equally,  250,000  will  lose  twice.  With  large  num- 
bers this  process  may  be  repeated  over  many  stages  so  that 
after,  say,  six  tossings  there  will  be  18,000  people  who  have 
won  six  times  and  a  similar  number  who  have  lost.  There 
will  be  a  tendency  for  the  winners  to  suppose  that  they  have 
some  peculiar  personal  qualification  making  them  persist- 
ently lucky  and  for  the  losers  to  describe  themselves  as 
always  unlucky.  Actually  any  of  them  have  an  equal  chance 
of  winning  or  losing  next  time  and  the  fact  that  some  have 
a  run  of  luck  or  misfortune  has  nothing  to  do  with  them 
personally.  It  is  an  arithmetical  necessity.  The  possibility  of 
sustaining  an  accident  in  a  factory  is  not  a  simple  yes-or-no 
chance  like  tossing  a  coin,  but  it  is  amenable  to  the  same 
kind  of  statistical  treatment,  and  it  can  be  shown  that 
some  people  will  necessarily  have  more  than  their  share  of 
accidents.  Examination  of  many  records,  however,  indicates 
that  this  is  not  a  sufficient  explanation  of  the  distribution 
of  industrial  accidents.  Some  extraneous  factor  interferes 
with  the  laws  of  probability. 

An  example  illustrating  this  was  given  by  an  investiga- 
tion, carried  out  before  the  war,  in  a  factory  in  which 
women  were  engaged  on  machine  operations  in  the  manu- 
facture of  shells.  Although,  from  a  statistical  point  of  view, 
the  number  of  workpeople  concerned  was  not  large,  it  was 
great  enough  to  indicate  that  other  factors  than  chance 
helped  to  determine  the  results.  The  data  obtained  con- 
cerned the  activities  of  648  women  over  some  months.  It 
was  found  that  the  number  suffering  no  accident  was  448, 
while  132  had  one  accident;  42,  two  accidents;  and  26, 
three,  four  or  five  accidents.  Further  observation  showed 
that  groups  of  women  free  from  accidents  tended  to  main- 
tain that  status,  while  other  groups  which  had  previously 
suffered  one  or  more  accidents  continued  in  the  same  type 
of  liability.  A  probability  calculation  in  this  case  showed 
that,  had  the  distribution  been  determined  by  chance, 
instead  of  26  women  sustaining  three  to  five  accidents,  the 
number  would  have  been  eight. 

The  chance  of  an  accident  occurring  to  an  individual  is 
naturally  largely  determined  by  the  degree  of  risk  to  which 
he  or  she  is  exposed.  Many  investigations  of  the  type 
mentioned  above,  however,  have  shown  that  some  people 
are  more  likely  to  sustain  an  accident  than  others.  This 
likelihood  has  been  termed  "accident  proneness"  and  is  the 
factor  which  nullifies  probability  calculations.  In  its  broad 
aspects,  the  existence  of  accident  proneness  has  probably 
been  realised  throughout  human  history,  although  it  has 
had  to  wait  for  a  scientific  era  to  acquire  a  name.  That 
people  who  are  thoughtless,  careless,  clumsy  or  "all  thumbs" 
are  more  likely  to  injure  themselves  in  mechanical  opera- 
tions than  those  of  greater  care  and  finesse  must  have  been 
realised  since  tools  were  invented.  It  is  only  in  recent  years. 
however,  that  investigation  has  shown  that  this  broad  and 
elementary  concept  is  not  in  itself  sufficient  to  distinguish 
accident-prone  people  from  those  who  are  naturally  acci- 
dent-free. Mental  and  physical  qualities  of  a  less  obvious 
kind  have  significant  bearing  in  the  matter. 

This  subject,  which  has  always  been  of  importance  in 
connection  with  factory  work,  has  become  of  increasing 


Abstracts   of    articles    appearing    in 
the    current     technical     periodicals 


moment  with  the  large  increase  in  the  number  of  people 
engaged  in  workshop  operations.  That  the  enormous 
increase  in  the  factory  population  should  be  accompanied 
by  an  increase  in  factory  accidents  was  only  to  be  expected  ; 
the  increase,  however,  is  relative  as  well  as  actual.  This 
also  was,  perhaps,  to  be  expected,  in  view  of  the  fact  that 
very  many  of  the  additional  workers  are  new  to  factory 
life,  but  this  does  not  make  it  satisfactory.  Apart  from  the 
question  of  suffering  for  individuals,  and  attendant  expense, 
all  accidents  delay  production  in  some  measure.  The  ques- 
tion of  accident  proneness  is  but  one  item  in  the  board 
question  of  accident  prevention,  or  rather,  minimization,  in 
factories,  but  present  conditions  have  given  it  a  new 
urgency.  The  new  factory  populations  are  necessarily 
engaged,  in  the  first  place,  with  but  little  individual  selec- 
tion, and  it  is  more  than  probable  that  the  proportion  of 
accident-prone  people  engaged  exceeds  the  normal  average 
encountered  in  peace-time  industrial  experience. 

In  order  to  assist  works  executives  in  dealing  with  this 
matter  as  profitably  as  possible,  the  Industrial  Health 
Research  Board  has  published  a  pamphlet  entitled  "The 
Personal  Factor  in  Accidents."1  It  forms  the  third  of  the 
Board's  Emergency  Reports.  The  pamphlet  does  not  con- 
tain new  material.  It  is  in  essence  a  summary  of  the  con- 
clusions which  have  been  arrived  at  as  a  result  of  the 
Board's  work  in  this  field  in  recent  years.  Particulars  of  the 
various  investigations  have  been  published  in  the  past,  but 
this  digest  of  a  large  amount  of  material  will  be  of  value 
to  many  who,  at  the  present  time,  are  certainly  not  in  a 
position  to  study  any  extensive  series  of  reports. 

The  question  of  importance  at  the  moment  is  whether 
it  is  possible  in  any  way  to  recognize  accident  proneness 
so  that  individuals  affected  may  be  employed  on  operations 
in  which  risk  of  injury  is  small.  Various  tests  have  been 
developed  by  means  of  which  the  sensori-motor  co-ordina- 
tion of  individuals  may  be  measured,  or  at  least  indicated. 
The  tests  which  are  termed  "aesthetokinetic"  give  a 
measure  of  the  rapidity  and  accuracy  of  the  co-ordination 
between  hand  and  eye,  which  is  to  some  extent  a  measure 
of  accident  proneness.  It  cannot  be  said  that  these  tests 
have  been  developed  to  a  stage  at  which  they  form  an 
infallible  guide  in  selection,  but  they  give  a  useful  indica- 
tion. They  have  proved  most  reliable  in  connection  with 
skilled  operations.  The  whole  question  of  selection  by  means 
of  individual  tests  has  been  much  studied  in  recent  years 
and  a  good  deal  has  been  done  in  connection  with  Army 
recruits.  It  would  be  difficult,  however,  particularly  from 
the  point  of  view  of  the  supply  of  suitable  observers,  to 
apply  the  method  on  any  comprehensive  scale  to  the 
thousands  of  new  entrants  now  being  brought  into  indus- 
trial life. 

The  second  method  of  dealing  with  the  matter  which  is 
mentioned  in  the  pamphlet  appears  to  be  more  generally 
applicable.  This  is  based  on  the  use  of  accident  records. 
Like  an  accident  itself,  the  severity  of  an  accident  is  largely 
a  matter  of  chance,  and  although  anyone  who  is  accident- 
prone  may  suffer  more  than  the  average  number  of  mishaps, 
he  may  be  so  fortunate  that  they  are  all  minor.  This,  how- 
ever, is  no  guarantee  for  the  future;  the  next  in  the  series 
may  be  serious.  It  is  in  virtue  of  this  that  the  pamphlet 
recommends  the  keeping  of  records  which  shall  contain 
information  about  all  accidents,  no  matter  how  trivial.  It 
is  proposed  that  the  records  should  be  kept  on  cards,  one 
for  each  employee.  Such  a  collection  of  cards,  divided  into 
packs  corresponding  to  the  departments  of  a  works,  would 
show  at  once  which  accidents  were   the   most    dangerous, 

!H.  M.  Stationery  Office  (Price  I  d  net). 


691 


December,  1912     THE  ENGINEERING  JOl'RN  \l. 


and  which  department  offered  the  most  fruitful  field  for  a 
more  detailed  investigation.  Further,  each  pack  would 
distinguish  the  individuals  in  the  particular  department 
concerned  who  were  most  liable  to  accident,  and  those  in 
the  most  dangerous  departments  could  be  transferred  to 
work  of  a  safer  type  before  they  had  done  themselves  serious 
harm.  Probably  all  factories  already  keep  some  type  of 
accident  record,  but  frequently  only  accidents  involving 
absence  from  work  are  considered  worthy  of  attention. 
Those  who  are  operating  factories  at  the  present  time  are 
keeping  records  of  many  kinds  and  probably  do  not  wish 
this  particular  type  of  activity  to  be  added  to.  If,  however, 
an  elaboration  of  a  system  already  in  operation  would 
assist  in  reducing  the  accident  rate,  which  is  undesirably 
high,  it  might  prove  profitable  not  only  in  eliminating  some 
suffering,  but  in  increasing  output. 

GRATICULES 

From  Monthly  Science  News  (London,  Eng.),  August,  1942 

In  many  types  of  measuring  instruments  mechanical 
methods  in  which  vernier  and  micrometer  scales  were 
employed  are  now  being  replaced  by  optical  methods  in 
which  the  standards  of  measurement  are  provided  by 
graticules.  These  are  the  cross-lines  seen  in  surveying 
telescopes  and  other  instruments.  This  replacement  has 
largely  been  made  possible  by  the  development  of  special 
photographic  methods  in  the  laboratories  of  the  British 
Scientific  Instrument  Research  Association  for  the  repro- 
duction of  graticules,  and  accurately  divided  circles  bearing 
circular  measuring  scales. 

Prior  to  the  development  of  these  methods  it  was  neces- 
sary to  rule  each  circle  or  graticule  individually.  This  ruling 
was  carried  out  by  means  of  a  diamond  on  the  uncoated 
glass  surface,  or  by  a  steel  tool  which  cut  through  a  layer 
of  resistant  material  spread  over  the  surface  thus  exposing 
the  underlying  glass  which  could  then  be  etched  where  the 
rulings  had  been  made.  Both  these  methods  are  subject  to 
severe  limitations.  In  the  first  place,  by  the  ruling  processes 
it  is  difficult  to  obtain  lines  with  abrupt  ends  or  to  stop 
lines  short  at  a  point  of  intersection  with  another  line. 
Under  the  high  magnification  to  which  graticules  are  sub- 
jected any  gap  or  overrun  becomes  plainly  visible.  In  the 
second  place,  a  complicated  graticule  is  exceedingly  difficult 
to  produce  by  any  method  of  ruling  and  etching. 

In  the  photographic  method  of  graticule  production  a 
master  of  the  graticule  is  drawn  which  may  be  a  hundred 
times  the  required  size.  Sharp  edges  can  be  given  to  the 
lines  of  the  master  and  all  spacings  can  be  accurately  pro- 
portioned. From  this  master,  reproductions  can  be  easily 
and  rapidly  made  with  the  elimination  of  all  capricious  and 
uncontrollable  operations.  One  important  feature  of  these 
graticules  is  that,  although  prepared  by  a  photographic 
process,  the  transparent  portions  of  the  finished  graticule 
are  devoid  of  any  film,  thus  eliminating  the  optical  defects 
which  arise  in  using  ordinary  photographic  emulsions  of 
silver  halides  in  gelatine  or  collodion. 

The  use  of  the  photographic  process  enables  complicated 
graticules  to  be  reproduced  with  ease,  results  in  economy  of 
production,  and,  as  the  processes  involved  are  controllable, 
permits  of  a  production  time-table.  When  circles  or  scales 
so  made  are  used  for  purposes  of  measurement,  the  bril- 
liancy of  the  image  seen,  the  opacity  of  the  graduation 
marks  against  a  bright  background,  and  the  large  magni- 
fication employed,  make  it  possible  for  readings  to  be  taken 
with  great  ease  and  precision. 

JOUST  PLAN  FOR  BASE  METALS 

From  Trade  and  Engineering,  (London),  Sept.,  1942 

The  (  lovernments  of  the  United  States  and  Canada  have 
worked  out  arrangements  to  procure  still  greater  quantities 
of  industrial  minerals  from  the  Dominion.  Washington's 
announcement  that  the  Reconstruction  Finance  Corpora- 


tion will  finance  development  of  marginal  and  sub-marginal 
deposits  of  copper,  lead,  zinc,  and  graphite  in  Canada  for 
the  Metals  Reserve  Corporation,  a  wartime  organization 
owned  by  the  United  States  Government,  is  only  part  of 
the  story;  it  is  believed  that,  in  addition,  advances  will  be 
made  where  required,  to  enable  companies  already  producing 
to  expand  their  output,  and  that  financial  assistance  may 
be  provided  also  for  prospecting  for  new  properties. 

The  Ottawa  administration  and  the  Provincial  Govern- 
ments are  helping.  Moderate  exemptions  from  income-tax 
have  been  allowed  to  prospecting  syndicates  and  mining 
and  exploration  companies.  Base-metal  producers  of  less  than 
three  years  standing  have  been  exempted  entirely  from  the 
excess  profits  tax,  so  that  they  will  pay  only  18  per  cent 
on  their  net  profits,  after  provision  for  depletion  and  de- 
preciation, whereas  the  minimum  tax  payable  by  other 
corporations  is  40  per  cent  and  earnings  of  other  industries 
now  are  subject  to  the  100  per  cent  excess  profits  levy.  In 
addition  the  base-metal  enterprises  will  have  priorities  for 
labour  and  materials. 

Canada's  War  Metals  Advisory  Committee,  which  was 
organized  by  the  Metals  Controller,  is  making  a  careful 
survey  of  the  possibilities  of  obtaining  increased  output  of 
strategic  minerals,  and  it  is  expected  that  any  special  assist- 
ance, whether  from  the  Dominion  Government  or  from 
the  Reconstruction  Finance  Corporation  of  the  United 
States,  will  be  made  in  accordance  with  the  recommenda- 
tions of  this  committee.  Such  arrangement  will  provide  a 
measure  of  advice  and  direction  for  development  by  the 
ablest  and  most  experienced  mining  brains  in  the  Dominion, 
and  promises  to  be  highly  important  in  the  future  explora- 
tion and  exploitation  of  this  country's  mineral  resources. 
In  addition  to  the  more  common  base  metals,  occurrences 
of  molybdenite  are  being  given  considerable  attention. 

TUBE  SHELTERS 

From  The  Engineer,  (London),  Sept.  18,  1942 

Eight  new  tube  shelters  in  the  London  area  are  now  so 
nearly  completed  that  in  emergency  they  could  be  brought 
into  use  without  delay.  Actually  it  is  not  intended  to  throw 
them  open  for  the  use  of  tube  shelterers  unless  and  until 
there  is  a  need  for  the  extra  accommodation  they  will 
provide.  These  shelters,  the  design  of  all  of  which  is  prac- 
tically the  same,  have  been  constructed  in  such  positions 
that  they  can  become  parts  of  new  tube  railways  that  may 
be  driven  below  London  when  the  war  is  over.  Each  shelter 
consists  of  two  tunnels  side  by  side,  each  163^  ft.  dia. 
These  tunnels  were  driven  by  methods  similar  to  those 
unusually  employed  for  boring  such  tunnels  in  the  London 
area.  But  it  is  interesting  to  note  that  the  place  of  the 
more  usual  cast  iron  lining  has  been  taken  to  a  considerable 
extent  by  pre-cast  concrete  blocks.  The  use  of  this  alter- 
native material  was  referred  to  by  Mr.  Halcrow,  in  his 
Thomas  Hawksley  Lecture  before  the  Institution  of 
Mechanical  Engineers  last  November.  For  their  special  use 
as  shelters,  the  tunnels  are  divided  by  a  concrete  slab  form- 
ing upper  and  lower  "floors."  Each  shelter  is  about  1,200 
ft.  long  and  capable  of  holding  2,000  people.  Cross-passages 
provide  space  for  medical  aid  posts,  control  rooms  and  the 
like.  The  tunnels  lie  at  levels  between  75  ft.  and  110  ft. 
below  ground  level  and  to  each  there  are  several  alternative 
entrances.  Four  of  the  shelters  are  north  and  four  south  of 
the  Thames.  The  Exchequer  is  paying  for  the  cost  of  the 
construction  of  these  shelters  and  for  their  maintenance. 

MOTOR  SHIPBUILDING 

From  Trade  and  Engineering  (London),  Sept.  1942. 

It  is  reported  from  Copenhagen  that  during  the  course  of 
this  month  the  first  gas-engined  ship  built  by  Messrs. 
Burmeister  and  Wain  will  go  on  trials.  Much  interest  was 
aroused  last  year  when  it  was  announced  that  Messrs. 
Burmeister  and  Wain,  who  may  be  regarded  as  pioneers  in 
motor-ship  construction,  had  taken  up  the  manufacture  of  a 


THE  ENGINEERING  JOl'RNAL     December,  1942 


695 


marine  gas  engine  and  would  instal  the  first  unit  in  a  3,000 
ton  cargo  ship.  It  was  also  announced  that  although  the 
first  engine  had  an  output  of  only  900  b.h.p.,  plans  had  been 
laid  for  the  manufacture  of  much  larger  units. 

The  first  vessel,  now  completed,  is  to  the  order  of  the 
Danish  company,  A.  S.  Navitas,  which  is  apparently  a  new 
shipping  company  established  probably  with  the  idea  of 
trying  out  this  new  development.  The  engine  is  a  seven- 
cylinder  four-stroke  trunk-piston  type,  to  which  gas  is 
supplied  from  two  generators.  Apparatus  is  provided  for 
crushing  the  coal,  and  gas  coolers  are  provided.  The  general 
design  of  the  engine  is  similar  to  that  of  a  Diesel  engine 
but  without  normal  fuel  valves  and  fuel  pumps.  A  special 
design  of  gas  inlet  valve  is  employed.  The  producer  plant  is 
installed  forward  of  the  engine-room,  and  sufficient  bunkers 
for  operation  at  full  speed  for  twenty  days  can  be  carried. 
Ordinary  coal  is  utilized,  and  the  consumption  is  0.7  lb. 
per  i.h.p.  hour  when  using  fuel  having  a  calorific  value  of 
7,000  B.Th.U.  per  lb.  In  port,  current  is  obtained  from  a 
gas-engine  dynamo,  a  small  independent  coal-fired  gas 
producer  being  fitted.  Arrangements  can  be  made  for  con- 
verting the  propelling  engine  to  operate  on  Diesel  fuel  as  a 
Diesel  motor,  and  it  is  stated  that  this  conversion  can  be 
carried  out  in  about  three  days. 

VARIABLE-PITCH  PROPELLERS 

The  Swedish  Johnson  Line  has  ordered  a  7,800  ton  cargo 
passenger  ship  in  which  the  normal  fixed  propellers  will  be 
replaced  by  variable-pitch  propellers.  There  are  to  be  two 
single-acting  3,500  b.h.p.  engines,  and  the  propellers  are  of 
the  Kamewa  type,  which  have  now  been  adopted  in  about 
forty  Scandinavian  ships.  As  the  largest  of  these  has 
machinery  of  under  1,000  h.p.  the  new  ship  represents  an 
important  advance. 

The  design  of  the  propeller  is  based  upon  that  of  the 
impeller  of  the  well-known  Kaplan  water  turbines,  which 
are  built  in  sizes  up  to  60,000  h.p.  The  movement  of  the 
blades  to  provide  variation  in  pitch  is  effected  by  an  oil- 
operated  servo-motor  enclosed  within  the  hub  of  the 
propeller.  Among  the  advantages  hoped  for  is  a  higher 
overall  propeller  efficiency  under  all  conditions  of  speed 
and  load,  since  the  blades  can  be  fixed  to  give  the  most 
desirable  pitch  for  any  circumstances  of  operation.  Com- 
plete control  can  be  effected  from  the  bridge,  and  the 
engines  may  be  of  the  non-reversible  type.  Further,  they 
will  run  at  constant  speed  during  all  manoeuvres,  starting 
and  stopping  during  the  manoeuvring  period  thus  being 
avoided.  It  remains  to  be  seen  whether  these  advantages  will 
outweigh  the  additional  cost  which  apparently  will  neces- 
sarily be  involved. 

FRENCH  PASSENGER  LINERS 

It  is  a  curious  fact  of  the  war  situation  that  while  no 
large  passenger  liners  are  being  built  in  any  of  the  belli- 
gerent countries,  work  should  continue  on  a  vessel  of  this 
class  in  France.  A  24  knot  turbine-driven  liner,  Kairouan, 
built  for  the  Marseilles-Tunis  route,  was  launched  a  short 
time  ago,  and  the  propelling  machinery  of  a  much  larger 
vessel,  the  Maréchal  Pétain,  has  lately  been  completed. 
It  is  now  stated  that  .the  Maréchal  Pétain  will  be  launched 
at  the  end  of  the  year.  She  will  be  the  highest-powered 
oil-engined  passenger  liner  constructed  in  France,  having  a 
gross  tonnage  of  18,000,  with  a  length  of  594  ft.  and  a  beam 
of  75  ft.  9  in.  The  three  Sulzer  propelling  engines  have  been 
built  in  France  at  St.   Denis,  near  Paris,  and  are  each 


designed  to  develop  8,300  b.h.p.  at  131  r.p.m.  They  will 
normally  give  a  speed  of  20  knots,  but  the  total  output  may 
be  increased  to  31,000  s.h.p.  when  required,  this  enabling  a 
speed  of  22  knots  to  be  maintained  for  some  hours.  A 
remarkable  feature  of  this  ship  is  that  all  auxiliaries, 
including  winches  and  other  deck  machinery,  are  to  be 
driven  by  electric  motors  of  the  alternating  current  type. 

HIGH-POWERED  TUGS 

Tugs  of  various  types  have  been  ordered  in  this  country 
and  America,  and  some  of  these  vessels  are  now  coming 
into  commission.  They  are  interesting  from  the  point  of 
view  of  the  methods  of  propulsion  employed.  Several  of  the 
largest  built  in  America  employ  Kort  propellers,  two  1,200 
b.h.p.  engines  driving  separate  propellers  through  reduction 
gearing.  The  engines  in  this  case  are  of  the  four-stroke 
pressure-charged  type  and  are  connected  to  the  pinions  of 
the  reduction  gear  through  electric  couplings.  In  other  still 
larger  tugs  there  are  four  950  b.h.p.  high-speed  engines 
driving  dynamos  which  supply  current  to  a  single  electric 
propelling  motor.  In  yet  another  type  utilizing  electric 
propulsion  two-stroke  General  Motors  Diesel  machinery  is 
installed.  These  tugs  have  the  further  interest  that  the 
propelling  motor  is  of  the  high-speed  type  and  drives  the 
propeller  through  reduction  gearing. 

TRACTOR  PLOUGHING  BY  NIGHT 

From  The  Engineer  (London),  Sept.  4,  1942 

In  order  to  meet  any  future  shortage  of  new  tractors, 
likely  to  be  brought  about  by  the  cutting  down  of  the 
American  and  Canadian  farm  machinery  manufacturing 
programmes,  the  Ministry  of  Agriculture,  which  is  anxious 
to  get  the  bulk  of  the  increased  acreage  of  wheat  sown  in 
this  country  by  the  end  of  November,  recommends  the  use 
of  night  ploughing,  wherever  this  can  be  arranged.  The 
training  of  night-shift  tractor  drivers  is  to  be  begun,  and 
the  Ministry  of  Agriculture  has  collaborated  with  the 
Ministry  of  Home  Security  in  drawing  up  regulations  for 
the  lighting  of  tractors  by  means  of  motor-car  headlamps. 
The  use  of  lighted  tractors  must  in  every  case  conform  with 
the  security  limits.  Experimental  tests  have  shown  that 
straightforward  ploughing  can  be  successfully  carried  out 
using  one  masked  motor-car  headlamp  fixed  near  the 
bottom  of  the  radiator,  and  another  at  the  back  of  the 
driver's  seat.  In  addition,  the  use  of  a  masked  torch  will 
be  permitted,  in  order  to  be  sure  that  all  is  going  well  with 
the  plough.  Even  with  the  amount  of  lighting  permitted  it 
is  pointed  out  that  in  a  general  way  turning  at  headlands 
and  the  marking  out  of  fields  and  the  making  of  finishing 
runs  may  be  difficult.  It  is  therefore  recommended  that 
fields  to  be  ploughed  by  night  should  be  marked  out  in 
daylight  and  the  finishing  runs  left  till  the  following  morn- 
ing. Some  few  tractors  are  already  equipped  with  lighting- 
sets,  but  in  the  case  of  most  of  the  tractors  it  will  be  neces- 
sary to  add  headlamps  and  fixing  brackets  and  a  lighting 
dynamo  or  battery;  36-watt  bulbs  have  been  found  satis- 
factory. Much  of  this  equipment,  it  is  stated,  may  be  found 
on  old  motor  scrap  dumps.  Although  the  number  of  tractors 
coming  to  this  country  will  be  reduced,  and  the  manufac- 
turing of  lower-powered  crawler  tractors  has  been  stopped 
in  order  to  provide  higher-powered  tractors  for  military  and 
civil  engineering  purposes,  arrangements  have  been  made 
to  assure  a  sufficient  quantity  of  spare  parts  to  keep 
tractors  already  in  service  in  good  repair. 


696 


December,  1912     THE  ENGINEERING  JOIRWI 


FIFTY- SEVENTH 
ANNUAL  GENERAL  MEETING 

AND 

GENERAL  PROFESSIONAL  MEETING 

THE  ENGINEERING  INSTITUTE  OF  CANADA 

-■-  "*  "H  1"    "     QeUuGfiAf,  11  tit  and  12tU,  1943 
THE  ENGINEER  AND  THE  WAR 


7<4e  7oWo    Bla+tclt 

Uaà  let  i4<p.  a  âpjecial 

canunïttee 

under      the      chairmanship     of 

W.  S.  Wilson,  M.E.I.C.,  to  handle 

all  arrangements 


All  ïeddùutà  will  Ite 

UeUcdlUe 

(loyal  tyo*k  Jlotel, 

tf-iant  Sheet 


PRELIMINARY  PROGRAMME 
^UuMdcuf,,  Qe/bàu&uf  1ltk  Qliday,  Qehsutatof,  12tk 


10.00  a.m. — Annual  Business  Meeting. 

11.00  a.m. — Discussion  of  the  work  of  the  Committee  on 
Engineering  Features  of  Civil  Defence. 

12.30  p.m. — Luncheon — Address  on:  "The  Alaska  High- 
way," by  Brig.  -  Gen.  C.  L.  Sturdevant, 
Assistant  Chief  of  Engineers,  U.S.  Army. 

2.30  p.m. — Discussion  on  the  work  of  the  Committee  on 
Industrial  Belations. 

7.30  p.m. — Banquet  and  Dance. 


10.00  a.m. — Discussion  on  The  Application  of  Statistical 
Control  to  the  Quality  of  Materials  and 
Manufactured  Products. 

12.30  p.m. — Luncheon — Address  on:  "Canada's  Wartime 
Achievements  in  Shipbuilding,"  by  Desmond 
A.  Clarke,  Director-General  of  Shipbuilding, 
Department  of  Munitions  and  Supply. 

2.30  p.m. — Discussion    on    Post- War    Planning    and    Re- 
construction. 

Evening —  Joint  Smoker  with  Association  of  Professional 
Engineers  of  Ontario. 


See  the  fjanu&uf,  ffouSMol  fpn,  {fill  éetalU 


From  Month  to  Month 


YOUNG  ENGINEERS  ON  E.C.P.D.  COMMITTEE 

Some  time  ago  a  suggestion  was  made  that  the  contribu- 
tion of  The  Engineering  Institute  of  Canada  to  the  work  of 
the  Committee  on  Professional  Training  of  the  Engineers' 
Council  for  Professional  Development  might  be  in- 
creased   if  one   or   two   members   of    the   Institute    were 

appointed    to 


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


of 


the 
the 


this 


Brooks,  Jr.E.I.C. 


junior    division 
Committee. 

On  discussing 
matter  with  Mr.  Everett 
S.  Lee,  chairman  of  the 
Committee  on  Profes- 
sional Training,  and  with 
Dr.  R.  E.  Doherty,  chair- 
man of  E.C.P.D.,  Presi- 
dent Young  of  the  In- 
stitute found  them  most 
sympathetic.  The  matter 
was  then  brought  to  the 
attention  of  E.C.P.D. 
Executive  Committee, 
on  October  17th,  by 
Mr.  Lee  and,  as  a  result. 
Dean  Young  was  asked 
to  submit  the  names 
of  two  of  the  younger 
members  of  the  In- 
stitute to  serve  on  the  junior  committee. 

At  its  meeting  held  at  Headquarters  on  November  21st, 
Council  approved  of  the  recommendation  submitted  by 
Dean  Young  that  the  following  members  of  the  Institute 
be  appointed  to  the  junior  division  of  the  Committee  on 
Professional  Training  of  the  Engineers'  Council  for  Pro- 
fessional Development:  J.  W.  Brooks,  jr. E. i.e.,  structural 
designer  with  H.  G.  Acres  and  Company,  Niagara  Falls, 
Ont.;  and  W.  E.  Brown,  jr. e. i.e.,  win-  rope  engineer,  B. 
Greening  Wire  Company,  Limited,  Hamilton,  Ont. 

Mr.  Brooks  is  an  honour  graduate  in  civil  engineering  of 
Queen's  University  of  the  class  of  1939.  He  was  president  of 
the  Civils  Club  and  is  a  member  of  the  class  '39  permanent 
executive.  For  two  years  after  graduation  he  was  demon- 
strator and  lecturer  in  civil  engineering  at  Queen's  Univer- 
sity. For  one  summer  lie  was  employed  on  surveying  and 
structural  design  by  the  Beauharnois  Light,  Heat  and 
Power  Company.  He  is  a  member  of  the  executive  of  the 
Niagara  Peninsula 
Branch  of  the  Institute. 
Mr.  Brown  is  an  hon- 
our graduate  in  civil  en- 
gineering of  the  Univer- 
sity of  Toronto  of  the 
class  of  1932.  For  the 
first  year  after  gradua- 
tion he  was  engaged  in 
highway  construction. 
The  following  .year  he 
joined  the  staff  of  the- 
B.  Greening  Wire  Com- 
pany, Limited,  spending 
some  time  in  the  plant 
and  later  being  transfer- 
red to  the  engineering 
department.  For  the  past 
five  years  he  has  been  the 
wire  rope  engineer  for  the 
company.  He  is  the  nom- 
inee for  the  post  of  secre- 
tary-treasurer of  the  Hamilton  Branch  of  the 
for  '1943. 


698 


Brown,  Jr.E.I.C. 


Instil  utc 


It  is  expected  that  these  two  young  men  will  be  most 
creditable  representatives  of  the  Institute  on  the  committee 
and  that  their  contribution,  in  presenting  the  point  of  view 
of  the  young  engineer,  will  be  most  valuable. 


WASHINGTON  LETTER 

The  War  Production  Board  is  again  being  reorganized. 
Mr.  Donald  Nelson  has  announced  what  almost  amounts 
to  a  reconstitution  of  the  board.  Personnel  and  departments 
will  be  regrouped  under  the  control  of  the  office  of  the 
programme  vice-chairman.  The  programme  vice-chairman 
is  Mr.  F.  Eberstadt,  one  time  chairman  of  the  Army  and 
Navy  Munitions  Assignment  Board.  Governing  all  opera- 
tions of  the  War  Production  Board  is  the  Requirements 
Committee  of  which  Mr.  Eberstadt  is  also  chairman.  Direct- 
ly under  him  in  his  capacity  as  programme  vice-chairman 
are  four  major  bureaus:  Programme  Bureau,  including  in  its 
scope  studies  of  supply,  man-power,  adjustment  of  pro- 
gramme and  requirements,  priority  ratings  and  materials 
distribution  systems;  Facilities  Bureau,  which  is  responsible 
for  construction  programme,  plant  facilities,  utilization  of 
existing  equipment  and  so  on;  Distribution  Bureau,  which 
is  charged  with  the  job  of  ensuring  the  continuity  of  flow 
of  material;  Resources  Bureau,  which  will  direct  stockpiling, 
conservation,  simplification,  standardization,  etc.  The 
industrial  branches  of  W.  P.  B.  have  been  raised  to 
the  status  of  divisions.  There  are  thirty-six  of  them  and 
they  have  been  placed  directly  under  the  control  of  the 
programme  vice-chairman.  Also  under  him,  and  exercising 
local  authority,  are  twelve  regional  offices  covering  the 
United  States.  Aircraft,  radio,  shipbuilding  and  rubber  divi- 
sions remain  outside  Mr.  Eberstadt's  scope. 

Tied  in  with  the  reorganization  of  W.  P.  B.  is 
the  announcement  of  the  new  "Controlled  Materials 
Plan."  This  is  a  newly  evolved  plan  to  control  the  distribu- 
tion of  certain  critical  materials  and,  through  them,  the 
whole  production  cycle.  "Bills  of  Material"  are  to  be  pre- 
pared, showing  the  amounts  of  critical  material  in  all  the 
major  commodities  including  both  war  requirements  and 
civilian  supply.  The  three  critical  materials  chosen  to  in- 
augurate the  plan  are  steel,  copper  and  aluminum.  All  re- 
quirements both  military  and  civilian  will  be  produced  for 
one  of  seven  agencies:  War  Department,  Maritime  Com- 
mission, Aircraft  Scheduling  Unit,  Office  of  Lend-Lease, 
Board  of  Economic  Warfare  and  Office  of  Civilian  Supply. 
These  seven  agencies  have  been  termed"Claimant  Agencies". 
Each  agency  will  present  its  requirements  to  the  Require- 
ments Committee  of  the  War  Production  Board.  On  the 
basis  of  the  "Bills  of  Material",  it  will  be  possible  to  check 
the  amount  of  critical  material  required  to  fill  these  pro- 
grammes. The  Requirements  Committee,  on  the  other  hand, 
will  be  fully  informed  as  to  the  available  supply  and  the 
whole  purpose  of  the  plan  is  to  "assure  a  balance 
between  supply  and  demand  of  controlled  materials, 
to  the  end  that  such  materials  shall  be  available  in  the 
quantity  and  form  and  at  the  time  required  to  meet  author- 
ized programmes  and  schedules".  If  necessary,  the  pro- 
grammes of  the  various  Claimant  Agencies  are  revised  to 
suit  supply.  At  the  time  of  writing  I  have  just  spent  a 
whole  afternoon  in  conference  with  several  others  trying  to 
understand  and  digest  the  58-page  W.P.B.  pamphlet  which 
explains  the  plan  and  sets  forth  the  procedure.  As  may  well 
be  imagined,  the  mechanics  of  such  a  plan  are  very  involved 
and  it  is  not  expected  that  it  will  be  possible  to  put  the  plan 

December,  1942     THE  ENGINEERING  JOURNAL 


into  effect  before  about  the  second  quarter  of  1943.  In  talking 
about  this  plan,  Mr.  Eberstadt  dryly  remarked  that  it  may 
not  be  the  last  plan  but  it  must  be  nearly  the  last  plan, 
not  because  there  was  any  limit  to  human  ingenuity  but 
because  there  was  a  limit  to  human  patience. 

Of  interest  also  to  engineers  is  the  newly  established 
Office  of  Production  and  Research  Development.  Mr.  Nelson 
has  named  Dr.  H.  N.  Davis,  President  of  Stevens  Institute 
of  Technology,  as  head  of  this  office.  I  will  have  more  to 
say  about  this  office  in  the  near  future. 

Two  new  National  Emergency  Specifications  for  the  de- 
sign of  structural  steel  and  reinforced  concrete  have  recently 
been  issued  by  the  WPB.  They  are  particularly  interesting 
in  that  they  both  specifically  set  out  to  save  steel  as  part 
of  the  National  Conservation  Programme.  The  ramifications 
of  this  are  most  interesting  in  the  concrete  specification 
where  working  stresses  in  flexure  assumed  for  concrete  have 
been  reduced  in  order  to  increase  the  size  of  members  and 
thereby  effect  an  economy  in  steel.  However,  in  order  to 
overcome  the  need  for  compression  steel  at  the  supports, 
a  higher  concrete  stress  is  allowed  at  the  discretion  of  the 
designer.  Stresses  allowed  in  reinforcing  steel  are  materially 
increased  with  tension  running  as  high  as  30,000  pounds 
per  sq.  in.  in  solid  slabs  of  spans  below  12  ft.  Designers  are 
urged  to  design  piers  retaining  walls,  footings,  etc.,  with 
no  reinforcing.  Shear  computations  remain  unchanged. 

The  steel  specification  increases  allowable  stresses  in 
tension,  shear,  and  bending,  but  not  for  columns  and  bearing 
values.  Tension  is  increased  to  24,000  pounds  a  sq.  in.  and 
the  rest  follow  proportionately.  The  specification  pays  con- 
siderable attention  to  welded  connections  and  the  principles 
of  continuity  are  strongly  recommended.  It  is  interesting 
to  note  that  the  specification  includes  a  resolution  by  the 
directors  of  the  American  Institute  of  Steel  Construction 
that  buildings  designed  under  the  specification  will  "lend 
themselves  to  long  time  service  if  so  designed  that  reinforce- 
ment may  be  added  in  the  future  to  critical  elements." 

As  no  newspaper  or  magazine  or  radio  programme  is 

complete  these  days  without  some  mention  of  Mr.  Henry 

Kaiser,  we  might  record  that  the  latest  announcement  at 

time  of  writing  is  a  Liberty  ship  from  keel  to  launching 

in  five  days.  _    _,     T 

E.  K.  Jacobsen,  m.e.i.c. 


THE  FIFTY-SEVENTH  ANNUAL  GENERAL 
MEETING 

Notice  is  hereby  given  in  accordance  with  the  by-laws, 
that  the  Annual  General  Meeting  of  The  Engineering  Insti- 
tute of  Canada  for  1943  will  be  convened  at  Headquarters 
at  eight  o'clock  p.m.  on  Friday,  January  15th,  1943,  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  Royal  York 
Hotel,  Toronto,  Ontario,  at  ten  o'clock  a.m.,  on  Thursday, 
February  11th,  1943. 

L.  Austin  Wright,  General  Secretary. 

REGISTRATION  IN  ENGINEERING  COURSES 
AT  THE  UNIVERSITIES 

As  compared  with  last  year*,  the  total  registration  in 
eleven  leading  engineering  schools  shows  an  increase  (about 
18  per  cent);  the  first  year  classes  show  a  substantial 
increase  in  nearly  all  cases. 

There  has  been  little  change  as  regards  the  distribution 
of  students  among  the  various  courses — electrical  and 
mechanical  engineering  continue  to  attract  the  largest 
numbers,  the  former  leading  by  a  slight  margin.  Chemical 
engineering  is  a  close  third. 

In  addition  to  their  regular  curricula,  nearly  all  the  uni- 
versities are  giving  special  courses  to  meet  the  wartime 

*See  Engineering  Journal  for  January  1942,  Page  39. 


needs.  A  number  of  these  are  given  in  the  evening.  Among 
these  may  be  mentioned  technical  courses  (under  the 
Department  of  Labour)  for  soldiers  and  civilians  to  be  em- 
ployed in  war  industry  (N.S.  Tech.);  advanced  evening 
courses  in  communication  engineering  and  radio  mechanics 
courses  for  the  R.C.A.F.  (McGill);  Radio  Direction  Find- 
ing and  R.C.A.F.  courses  at  Queen's;  courses  for  C.O.T.C. 
officers  and  for  women  on  motor  mechanics  (U.  of  Mani- 
toba); classes  for  R.C.A.F.  and  R.C.N,  personnel  (U.  of 
Alberta).  Information  regarding  attendance  at  these  and 
others  not  named  is  not  yet  available,  but  the  effort  repre- 
sents a  very  considerable  addition  to  the  work  of  the 
depleted  teaching  staff  of  practically  all  the  engineering- 
colleges,  and  an  achievement  of  great  importance  to 
Canada's  war  effort. 


University 

o> 

a? 

CO 

o 
O 

u 

<L> 

CU 

0 

as 
o 

bG 

< 

s3 

u 
3 
G 

s 

eu 

o 

b£ 

h  .a 

1È 
1° 

G 

03 

CO 

eu 

1 
-S 
u 
eu 

"?' 

o 

u 

eu 

s 

>, 

eu 

O 

5  o 

>>! 

bfl  eu 
j3  n 

cu^. 
O 

o 
'S 

OS 

eu 
eu 

u 

brj 
C 

b£ 

M 

a 

H 

en 

u 
"m 
>> 

0* 

r. 
o 

Nova  Scotia 

Technical.. . 

Collese. . . 

Total     . . 

1st 
2nd 
3rd 
4th 











n 

4 
15 

9 
11 

20 



' 

14 
14 

28 

4 
1 

5 

_1_ 

38 
30* 

68 

New 

Brunswick 

Total  . . . . 

1st 
2nd 
3rd 

4th 

19 
9 
7 

10 

35 

43 

26 
11 
12 

92 

62 
35 
18 
22* 

127 

Laval 

Total 

1st 
2nd 
3rd 
4th 

— 

— - 

_:_ 

- 

4 

é 

10 

7 
2 

9 

9 
6 
4 

19 

— 

— 

— 

— 

1 

7 

4 

3 

4 

15 

6 
6 

12 

— 

24 
12 
14 
11* 

61 

Ecole  Poly - 
technique 
de  Mont- 
real   

Total 

1st 
2nd 
3rd 
4th 
5th 

125 
77 
49 
44 

295 

' 

5 
5 

8 
8 

22 

22 





5 

8 

13 

125 

77 
49 
44 
35* 

330 

McGill 

1st 
2nd 
3rd 

4th 
5th 

186 
76 

18 
6 

11 
1 
4 

40 

20 
23 

76 

17 

8 

25 

28 
14 

42 

37 
40 

77 

204 
115 

124 

100* 
4* 

547 

Queens 

Total 

1st 
2nd 
3rd 
4th 

232 
164 

396 

28 
20 

48 

12 
15 

27 

20 
21 

41 

'ï 
1 

3 

32 
28 

60 

11 
14 

25 

6 
15 

21 

3 
10 

232 
164 
118 
117* 

631 

Toronto .... 
Total 

1st 
2nd 
3rd 
4th 
5th 

17 
5 

5 

7 
7 

41 

18 

5 
2 
1 

26 

105 
78 
60 
44 

287 

112 
63 
36 
22 

233 

85 
66 
33 
40 

224 

1 

1 

é 

5 

149 
87 
51 
44 

331 

37 

10 
16 

80 

11 

12 
11 
20 

54 

51 
24 
16 
12 

103 

586 
358 

224 
209* 

1384 

Manitoba 

1st 
2nd 
3rd 
4th 

147 
60 

207 

8 

7 
9 
3 

27 

19 

16 

35 

19 
34 

53 

155 
67 
47 
53* 

322 

Saskatche- 
wan 

Total 

1st 
2nd 
3rd 
4th 

339 
123 

462 

2 
3 

5 

5 
4 

9 

17 
9 

26 

9 
13 

22 

3 

7 

10 

40 
29 

69 

8 
5 

13 

339 
123 

84 

70* 

616 

Alberta 
Total 

1st 
2nd 
3rd 
4th 

188 
65 

253 





— 

21 
19 

40 

9 
16 

25 

13 
16 

29 











12 

2 
3 

188 
65 
52 

57* 

362 

British 
Columbia 

Total 

2nd 
3rd 

4th 
5th 

202 
129 

331 





— 

22 
26 

48 

11 

4 

15 

17 
18 

35 

— 

6 
6 

6 

7 

35 
24 

59 

7 
5 

12 

2 
5 

7 

— 

202 
129 
95 
94* 

520 

Grand  Total 

2206 

5 

108 

m 

540 

449 

555 

22 

6 

25 

554 

138 

126 

129 

4968 

•Indicates  those  graduating  in  the  spring  of  1943 — Total  809 


THE  ENGINEERING  JOURNAL     December,  1912 


699 


INDUSTRIAL  RELATIONS  COMMITTEE 

It  was  reported,  at  the  last  Council  meeting,  by  the  chair- 
man of  the  Committee  on  Industrial  Relations,  that  his 
committee  had  been  requested  to  take  charge  of  one  of  the 
sessions  at  the  Annual  Meeting  of  the  Institute.  It  is 
planned  to  have  two  speakers — one  dealing  with  the  general 
Canadian  situation,  and  one  with  the  scientific  approach  to 
the  problems  of  employee  relations.  Arrangements  are  not 
yet  completed  for  the  Canadian  presentation,  but  Professor 
M.  S.  Viteles,  associate  professor  of  psychology,  University 
of  Pennsylvania,  and  director  of  personnel  research  and 
training  of  the  Philadelphia  Electric  Company,  will  pre- 
sent a  paper  entitled  "A  Scientific  Approach  to  the  Prob- 
lems of  Employee  Relations." 

It  would  appear,  as  a  result  of  a  survey  made  by  the 
committee,  that  none  of  the  Canadian  universities  "offer 
courses  to  engineering  students  ample  enough  to  serve  the 
needs  of  modern  industry  with  respect  to  industrial  rela- 
tions," and  that  often,  such  courses  as  are  offered  are  not 
fully  taken  advantage  of  by  the  students.  Realizing  the 
importance  of  such  a  subject  in  time  of  war,  as  well  as  after- 
wards if  industrial  peace  is  to  be  maintained,  the  commit- 
tee asked  authorization  from  Council  to  communicate  with 
the  universities,  urging  them  to  organize  courses  in  indus- 
trial relations.  While  it  was  realized  that  the  engineering 
curricula  were  already  heavily  loaded,  it  was  thought  that 
perhaps  it  might  be  possible,  at  some  universities,  to  ar- 
range for  extra-mural  courses  on  this  subject,  perhaps  in 
the  evening,  so  that  graduate  engineers  might  attend.  The 
attendance  at  courses  in  personnel  management  instituted 
in  some  of  the  universities  this  year  would  indicate  that 
there  is  a  large  demand  for  such  activities. 

Accordingly,  Council  authorized  its  committee  to  com- 
municate with  the  universities,  drawing  attention  to  the 
great  desirability  of  giving  adequate  consideration  to  mat- 
ters of  industrial  relations  in  courses  for  undergraduate  or 
graduate  engineers.  The  Canadian  universities  have  been 
circularized  and  have  been  informed  of  the  committee's 
desire  to  be  of  assistance»  to  them  in  such  matters. 

At  a  meeting  of  the  committee  held  at  Headquarters  on 
November  25th,  it  was  agreed  that  the  following  statement, 
written  by  the  Archbishop  of  Canterbury,  and  published 
recently  in  an  American  magazine,  should  be  reproduced 
in  the  Journal  for  the  benefit  of  all  members. 

The  Full  Development  of  Individual  Personality 

The  structure  of  life  as  we  knew  it  before  the  war  has 
already  been  profoundly  modified.  How  far  do  we  want  to 
restore  it  if  we  can  ? 

The  task  of  the  Church  in  face  of  social  problems  is  to 
make  good  Christian  men  and  women.  That  is  by  far  its 
most  important  contribution. 

But  it  is  also  part  of  the  duty  of  a  Christian  to  judge  how 
far  particular  evils  are  symptoms  of  a  disease  deeper  than 
the  evils  themselves. 

Thus,  in  the  economic  field,  goods  are  produced  so  thai 
men  can  satisfy  their  needs  by  consuming  them.  If  a  system 
comes  into  being  in  which  production  is  regulated  more  by 
profit  than  by  the  needs  of  the  consumer,  that  system  is 
symptomatic  of  something  wrong. 

There  is  nothing  wrong  about  profits  as  such.  It  has 
always  been  recognized  that  both  the  producer  and  the 
trader  are  entitled  to  a  profit  which  they  have  earned  by 
their  service  to  the  community.  But  it  is  possible,  nonethe- 
less, for  these  two  to  get  in  the  wrong  order.  Then  the 
consumer  is  treated  only  as  a  means  to  success  .  .  . 
whereas  he  ought  to  be  considered  the  whol<i  end  of  the 
process. 

If  that  is  true,  it  is  the  duty  of  Christians  to  become 
aware  of  it  and  to  demand  a  remedy.  I  offer  these  sugges- 
tions as  a  goal  to  aim  at  immediately: 

1.  Everv  child  should  find  itself  a  member  of  a  familv 


housed  with  decency  and  dignity,  so  that  it  may  grow 
up  as  a  member  of  that  basic  community  in  a  happy 
fellowship  unspoiled  by  underfeeding — or  over-crowd- 
ing, by  dirty  and  drab  surroundings  —  or  by  mechan- 
ical monotony  of  environment. 

2.  Every  child  should  have  the  opportunity  of  an  educa- 
tion till  years  of  maturity,  so  planned  as  to  allow  for 
his  peculiar  aptitudes  and  make  possible  their  full  de- 
velopment. This  education  should  be  inspired  by  faith 
in  God  and  find  its  focus  in  worship. 

3.  Every  citizen  should  be  secure  in  possession  of  such 
income  as  will  enable  him  to  maintain  a  home  and 
bring  up  children  in  such  conditions  as  are  described 
in  paragraph  1  above. 

4.  Every  citizen  should  have  a  voice  in  the  conduct  of 
the  business  of  industry  which  is  carried  on  by  means 
of  his  labour,  and  the  satisfaction  of  knowing  that 
his  labour  is  directed  to  the  well-being  of  the  com- 
munity. 

5.  After  the  war,  every  citizen  should  have  sufficient  daily 
leisure,  with  two  days  of  rest  in  seven,  and,  if  an  em- 
ployee, an  annual  holiday  with  pay,  to  enable  him 
to  enjoy  a  full  personal  life  with  such  interests  and 
activities  as  his  tasks  and  talents  may  direct. 

0.  Every  citizen  should  have  assured  liberty  in  the  forms 
of  freedom  of  worship,  of  speech,  of  assembly,  and  of 
association  for  special  purposes. 

Utopian  ?  Only  in  the  sense  that  we  cannot  have  it  all 
to-morrow.  But  we  can  set  ourselves  steadily  to  advance 
towards  that  six-fold  objective.  It  can  all  be  summed  up 
in  a  phrase  :  The  aim  of  a  Christian  Social  order  is  the  fullest 
possible  development  of  individual  personality  in  the  widest 
and  deepest  possible  fellowship. 

I  should  give  a  false  impression  of  my  own  convictions 
if  I  did  not  here  add  that  there  is  no  hope  of  establishing 
a  more  Christian  social  order  except  through  the  labour 
and  sacrifice  of  those  in  whom  the  Spirit  of  Christ  is  active. 

(Signed)  William  Cantuar, 

(Archbishop  of  Canterbury.) 

ACTIVITIES  OF  THE  CIVIL  DEFENCE 
COMMITTEE 

At  the  November  meeting  of  Council,  the  chairman  of 
the  Committee  on  the  Engineering  Features  of  Civil  De- 
fence presented  a  progress  report  from  which  the  following 
notes  have  been  extracted  for  the  information  of  all 
members. 

Through  the  Edmonton  Branch  Committee,  Professor 
I.  F.  Morrison,  of  the  University  of  Alberta,  has  offered  to 
let  anyone  make  suitable  use  of  a  lecture  and  slides  which 
he  has  prepared  in  connection  with  the  Webster  Toronto 
lectures.  This  lecture  has  already  been  presented  before 
several  branches  and  is  reported  to  be  very  interesting. 

At  the  request  of  Mi'.  E.  P.  Goodrich,  chairman,  Ameri- 
can Society  of  Civil  Engineers  National  Committee  on 
Civilian  Protection  in  Wartime,  the  A.S.C.E.  has  been 
sending  to  the  Institute  Committee  a  substantial  volume 
of  very  interesting  literature,  including  I'.S.  Office  of 
Civilian  Defence  specifications  and  bulletins  and  much  other 
material.  Branch  Committees  have  been  advised  of  the 
existence  of  this  information,  which  is  on  file  and  can  be 
secured  for  perusal  from  Headquarters. 

Headquarters  has  issued  a  small  number  of  copies  of 
"Structural  Defence  Against  Bombing"  to  Branch  Com- 
mittee chairmen  on  consignment.  The  demand  for  this 
publication,  510  copies  of  which  have  been  purchased  by 
Dr.  Manion,  has  been  such  that  the  first  printing  of  1,000 
copies  has  been  exhausted.  A  second  printing  had  to  be 
ordered  and  is  now  available. 


700 


Devemlter,  1912     THE  ENGINEERING  JOURNAL 


A  joint  committee  representing  the  Royal  Architectural 
Institute  of  Canada,  the  Canadian  Construction  Associa- 
tion and  the  Institute,  has  prepared  a  memorandum  on  the 
engineering  features  of  civil  defence  in  Canada,  accom- 
panied by  an  organization  chart,  all  of  which  is  intended  to 
cover  that  portion  of  the  civil  defence  field  lying  between 
the  field  covered  by  Dr.  Manion's  A.R.P.  organization  and 
that  covered  by  the  armed  forces.  It  has  also  prepared  a 
letter  of  transmissal  to  the  Rt.  Hon.  W.  L.  Mackenzie  King, 
Prime  Minister  of  Canada.  Both  documents  were  signed  by 
Mr.  J.  B.  Stirling,  president,  C.C.A.,  Mr.  Gordon  McL. 
Pitts,  president,  R.A.I.C.,  and  Dean  C.  R.  Young,  president, 
E.I.C.,  and  transmitted  to  the  Prime  Minister  under  date 
of  November  3rd,  1942.  Acknowledgment  has  been  received 
from  Mr.  H.  L.  R.  Henry,  Private  Secretary  to  the  Prime 
Minister,  stating  that  the  submission  will  receive  early 
consideration  by  the  War  Committee  of  the  Cabinet. 

Branch  Committee  Reports 

The  committee,  under  the  chairmanship  of  Mr.  I.  P. 
Macnab,  which  is  serving  as  the  Branch  Committee  for 
both  the  Halifax  and  Cape  Breton  Branches,  has  set  up 
sub-committees  to  deal  separately  with  six  divisions  of  its 
work,  as  follows: 

1.  Shelters. 

2.  Incendiary  bombs  and  emergency  fire  protection. 

3.  Strengthening  existing  buildings,  repairs  to  existing 
buildings  in  case  of  damage,  and  design  of  new  indus- 
trial buildings. 

4.  Protection  of  industrial  plants  and  buildings. 

5.  Public  utility  services. 

6.  Railways,  highways  and  transportation  generally. 

The  London  Branch  Committee,  under  the  chairmanship 
of  Mr.  H.  F.  Bennett,  reports  that  a  meeting  of  its  repre- 
sentatives from  London,  Woodstock,  St.  Thomas  and 
Stratford  was  held  on  November  5th.  In  London,  members 
of  the  Institute  form  the  greater  part  of  the  local  A.R.P. 
Committee  and  are  specially  responsible  for  the  organiza- 
tions covering  gas,  shelters,  utilities  and  demolition.  Six 
members  are  speaking  weekly  to  A.R.P.  posts  on  these 
matters.  On  the  evening  of  November  5th,  a  semi-public 
meeting  of  the  Branch,  attended  by  A.R.P.  officials  from 
London  and  St.  Thomas,  was  addressed  by  Mr.  H.  F. 
Bennett  on  the  structural  aspects  of  civil  defence.  Mr. 
Bennett  is  to  address  the  St.  Thomas  Kiwanis  Club  early 
in  December  on  this  subject.  The  committee  believes  it  is 
making  progress  in  London  and  that  similar  progress  will 
follow  at  Woodstock,  St.  Thomas  and  Stratford  in  due 
course. 

On  page  580  of  the  October  Journal,  a  list  of  the  British 
Standards,  A.R.P.  Series,  was  published.  The  chairman  of 
the  Institute  Committee  on  the  Engineering  Features  of 
Civil  Defence  has  secured,  through  the  secretary  of  the 
Canadian  Engineering  Standards  Association,  information 
on  the  applicability  of  these  specifications  in  Canada.  This 
appears  under  Library  Notes  in  this  issue. 

The  following  additions  have  been  made  to  the  library 
of  the  Institute  since  publication,  on  page  580  of  the 
October  Journal,  of  the  list  of  literature  available  on  Air 
Raid  Precautions  and  Civil  Defence: 

Great    Britain.     Ministry    of    Home    Security — Research    and 
Experiments  Department — Bulletin: 

No.    Cll — Kilo   magnesium   bombs   and   resultant  fires — Use   of 
chemical  fire  extinguishers.  2nd  ed.  Aug.  19,  1942. 

Great  Britain.    Dept.   of  Scientific  and   Industrial   Research — 
Building  Research — Wartime  Building  Bulletin: 

No.  14 — Centreless  arch  designs. 
American  Gas  Association: 

War  protection  of  the  gas  industry. 

The  following  material  consists  of  pamphlets  and  leaflets  on  the 
Mibject  of  air  raid  precaution  and  civilian  defence.  For  convenience 
it  is  arranged  by  subject. 


Gas 
Protection  against  gas: 

U.S.  Office  of  Civilian  Defence,  Dec,  1941.  74p. 
E.  P.  Goodrich: 

A.S.C.E.  National  Committee  on  Civilian  Protection  in  Wartime 
Bulletin  for  May  13,  1942,  re  gas  masks  and  gas. 

Mechanism  of  action  of  ordinary  war  gases: 

C.  D.  Leake  and  D.  F.  Marsh.  Excerpt  from  "Science"  for  August 
28,  1942. 

Pliofilm: 

Dr.  A.  B.  Ray. 
How  to  protect  yourself  against  gas: 

U.S.  Office  of  Civilian  Defence,  operations  letter  No.  46,  June  9, 

1942. 

Blackouts 
A  new  blackout  bulb: 

Excerpt  from  "Science"  supplement,  April  3,  1942. 
Traffic  control  signals  during  blackouts: 

Institute  of  Traffic  Engineers. 

Camouflage 
Camouflage  : 

Paper  delivered  by  Greville  Hickard.  U.S.  Office  of  Civilian  Defence, 
May,  1942. 

Industrial  camouflage: 

Excerpt  from  Engineering  News  Record,  July  30,  1942. 

Transportation 
Local  passenger  transport: 

U.S.  Chamber  of  Commerce,  Transportation  and  Communication 
Dept.,  April,  1942.  13p. 

Conservation  of  vital  war  transportation: 

U.S.  Chamber  of  Commerce,  Transportation  and  Communication 
Dept.,  May,  1942.  16p. 

Office  of  Defence  Transportation: 

Notice  to  operators  of  street  cars  and  buses,  April,  1942. 

Engineering 
Engineering  in  the  traffic  accident  emergency: 

Chicago,  National  Safety  Council,  1942. 

Value    of   modern    building    methods    shown    by    bombing    of 
England: 

Engineering  News  Record,  February  26,  1942. 

A.R.P. 
Commerce  and  Industry  Association  of  New  York,  Inc.: 

Bulletin  on  A.R.P.  for  buildings  in  non-residential  areas. 

A.S.C.E.     National     Committee     on     Civilian     Protection     in 
Wartime: 

Bulletin  re  Engineers  and  A.R.P.  by  Ernest  P.  Goodrich. 
Standard  Oil  Company  of  California,  Bulletin: 

Our  friend  the  sand  bag,  March,  1942. 
Civilian  Defence: 

An  address  by  James  M .  Landis,  Director  of  the  Office  of  Civilian 
Defence,  March,  1942. 

British  A.R.P.  Experiences: 

Reprinted  from  the  Journal  of  the  American  Water  Works  Associa- 
tion, February,  1942. 

Miscellaneous 

Treated  timber  in  explosion  bunkers  and  barricades: 
Wood  Preserving  News,  May,  1942. 

British  Utilities  weather  the  blitz: 

Reprinted  from  the  Municipal  Review,  April,  1942. 

Wartime  water  works  maintenance  in  Britain: 

Reprinted  from  the  Journal  of  the  American  Water  Works  Associa- 
tion, February,  1942. 

Wartime  Health  Protection: 

Second  progress  report  of  the  Sanitary  and  Public  Health  Engineer- 
ing Division  of  the  A.S.C.E.  National  Committee  on  Civilian 
Protection  in  Wartime. 

American  Institute  of  Architects: 

First  annual  report  of  the  Committee  on  Civilian  Protection. 

Bibliographies 

References  that  have  been  found  useful  to  the  National  Chairman  of 
the  A.S.C.E.  National  Committee  on  Civilian  Protection. 


THE  ENGINEERING  JOURNAL     December,  1942 


701 


AMENDMENTS  TO  THE  SASKATCHEWAN 
AGREEMENT 

At  its  last  meeting  the  Institute  Council  approved  a 
memorandum  submitted  by  the  Committee  on  Professional 
Interests,  setting  forth  certain  amendments  which  are 
thought  desirable  to  facilitate  the  operation  of  the  agree- 
ment now  existing  between  the  Institute  and  the  Associa- 
tion of  Professional  Engineers  of  Saskatchewan. 

It  is  gratifying  to  both  parties  to  note  that  the  agreement 
has  been  found  to  work  so  satisfactorily  as  regards  all  its 
main  provisions.  But  those  responsible  for  drafting  a  docu- 
ment of  this  kind  could  not  be  expected  to  foresee  all  the 
possible  contingencies  or  changes  of  conditions  which  might 
arise,  or  to  provide  for  remedial  action  in  every  conceivable 
eventuality. 


Experience  gained  in  the 
agreements  now  in  force 
minor  omissions  which  hav 
the  later  agreements.  It 
Saskatchewan  Association 
operative  agreement  with 
ture  having  taken  place  in 


practical  working  of  the  several 
has  naturally  brought  to  light 
e  been  taken  care  of  in  drafting 

will  be  remembered  that  the 
was  the  first  to  enter  into  a  co- 
the  Institute;  its  formal  signa- 

Regina  in  October,  1938. 


In  fact  a  few  unforeseen  minor  difficulties  have  been 
found  in  connection  with  the  operation  of  the  Saskatchewan 
agreement.  They  have  been  considered  by  the  Institute 
Committee  and  by  the  Association,  and  amendments  to 
cover  them  have  now  been  approved  by  the  Councils  of  the 
two  bodies  concerned. 

These  amendments  deal  with  three  points: — 

First,  the  agreement  already  provides  for  the  payment 
to  the  Association  of  a  single  annual  joint  membership  fee, 
covering  membership  in  both  bodies.  The  original  intention 
was  that  this  arrangement  would  apply  only  to  persons 
permanently  residing  in  the  province,  but  the  wording  of 
the  agreement  did  not  make  this  clear.  An  amendment  to 
clause  six  now  does  so,  by  adding  the  words  "and  shall 
apply  only  to  permanent  residents  of  the  province  of 
Saskatchewan." 

Second,  under  the  agreement,  members  of  the  Institute 
may  join  the  Association  without  pa.ying  its  admission  fee, 
if  application  is  made  within  twelve  months  of  taking  up 
residence  in  the  province.  In  effect  this  means  that  if  he 
applies  after  the  twelve-month  period,  an  Institute  member 
must  pay  the  regular  Association  admission  fee.  An  amend- 
ment now  provides  that  in  such  a  case,  the  Institute  mem- 
ber may  enter  the  Association  on  payment  of  the  difference 
between  the  regular  Association  entrance  fee  and  the 
amount  he  has  already  paid  to  enter  the  Institute,  an 
arrangement  which  is  a  reasonable  one. 

Third,  there  has  been  some  question  as  to  the  legality 
in  Saskatchewan  of  any  disciplinary  action  which  might 
be  taken  by  the  Institute  against  a  joint  member  in  the 
province.  The  original  clause  seven  of  the  agreement  will 
be  repealed  and  a  new  clause  substituted,  making  it  clear 
that  nothing  in  the  agreement  shall  prevent  either  party 
from  exercising  the  rights  conferred  by  its  charter  and 
by-laws  as  regards  the  disciplining,  suspension  or  expulsion 
of  any  of  its  members. 

In  case  of  a  joint  member,  however,  neither  party  is  to 
take  final  action  until  it  has  furnished  the  other  party  with 
sufficient  information  to  decide  whether  the  circumstances 
warrant  its  taking  action  also.  In  other  words,  separate 
disciplinary  action  by  the  Institute  and  the  Association  is 
provided  for. 

The  Institute  Council,  having  approved  the  proposed 
memorandum  of  amendment  to  agreement,  has  authorized 
the  president  and  general  secretary  to  sign  the  document 
on  behalf  of  the  Institute. 


CORRESPONDENCE 

Discussion  on  Bomb  Fragmentation 

Verdun  S.A.A.  Plant. 

425  River  Street. 

Verdun,  Que. 

October  27th,  H)42. 

Secretary, 

The  Engineering  Institute  of  Canada, 

Montreal,  Que. 

Dear  Sir: 

With  reference  to  Mr.  D.  C.  Tennant's  paper  on  bombing 
and  structural  defence  given  in  Montreal  on  thé  22nd 
instant  (published  in  this  issue),  during  the  discussion 
period  one  of  the  members  submitted  a  question  relating 
to  an  apparent  anomaly  appearing  in  the  tabulation  of 
depth  penetration  of  bomb  fragments,  resulting  from  both 
light  ease  and  heavy  case  bombs  in  soft  timber  and  gravel, 
which  question  Mr.  Tennant  did  not  have  time  to  answer. 

Probably  the  following  information  may  clear  up  this 
matter  : 

Primarily,  it  must  be  understood  that  many  of  the  tabu- 
lated figures  given  by  Mr.  Tennant  were  derived  from 
experimental  and  laboratory  type-tests  taken  under  assimi- 
lated conditions  and  not  from  actual  bombing,  from  which 
latter  it  is  almost  hopeless  to  expect  to  secure  accurate  and 
conclusive  data.  Further,  in  taking  laboratory  type-tests 
on  explosive  missiles,  such  as  bombs  and  shells,  the  results 
obtained  from  two  similar  types  of  bombs  are  often  very 
dissimilar;  no  two  explosions  producing  the  same  result. 

Only  the  mean  of  many  tests  and  experiments  can  be 
taken  as  a  basis  for  tabulation.  Further,  a  number  of  fac- 
tors are  introduced  which  may  or  may  not  occur  under 
actual  bombing  conditions.  All  such  data  should,  therefore, 
be  accepted  as  purely  empirical  and  with  such  it  is  practi- 
cally impossible  to  differentiate  to  any  degree  of  exactness, 
the  two  effects  of  fragments  striking  different  materials. 

The  three  most  important  factors  likely  to  affect  depth 
of  penetration  are:  First,  the  brizant  qualities  of  the  bomb 
casing  irrespective  of  whether  it  is  a  light  or  heavy  cast- 
second,  the  superficial  area  of  the  face  of  the  fragment  on 
impact;  and  third,  the  quality  of  explosive  and  its  degree 
of  tamping  in  the  bomb  at  the  time  of  detonation. 

The  number  of  fragments  of  all  sizes  of  bomb,  range 
between  2,000  and  6,000  of  all  shapes  and  sizes.  The  maxi- 
mum velocities  obtained  (under  experimental  conditions) 
lie  within  the  limits  of  4,000  and  7,000  feet  per  second,  and 
are  reached  within  less  than  ten  feet  from  the  bomb. 

The  depth  which  a  given  fragment  will  penetrate  may  be 
taken  to  vary  (only  as  very  approximately)  inversely  as 
the  specific  gravity  of  the  material  hit. 

As  far  as  penetration  in  wood  is  concerned,  a  purely 
empirical  formula  has  been  derived  and  is  used  only  for 
statistical  purposes.  In  its  use,  large  differences  must  be 
allowed  for,  due  to  numerous  influences  affecting  the  pene- 
tration especially  if  it  is  desirous  to  make  comparisons,  as 
our  friend  was  attempting  to  do. 

This  formula  may  be  of  interest  to  Mr.  Tennant  and 
other  members,  and  is  given  as  follows: 

Assuming:    D,     depth  of  penetration  in  inches, 
M,    mass  of  fragment  in  ounces, 
V,     velocity  of  fragment  in  ft.  per  sec, 
A,     area  of  the  face  of  fragment  presented 
to  the  target; 

then  :  D  = 

A 

K,  being  a  constant  for  the  material  relative  to  the  func- 
tions of  density  and  resiliency,  for  normal  soft  woods  such 
as  fir,  is  equal  to  1.4X10'3. 


702 


December,  1912     THE  ENGINEERING  JOURNAL 


By  taking  the  specific  gravity  of  fir  at  .53  and  gravel  at 
2.0,  the  constant  K  would  approximate  for  gravel.  37  X 10"3, 
and  neglecting  the  other  multitude  of  variables  likely  to 
affect  penetration,  it  will  be  seen  that  if  a  fragment  of 
the  same  type,  size  and  face  area  could  be  made,  through 
explosive  action,  to  strike  the  two  different  materials  at 
exactly  the  same  angle,  it  would  be  reasonable  to  expect 
that  penetration  in  the  timber  would  approximate  a  depth 
of  four  times  that  of  the  depth  in  gravel,  but  taking  all 
factors  into  consideration  and  noting  the  fact  that  it  is  a 
well  established  ballistic  axiom  that  loose  material  has  a 
greater  stopping  effect  on  bullets  and  fragments  than  mono- 
lithic or  solid  material,  the  result  as  a  whole  is  a  problem- 
atic uncertainty. 

Yours  very  truly, 

(Signed)  Capt.  A.  C.  Rayment,  m.s.m.,  m.e.i.c. 


The  King  vs  Paradis  and  Farley 

University  of  Toronto, 
Toronto,  Ont., 
The  Editor,  November  26,  1942. 

The  Engineering  Journal, 
Montreal,  Que. 
Dear  Sir: 

In  the  November  issue  of  the  Journal,  Mr.  E.  P.  Muntz 
presents  some  interesting  comments  upon  the  Supreme 
Court  judgment  in  the  case  of  The  King  vs  Paradis  and 
Farley,  previously  published  in  the  September  issue. 

As  would  be  obvious  to  all  who  read  the  Supreme  Court 
judgment,  this  case  is  one  of  great  importance  to  engineers. 
In  view  of  this,  and  of  familiarity  with  the  case,  I  had 
promised  to  write  a  brief  summary  for  the  Journal  when 
time  permitted.  Unfortunately,  the  pressure  of  other  work 
has  so  far  prevented  the  preparation  of  this  summary,  but  I 
Venture  to  mention  the  matter  in  this  way,  with  a  promise 
of  its  submission  as  soon  as  possible,  in  view  of  certain 
statements  of  Mr.  Muntz. 

In  his  letter,  Mr.  Muntz  says  that  he  may  "have  been 
misled  by  improper  information."  As  the  Supreme  Court 
judgment  did  not  go  into  technical  details,  it  is  rather  the 
lack  of  information  that  has  led  Mr.  Muntz  to  say  "That 
His  Majesty  or  any  owner  should  retain  or  employ  engin- 
eers, and  then  by  outrageously  one-sided  contractral 
obligations  attempt  to  safeguard  the  owners  from  all  pos- 
sible errors,  omissions  or  misjudgments  of  the  engineers, 
appears  to  me  grossly  unjust  to  the  contractor,  apart  from 
being  a  very  terrible  reflection  on  the  integrity  and  capa- 
bilities of  the  engineers." 

Although  probably  not  so  intended,  this  statement  as 
published  appears  to  relate  to  the  Paradis  and  Farley  case, 
and  so  to  the  Department  of  Public  Works  of  Canada.  As 
the  facts  of  the  case  were  exactly  the  reverse  of  Mr.  Muntz's 
suggestion,  I  would  ask  you  to  publish  this  letter,  as  a 
correction  to  possible  misunderstandings,  pending  the 
publication  of  full  details  of  the  case  in  question. 

Yours  truly, 
(Signed)  Robert  F.  Legget,  m.e.i.c. 

1538  Sherbrooke  Street  W., 
Montreal,  Que. 
November  28,  1942. 
The  Editor, 

The  Engineering  Journal, 
Montreal,  Que. 
Dear  Sir: 

I  have  received  from  Mr.  R.  F.  Legget  a  copy  of  his  letter 
dated  November  26,  addressed  to  you. 

Reading  my  letter  in  the  November  issue  of  the  Journal, 
in  the  light  of  Mr.  Legget's  letter,  it  appears  that  I  must 
emphasize  the  bases  of  my  argument,  though  I  am  con- 
vinced they  are  self-evident.  They  are  the  full  written  judg- 


ment, as  well  as  the  summary  appearing  in  the  September 
issue  of  the  Journal,  and  the  first  two  sentences  of  the 
second  paragraph  of  my  letter,  "The  learned  judges  say  that 
the  contractor  was  obligated  to  drive  piles  in  a  specified 
location,  not  in  a  specified  material.  Suppose  the  test  bor- 
ings, which  were  probably  not  closer  than  100  ft.,  by 
chance  did  not  in  any  way  represent  the  material,  and  it 
developed  that  piles  could  not  be  driven  at  all  instead  of 
at  some  additional  cost." 

MjT  argument  then  developed  from  the  hypothesis,  it 
seems  to  me  abundantly  clear  that  I  had  reference  to  the 
iniquitous  practice  of  giving  information,  and  at  the  same 
time  disclaiming  responsibility  for  such  information. 

There  is  no  reflection  on  any  individual  in  my  letter, 
except  insofar  as  the  individual  may  be  party,  tacitly  or 
otherwise,  to  the  custom  too  often  practised  by  our  various 
Departments  of  Public  Works  and  others.  This  practice,  I 
am  firmly  convinced  is  wrong,  unjust  to  the  profession  and 
unfair  to  the  contractor. 

I  appreciate  Mr.  Legget's  letter,  since  it  helps  to  give 
more  emphasis  to  my  argument.  He,  however,  is  guilty  of 
misquoting,  both  directly  and  by  inference.  My  letter 
stated  clearly,  that  "I  have  been  misled  by  improper 
information,"  not  that  I  may  have  been  misled.  Mr. 
Legget  joins  this  reference  in  his  second  paragraph  with 
context  with  which  it  was  not  associated  in  my  letter,  and 
infers  that  this  context  was  predicated  upon  The  King  vs 
Paradis  and  Farley  Incorporated,  whereas  the  context  is 
general.  "As  I  see  it,  the  contractor  buys  every  job  for 
which  he  signs  a  contract"  immediately  precedes  in  my 
letter  the  second  quotation  given  by  Mr.  Legget. 

Technical  details  preceding  the  judgment  have  nothing 
to  do  with  my  contention  that  it  is  wrong  to  publish  informa- 
tion on  plans  or  in  specifications  which  cannot  be  readily 
verified  by  a  contractor,  and  then  to  disclaim  responsibility 
for  such  information. 

The  information  given  in  the  case  of  the  work  reviewed 
in  The  King  vs  Paradis  and  Farley  Incorporated  may  have 
been  of  the  highest  order,  and  responsibility  may  have 
been  assumed  for  it. 

The  fact  still  remains  that  it  is  wrong  to  give  such 
information  unless  responsibility  is  assumed  for  it. 

Yours  very  truly, 

(Signed)  E.  P.  Muntz,  m.e.i.c, 

Past  President,  National  Construction  Council. 


Here  arc  some  additional  letters  received  at  Headquarters 
thanking  council  for  its  action  in  remitting  again  this  year 
the  fees  of  members  in  combatant  areas,  as  an  appreciation 
of  the  privations  and  disturbances  to  normal  living  that 
they  are  enduring.  Some  of  these  letters  contain  invitations 
to  members  on  active  service  overseas. 

26  Irwin  Road,  Bedford, 
(rec'd  Sept.  16th,  1942) 

Dear  Mr.  Wright, 

I  greatly  appreciated  your  kind  letter  of  June  1st,  and  the 
decision  of  Council  to  continue  the  remission  of  fees  of 
members  of  the  Institute  resident  in  England.  I  need  hardly 
say  that  it  was  owing  to  severe  indisposition  that  I  did  not 
acknowledge  your  letter  at  the  time.  It  is  cheering  to  feel 
that  fellow  members  are  animated  by  goodwill  to  us  here. 
You  may  have  read  that  the  enemy  claimed  to  have 
bombed  us  here  in  Bedford.  Well,  I  must  admit  that  my 
garden  fence  was  damaged,  but  it  is  not  beyond  repair! 

I  have  been  receiving  copies  of  the  Journal  regularly,  and 
am  interested  to  hear  of  progress  of  the  Institute,  and  the 
doings  of  members. 

With  all  good  wishes  and  thanks, 
Yours  sincerely, 

(Signed)  C.  0.  Thomas,  m.e.i.c. 


THE  ENGINEERING  JOURNAL     December,  1942 


703 


"Govt  Bungalow," 
Church  Hill,  Helston, 
Cornwall,  July  25th,  1942. 
Dear  Air.  Wright, 

I  have  to  thank  you  for  your  letter  of  June  1st  and  wish 
to  express  my  sincere  appreciation  of  the  Institute's  gener- 
ous consideration  for  those  of  us  resident  in  this  country.  I 
feel  that  my  inclusion  amongst  those  accorded  this  generous 
treatment  is  somewhat  like  obtaining  money  under  false 
pretences  as  I  must  consider  myself  a  permanent  resident 
in  this  country  and  therefore  not  strictly  entitled  to  special 
consideration. 

Although  an  Englishman  by  birth  I  was  only  a  child 
when  I  went  to  Canada  where  I  received  all  my  education 
so  that  I  have  a  sort  of  mental  resentment  as  not  being 
able  to  call  myself  a  Canadian  but  I  can,  at  least,  appre- 
ciate the  wonderful  effort  Canada  has  made  much  more 
than  those  to  whom  Canada  is  either  but  a  name  or  a  place 
where  they  have  some  relatives  living  there  "somewhere." 
It  is — or  should  I  say  "was" — a  great  pity  that  those  of 
either  side  of  the  water  knew  so  little  about  those  on  the 
other  side  and  it  is  to  be  hoped  that  one  of  the  good  results 
of  this  war  will  be  to  bring  to  both  Canadians  and  English 
a  better  appreciation  of  each  others  qualities. 

Your  kind  offers  of  assistance  are  very  greatly  appreci- 
ated but  it  would  please  me  far  more  to  be  of  some  help  to 
some  of  our  Members  who  are  over  here  on  War  Service. 
Unfortunately,  I  am  not  now  residing  at  my  own  home  as 
I  took  over  a  wartime  job  here  in  Helston  and  have  no 
spare  accommodation.  My  wife  and  I  do  what  we  can  in  a 
small  way  to  extend  hospitality  to  the  few  Canadian  per- 
sonnel (mostly  airmen)  who  happen  to  be  on  duty  in  this 
area  and  I  would  like  to  suggest  that  Members  of  the 
Institute  proceeding  overseas  to  England  be  given  a  list 
of  the  names  and  addresses  of  those  of  us  ordinarily  resi- 
dent in  this  country;  I  am  quite  sure  I  speak  for  us  all  when 
I  say  we  should  be  delighted  to  meet  any  colleagues  who 
find  themselves  in  our  neighborhood  and  would  welcome 
the  opportunity  of  entertaining  them  to  the  best  of  our 
ability  under  existing  conditions. 

For  the  "duration"  I  am  filling  a  post  as  Assistant 
Divisional  Surveyor  to  the  Cornwall  County  Council  on 
highway  maintenance.  After  the  war  I  have  great  hopes  of 
being  able  to  visit  Canada  and  am  considering  moving  my 
family  over  there  for  good. 

You  will  be  interested  to  hear  I  have  received  every  copy 
of  the  Journal  in  due  course  and  look  forward  to  its  arrival. 

Please  accept  my  very  sincere  good  wishes  for  the  welfare 
of  the  Institute  and  its  Members.  • 

Very  sincerely  yours, 
(Signed)  Bernard  H.  Hughes,  m.e.i.c. 

Kitwe,  X.  Rhodesia, 
August  15th,  1942. 

The  General  Secretary, 

The  Engineering  Institute  of  Canada, 

Montreal,  Que. 

Dear  Mr.  Wright, 

It  is  indeed  gratifying  to  learn  of  your  decision  to  con- 
tinue remitting  the  annual  fees  of  members  resident  in  the 
combatant  areas,  although  we  at  Kitwe  are  not  nearly  so 
affected  by  hostilities  as  are  members  at  home,  except,  of 
course,  that  we  are  very  intimately  concerned  with  the 
fabrication  of  the  wherewithal  to  oust  the  Hun. 

"Thanks  to  the  Navy,"  The  Engineering  Journal  con- 
tinues to  reach  me  regularly  and  affords  me  much  enjoy- 
ment. It  keeps  me  in  touch  with  activities  at  home. 

Your  good  wishes  and  kind  thoughts  are  appreciated  and 
reciprocated  and  I  shall  certainly  avail  myself  of  your  very 
kind  offer  of  assistance  should  the  occasion  arise. 


With  best  regards, 

Yours  sincerely, 
(Signed)  A.  M. 


Morton,  m.e.i.c. 


c/o  Canada  House, 
Trafalgar  Square, 
London,  S.W.I. ,  July  19th,  1942. 
Dear  Mr.  Wright, 

This  is  to  acknowledge  with  much  thanks  your  letter 
dated  June  1st  on  behalf  of  the  Institute.  I  am  sure  that 
the  provision  made  to  us  over  here  is  universally  and  heartly 
appreciated  though  a  good  many  of  us  would  no  doubt 
be  glad  to  get  back. 

More  than  once  you  have  asked  me  for  illuminating 
letters  on  what  I  am  doing,  but  of  late,  particularly,  a 
rather  strict  censorship  prohibits  that,  and  all  I  can  do  is 
more  or  less  generalize. 

For  the  past  year,  I  have  been  on  operational  duty  in 
Iceland,  and  only  just  left  quite  recently.  The  job  on  land 
not  being  too  all-absorbing,  a  few  of  us  managed  to  see 
something  more  of  it  than  others,  and  one,  being  an  ex- 
perienced geologist  was  able  to  show  us  a  good  many 
interesting  features.  The  basic  structure  of  the  whole  in- 
land is  volcanic,  and  we  can  see  that  everything  in  the  way 
of  life  and  habitation  hinges  around  that  fact  and  is  limited 
as  a  result.  Some  of  us  were  fortunate  to  get  a  glimpse  of 
Greenland,  too,  though  our  American  friends,  being  estab- 
lished there,  could  be  much  more  informative  as  to  that. 

Having  finished  my  first  operational  tour,  I  have  been 
brought  back  to  the  Home  Forces,  and  am  in  the  process 
of  becoming  a  staff  pilot,  instructing  at  an  operational 
training  unit.  The  Air  Ministry  calls  it  a  "rest,"  but  it  will 
mean  anything  but  an  easy  time,  it  is  merely  a  rest  from 
operational  duty.  However,  it  all  means  assimilating  more 
knowledge,  and  even  passing  it  on  where  it  can  be  of  use. 
Hope  that  at  a  not-too-distant  date  that  I  will  be  able  to 
pass  on  some  of  it  to  be  of  use  to  some  one  or  to  some 
section  of  the  Institute. 

Again  let  me  express  my  appreciation  to  you,  and  the 
Council,  for  your  thought.  I  trust  I  can  put  that  apprecia- 
tion into  more  concrete  form  when  I  am  able  to  take  a 
more  active  part  in  the  programme  and  doings  of  the 
Institute. 

Until  then,  I  remain, 

Yours  sincerely, 

E.  B.  A.  LeMaitre,  s.e.i.c. 


56  Cathedral  Road, 
Cardiff,  1st  July,  1942. 
Dear  Mr.  Wright, 

I  thank  you  very  much  for  your  letter  of  June  1st,  and 
assure  you  that  we  fellows  in  England  who  are  members  of 
the  Institute  greatly  appreciate  the  support  and  goodwill 
of  our  Canadian  colleagues. 

I  think  that  in  remitting  our  annual  subscription  the 
Institute  shows  a  most  patriotic  spirit,  not-  only  to  its 
members  but  to  the  great  Commonwealth  to  which  we 
all  belong. 

The  Engineering  Journal  has  been  arriving  month  by 
month  and  I  enjoy  it  tremendously,  not  only  from  the 
technical  aspect  but  often  in  its  pages  I  run  up  against  old 
friends,  particularly  when  dealing  with  matters  out  in 
the  West. 

You  will  remember  that  I  lost  my  home  in  one  of  the 
air-raids  and  therefore  had  to  change  my  address.  The 
Journal  and  correspondence  are  still  going  to  the  old  ad- 
dress— would  you  therefore,  please  note  that  I  now  live 
in  67  Ninian  Road,  Roath  Park,  Cardiff;  and  for  the 
purpose  of  your  records  I  am  now  engaged  in  the  Civil 
Service  as  Deputy  Area  Officer  (Wales)  of  the  Machine 
Tool  Control. 

With  regard  to  the  end  of  your  letter,  I  myself  am  look- 
ing forward  to  the  day  when  I  shall  be  able  to  meet  some  of 
my  old  colleagues  in  Canada  and  some  of  the  numerous 
friends  I  have  who  live  south  of  the  border. 

Yours  sincerely, 

(Signed)  C.  H.  Oakes,  m.e.i.c. 


ro4 


December.  1942     THE  ENGINEERING  JOURNAL 


14  Cot  ham  Lawn  Road, 
Dear  Mr.  Wright,  Bristol,  England,  1st  July,  1942. 

Many  thanks  for  your  letter  of  1st  ult.  I  appreciate  very 
much  the  Institute's  kindly  gesture  in  the  matter  of  mem- 
bership fees,  but  really  things  are  not  quite  so  bad  in  the 
Old  Country  as  one  might  imagine,  and  we  are  carrying 
on  quite  comfortably. 

I  am  glad  to  say  I  am  receiving  the  Journal  regularly,  and 
look  forward  to  it  very  eagerly  as  practically  the  only  link, 
at  present,  with  Canada.  I  am  still  trying  to  get  back  into 
the  service,  with  the  R.E.  or  the  R.C.E.,  with  both  of  which 
I  have  served,  but  I  am  told  I  am  too  old.  Although  I  am 
still  physically  fit  and  able-bodied  and  have  had  nearly  25 
years  military  engineering  experience,  in  addition  to  my 
civil  work. 

For  your  information  my  present  engagement  is  resident 
engineer  on  construction  of  new  reinforced  concrete  oil 
berths  somewhere  in  England. 

I  should  like  to  get  in  touch  with  any  members  who  are 
now  in  England,  if  you  can  let  me  know  where  to  find  them. 
With  regard  to  the  last  paragraph  of  your  very  welcome 
letter,  you  may  be  sure  that  I  shall  not  hesitate  to  apply  to 
you  for  any  information  or  advice  I  may  need  in  the  future. 

I  am. 

Sincerely  yours, 

(Signed)  A.  G.  Ashford,  m.e.i.c. 

Southern  Railway, 

Chief  Electrical  Engineer's  Office, 

Deepdene  Hotel,  Dorking,  Surrey, 

Dear  Mr.  Secretary,  2nd  July,  1942. 

1  am  in  receipt  of  your  letter  of  the  1st  instant  and  wish 

to  assure  you  that  the  gesture  of  the  Council  in  remitting 

the  annual  fees  of  members  resident  in  the  United  Kingdom 

is  very  much  appreciated  indeed. 

When  your  first  notification  to  this  effect  reached  me  a 
year  ago,  I  was  so  impressed  by  the  gesture  that  I  showed 
your  letter  to  a  number  of  engineering  colleagues  who  were 
equally  impressed. 

The  Engineering  Journal  arrives  regularly  and  I  find 
that  it  contains  much  of  interest. 

With  best  wishes  to  the  Institute  and  to  you,  personally, 
Yours  truly, 

(Signed)  H.  C.  Beck,  m.e.i.c. 

11  Glencairn  Dr., 

Glasgow,  S.l.  (rec'd  July  27th,  1942.) 
Dear  Mr.  Wright. 

I  have  to  thank  you  for  your  very  kind  letter  of  the  1st 
June  in  which  you  give  notice  that  the  Council  have 
graciously  resolved  to  continue  the  practice  of  remitting 
the  annual  fees  of  members  residing  in  the  United  Kingdom. 

I  can  assure  you  that  this  gesture  of  goodwill  and  your 
kind  reference  to  the  difficult  conditions  under  which  we  are 
living  is  greatly  appreciated. 

The  Engineering  Journal  which  reaches  me  regularly  is, 
I  find,  most  interesting  as  it  keeps  me  in  touch  with  the 
ciurent  engineering  undertakings  and  its  has  brought  home 
to  me  the  heartening  evidence  that  the  Engineers  of 
Britain  who  are  putting  forth  their  maximum  effort  to  win 
the  war  are  being  whole-heartedly  supported  by  the 
enormous  contribution  to  the  war  effort  by  the  engineers 
of  Canada. 

When  the  wastage  of  war  and  the  din  of  battle  is  past 
and  we  can  again  settle  down  to  more  noble  undertakings, 
I  am  sure,  if  we  maintain  the  same  spirit  of  co-operation 
and  understanding,  the  engineers  of  the  Empire  will  be 
able  to  take  their  places  in  the  rebuilding  of  a  better  and 
happier  world. 

Most  kind  regards. 

Yours  sincerely, 

(Signed)  John  Shannon,  m.e.i.c. 


C/'o  Royal  Bank  of  Canada, 

G  Lothbury,  London,  E.C. 

May  7th,  1942. 

The  General  Secretary, 

The  Engineering  Institute  of  Canada, 

Montreal,  Que. 

Dear  Sir, 

Your  letter  to  my  husband  came  a  few  days  ago  and,  as 
I  am  looking  after  things  generally  for  him  while  he  is 
abroad,  I  opened  it.  I  am  sending  on  your  letter  to  him, 
but  as  it  will  take  so  many  months  to  reach  him,  I  felt  I 
should  acknowledge  it.  I  am  sure  that  my  husband,  as  all 
other  members  of  the  Institute  here,  will  greatly  appre- 
ciate your  most  generous  action. 

Last  year  he  was  recalled  to  the  R.E.  and  is  now  in  India 
with  railway  troops.  In  case  you  are  interested  his  address 
is: 

Major  C.  B.  R,  Macdonald,  R.E.  (m.e.i.c), 
No.  2  Trans  Training-  Centre, 
Jullunder  Cantonment, 
Punjab,  India. 

Yours  sincerely, 
(Signed)  Mrs.  C.  B.  R.  Macdonald. 

I.C.I.  (Alkali)  Limited, 
Middlewich,  Cheshire, 
England,  July  7th,  1942. 
Dear  Mr.  Wright, 

Thank  you  very  much  for  your  cordial  letter  dated  June 
1st,  in  which  you  notify  me  of  the  remission  of  fees  to  the 
Institute  for  the  duration  of  the  war. 

I  was  greatly  interested  to  read  the  inspiring  address 
given  by  General  McNaughton  at  the  annual  meeting. 
I  heartily  reciprocate  your  good  wishes,  and  remain, 
Yours  sincerely, 

(Signed)  G.  H.  Brunner,  m.e.i.c. 

MEETING    OF    COUNCIL 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  November  21st,  1942,  at  ten 
thirty  a.m. 

Present:  President  G  R.  Young  in  the  chair;  Vice-Presi- 
dents de  Gaspé  Beaubien  and  K.  M.  Cameron;  Councillors 
J.  E.  Armstrong,  E.  D.  Gray-Donald,  J.  G.  Hall,  R.  E. 
Heartz,  W.  G.  Hunt,  C.  K.  McLeod  and  G.  M.  Pitts; 
Treasurer  E.  G.  M.  Cape;  Secretary  Emeritus  R.  J.  Durley, 
General  Secretary  L.  Austin  Wright  and  Assistant  General 
Secretary  Louis  Trudel. 

Mr.  Hall  and  Mr.  Gray-Donald  were  appointed  scruti- 
neers to  canvass  the  ballots  for  the  award  of  the  Julian  C. 
Smith  Medals.  They  presented  their  report  and  accordingly, 
Julian  C.  Smith  Medals  for  the  year  1942  will  be  awarded 
to— 

H.  G.  Acres,  m.e.i.c, 
Consulting  Engineer, 
Niagara  Falls,  Ont. 
R.  M.  Smith,  m.e.i.c, 
Deputy  Minister, 

Department  of  Highways,  Ontario, 
Toronto,  Ont. 

Mr.  Wright  reported  that  he  had  investigated  the 
possibilities  of  getting  dies  made  for  the  new  medals.  He 
had  found  out  that  it  might  be  possible  to  get  the  dies  cut 
providing  there  was  no  great  hurry  about  it.  It  was  pro- 
posed that  the  actual  designs  might  be  proceeded  with  but 
that  the  matter  be  given  more  consideration  before  it  was 
decided  to  go  ahead  with  the  making  of  the  dies.  It  was 
also  agreed  that  further  consideration  of  the  entire  matter 
be  left  in  the  hands  of  Mr.  Durley  and  the  general  secretary, 
and  that  they  report  at  a  subsequent  meeting  of  Council. 


THE  ENGINEERING  JOURNAL     December,  1942 


705 


To  comply  with  the  by-laws,  it  was  unanimously  resolved 
that  the  Annual  General  Meeting  be  convened  at  Head- 
quarters on  Friday,  January  15th,  1943,  at  eight  o'clock 
p.m.,  the  meeting  to  be  adjourned  and  re-convened  at  the 
Royal  York  Hotel,  Toronto,  Ontario,  at  ten  o'clock  a.m., 
on  Thursday,  February  11th,  1943.  It  was  noted  that  the 
president  would  preside  at  this  meeting  and  would  after- 
wards be  the  principal  speaker  at  the  meeting  of  the 
Montreal  Branch. 

President  Young  reported  briefly  on  the  progress  being 
made  by  the  Annual  Meeting  Committee.  Past-President 
Gaby  had  accepted  the  chairmanship  of  the  Finance  Com- 
mittee, replacing  Mr.  Ross  Robertson  who  had  passed 
away  recently.  For  one  of  the  technical  sessions  an  effort 
was  being  made  to  secure  one  of  the  United  States  Army 
Officers  who  had  been  associated  with  the  work  on  the 
Alaska  Highway. 

The  general  secretary  read  a  report  from  the  Committee 
on  Post-War  Problems,  transmitting  the  various  suggestions 
and  recommendations  received  from  the  Institute  branches 
on  the  form  entitled  "Considerations  for  Evaluating 
Projects/'  which  had  been  prepared  by  Mr.  K.  M. 
Cameron's  sub-committee  on  Construction  of  Dr.  James' 
committee  on  Re-Construction. 

From  the  report  it  appeared  that  the  majority  of  the 
branches,  after  considering  the  matter,  had  found  the 
proposed  form  generally  acceptable,  although  several 
branches  had  made  certain  suggestions  and  recommen- 
dations. The  committee  had  not  made  any  pronouncement 
as  to  whether  or  not,  in  its  opinion,  such  changes  were 
desirable. 

After  discussion,  on  the  motion  of  Mr.  Pitts,  seconded  by 
Mr.  Heartz,  it  was  unanimously  resolved  that  the  report  be 
accepted  and  that  Council  transmit  to  Mr.  Cameron's 
sub-committee  the  assurance  that  The  Engineering  Institute 
of  Canada  generally  approves  of  the  document,  but  submits 
certain  suggestions  and  recommendations  for  consider- 
ation. 

A  further  report  was  presented  from  Mr.  Miller,  advising 
that  his  committee,  in  accordance  with  the  authority  given 
at  the  last  meeting  of  Council,  had  written  to  all  Institute 
branches,  suggesting  that  they  encourage  their  members  to 
interest  themselves  in  the  work  of  the  local  committees  set 
up  under  the  auspices  of  the  Department  of  Pensions  and 
National  Health  to  study  problems  concerned  with  the 
rehabilitation  of  returning  soldiers.  The  report  was  noted 
and  the  secretary  was  directed  to  thank  Mr.  Miller  and  his 
committee  for  their  interest  in  this  activity. 

In  presenting  two  progress  reports,  Mr.  Armstrong, 
Chairman  of  the  Committee  on  the  Engineering  Features 
of  Civil  Defence,  asked  if  Council  had  any  suggestions  to 
offer  as  to  the  dates  on  which  these  monthly  progress 
reports  should  be  presented.  There  had  been  some  difficulty 
in  selecting  a  date  which  fitted  in  with  the  date  of  the 
Council  meeting,  and  the  dead  line  for  publication  in  the 
Journal.  President  Young  assured  Mr.  Armstrong  that  the 
reports  would  be  very  acceptable  at  any  time  convenient 
to  the  committee. 

Mr.  Armstrong  then  presented  two  reports,  dated 
October  24th  and  November  19th  respectively,  commenting 
upon  the  more  important  items  in  each. 

It  was  noted  that  the  memorandum  on  the  Engineering- 
Features  of  Civil  Defence  in  Canada,  accompanied  by  an 
organization  chart  prepared  by  a  joint  committee  repre- 
senting the  Royal  Architectural  Institute  of  Canada,  the 
Canadian  Construction  Association  and  the  Engineering 
Institute  of  Canada,  had  been  signed  by  the  Presidents  of 
the  three  organizations  and  transmitted  to  the  Prime 
Minister  under  date  of  November  3rd.  Acknowledgment 
had  been  received  from  the  Prime  Minister's  private 
secretary,  stating  that  the  submission  woul  receive  early 
consideration  by  the  War  Committee  of  the  Cabinet. 

As  this  was  a  very  lengthy  document,  it  was  decided  that 
it  should  not  be  read  to  the  meeting.  Mr.  Armstrong  pointed 


out  that  if  any  member  of  Council  was  particularly  in- 
terested, a  copy  was  available,  although  at  the  present 
stage,  it  was  not  available  for  publication.  He  expected 
that  at  a  later  date  it  would  be  possible  to  send  a  copy  to  the 
branches  and  to  all  members  of  Council. 

It  was  noted  that  the  financial  statement  to  October 
31st,  1942,  had  been  examined  and  found  satisfactory.  Six 
thousand  dollars  had  been  invested  in  the  Third  Victory 
Loan  Bonds. 

It  was  noted  that  a  suggestion  from  the  Joint  Finance 
Committee  in  Alberta  that  the  Institute  make  a  total 
rebate  of  $20.00  for  the  year  1942  to  the  Lethbridge  Branch 
in  order  to  bring  their  total  rebates  from  the  Institute  and 
the  Association  up  to  the  minimum  of  $100.00,  had  been 
approved  by  the  Institute's  Finance  Committee. 

A  letter  had  been  received  from  P  O  E.  S.  Braddell. 
m.e.i. a,  suggesting  that  further  consideration  be  given  tu 
remitting  the  fees  of  members  in  the  active  forces  while 
serving  in  Canada.  On  the  recommendation  of  the  Finance 
Committee  it  was  decided  that  no  change  should  be  made 
in  Council's  present  policy  of  remitting  the  fees  of  members 
only  when  service  requires  them  to  leave  Canada  for  overseas. 

The  general  secretary  read  a  telegram  from  the  Toronto 
Branch  executive  urging  that  the  $1.00  charge  for  The 
Engineering  Journal  to  members  overseas  be  cancelled  and 
that  copies  of  the  Journal  be  sent  free  to  all  such  members. 

In  Colonel  Cape's  opinion  very  few  of  the  members 
serving  overseas  would  have  the  time  or  convenience  to 
read  the  Journal,  and  those  who  had  the  time  would  be 
quite  willing  to  pay  the  small  charge  of  $1.00.  Following 
some  discussion,  it  was  decided  that  no  change  should  be 
made  in  Council's  present  policy  in  this  respect. 

The  general  secretary  read  a  letter  from  Dr.  Challies. 
chairman  of  the  Institute's  committee  on  Professional 
Interests,  submitting  a  proposed  "Memorandum  of  Amend- 
ment to  Agreement"  between  the  Institute  and  the  Saskat- 
chewan Association,  and  recommending  that  this  Memo- 
randum be  approved. 

These  proposed  amendments  have  already  been  approved 
in  principle  by  Council,  and  on  the  motion  of  Mr.  Beaubien. 
seconded  by  Mr.  Pitts,  it  was  unanimously  resolved  that 
the  proposed  Memorandum  of  Amendment  to  Agreement 
be  approved,  and  that  the  President  and  General  Secretary 
be  authorized  to  sign  the  document  on  behalf  of  the 
Institute. 

Mr.  Wright  presented  a  letter  from  Mr.  A.  B.  Parsons, 
Secretary  of  the  Engineers'  Council  for  Professional  Develop- 
ment, with  which  he  enclosed  a  copy  of  a  proposed  "Canons 
of  Ethics  for  Engineers."  This  had  been  prepared  by  the 
Committee  on  Principles  of  Engineering  Ethics  under  the 
chairmanship  of  Dr.  Dugald  C.  Jackson,  and  was  being 
referred  to  the  constituent  bodies  of  E.C.P.D.  with  a 
request  for  comments  and  suggestions 

Mr.  Wright  read  a  letter  from  Dr.  Challies,  one  of  the 
Institute's  representatives  on  the  committee  of  E.C.P.D. 
giving  his  views  on  the  proposed  "Canons  of  Ethics  for 
Engineers,"  and  suggesting  that  Council  might  take  one  or 
other  of  the  following  courses: 

(a)  Reference  to  a  special   committee  of   Council   and 
others  to  be  named  by  the  President. 

(b)  Reference  to  the  Branch  Executive  Committees. 

(c)  Consultation  with  those  provincial  associations  with 
which  the  Institute  has  agreements. 

(d)  Discussion  at  the  next  Annual  General  Meeting. 

A  letter  was  also  presented  from  Dr.  Surveyer,  another  of 
the  Institute's  representatives  on  the  executive  committee 
of  E.C.P.D.,  suggesting  that  the  Institute  should  approve 
in  principle  the  Canons  as  drafted  by  Dr.  Dugald  C.  Jack- 
son, and  his  committee,  on  which  the  Institute  was  repre- 
sented by  President  C.  R.  Young. 

Discussion  followed  as  to  the  best  way  of  securing  the 
opinion  of  the  Institute  membership  on  the  proposed 
Canons  of  Ethics.  In  President  Young's  opinion,  it  would 
be  very  desirable  to  lune  a  statement  of  ethics  subscribed 


706 


December,  1942     THE  ENGINEERING  JOURN  M 


to  by  all  the  constituent  bodies  of  E.C.P.D.,  but  he  realized 
the  difficulty  of  obtaining  an  absolutely  unanimous  opinion 
on  the  matter.  The  present  draft  was  the  fourth  or  fifth 
which  had  been  prepared,  and  it  had  been  carefully  re- 
viewed and  rewritten  before  presentation  at  the  annual 
meeting.  The  main  criticism  now  was  that  it  was  too  long. 

One  member  of  the  committee  had  thought  that  a  code 
of  ethics  should  consist  of  about  ten  short  items,  but  the 
majority  opinion  was  that  as  a  code  would  be  of  more  direct 
importance  to  the  younger  engineers,  it  should  embody  a 
certain  amount  of  instruction  and  guidance  which  could 
not  be  incorporated  in  a  shorter  code.  Another  suggestion 
had  been  that  an  abstract  of  the  thirty-one  canons  of 
ethics  might  be  prepared  for  the  use  of  anyone  desiring  a 
shorter  code. 

Following  further  discussion,  on  the  motion  of  Mr. 
Heartz,  seconded  b}r  Mr.  Gray-Donald,  it  was  unanimously 
resolved  that  a  copy  of  the  proposed  "Canons  of  Ethics  for 
Engineers"  be  sent  to  all  members  of  Council  with  a  request 
for  written  comments,  so  that  the  matter  might  be  further 
discussed  at  the  January  meeting  of  Council. 

A  letter  was  presented  from  E.C.P.D.  asking  the  Institute 
to  nominate  a  representative  to  a  new  committee  on 
Unionism  as  Related  to  Engineers  and  Technologists.  It  was 
suggested  that  the  Committee  on  Industrial  Relations 
might  make  a  recommendation  and,  after  some  discussion, 
it  was  decided  to  leave  it  to  the  president  and  the  general 
secretary  to  make  the  nomination  after  consultation  with 
the  chairman  of  the  Committee  on  Industrial  Relations. 

The  general  secretary  read  a  letter  from  Dr.  Challies, 
commenting  on  a  communication  which  he  had  received 
from  Mr.  J.  F.  Fairman,  the  American  Institute  of  Elec- 
trical Engineers  representative  on  the  E.C.P.D.  executive 
committee,  with  reference  to  the  policy  of  the  A.I.E.E. 
towards  student  branches  in  those  institutions  in  the 
United  States  whose  curriculum  in  electrical  engineering 
has  not  been  accredited  by  E.C.P.D. 

In  the  papers  accompanying  Mr.  Fairman's  communica- 
tion it  was  pointed  out  that  the  Board  of  Direction  of  the 
American  Society  of  Civil  Engineers  has  recently  decided 
that  eleven  student  chapters  at  institutions  in  the  United 
States  where  the  civil  engineering  curriculum  has  not  been 
accredited  by  E.C.P.D.,  will  have  their  charters  withdrawn 
on  January  1st,  1944,  unless  in  the  meantime  the  civil 
engineering  •  curriculum  is  duly  accredited.  Dr.  Challies 
doubted  whether  the  communication  had  any  special 
significance  to  the  Institute  except  perhaps  to  raise  the 
question  of  the  inadvisability  of  any  of  the  founder  societies 
establishing  student  chapters  at  an}-  of  the  engineering 
schools  in  Canada. 

President  Young  pointed  out  that  the  question  of  the 
founder  societies  establishing  sections  or  branches  in 
Canada  was  constantly  before  the  Institute.  The  general 
secretary  had  it  in  mind  in  all  his  conversations  with  the 
societies  and  he,  himself,  had  been  keeping  in  close  touch 
with  the  situation.  Following  some  discussion,  it  was 
decided  that  the  general  secretary  should  communicate 
with  Mr.  Fairman. 

The  general  secretary  read  a  letter  from  the  president 
advising  that  the  National  Construction  Council  contem- 
plates setting  up  regional  committees  in  twenty  of  the  more 
important  cities  in  Canada.  It  was  proposed  that  certain 
organizations,  including  The  Engineering  Institute  of 
Canada,  should  be  asked  to  appoint  a  representative  in 
each  of  the  cities  named  to  serve  on  the  regional  committee. 
The  Council  would  like  to  know  beforehand  if  the  Institute 
would  be  willing  to  appoint  representatives  if  the  proposal 
is  proceeded  with.  These  committees  would  deal  with 
matters  of  concern  to  the  National  Construction  Council 
and  to  the  construction  industry  in  general.  On  the  motion 
of  Colonel  Cape,  seconded  by  Mr.  Pitts,  it  was  unanimously 
agreed  that  the  Institute  would  be  prepared  to  name 
representatives  to  these  regional  committees  should  they 
be  established. 


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

Members 14 

Junior 1 

Students 30 

Transfers 

Junior  to  Member 8 

Student  to  Member 12 

Student  to  Junior 32 

Student  to  Affiliate 1 

It  was  decided  that  the  next  meeting  of  Council  would  be 
held  in  Montreal  on  Saturday,  December  19th,  1942. 
Following  a  suggestion  of  Councillor  E.  D.  Gray-Donald, 
it  was  unanimously  agreed  that  Saturday  morning  meetings 
in  Montreal  would  in  future  convene  at  ten  o'clock  a.m. 
instead  of  ten  thirty. 

The  Council  rose  at  one  forty-five  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  November  21st,  1942,  the  fol- 
lowing elections  and  transfers  were  effected: 

Members 

Jomini,  Harry,  b.sc  (ce.),  (Univ.  of  Man.),  b.sc.  (Mining),  (McGill 
Univ.),  railroad  supt.,  Demerara  Bauxite  Co.  Ltd.,  Mackenzie, 
Demerara,  British  Guiana,  S.A. 

Lauriault,  Wilfrid  Eldege,  b.a.sc,  ce.,  chem.  engr.  (Ecole  Poly- 
technique),  consultg.  engr.  and  Queebc  land  surveyer,  Montreal, 
Que. 

Riddell,  John  Morrison,  Major,  r.c.e.,  b.a.sc,  (Univ.  of  Toronto), 
O.C.  28th  Field  Coy.,  R.C.E.  (A),  Ottawa,  Ont. 

Wideman,  Norman  Edward,  b.a.sc  (Elec),  (Univ.  of  Toronto), 
district  relay  engr.,  H.E.P.C.  of  Ontario,  Port  Arthur,  Ont. 

Juniors 

Carter,  Harry  Akers,  b.sc.  (Queen's  Univ.),  s.M.  (Mass.  Inst.  Tech.), 
research  assistant,  Aero.  Engrg.  Dept.,  Massachusetts  Institute  of 
Technology,  Cambridge,  Mass. 

Cole,  Donald  Lome,  b.a.sc  (Elec),  (Univ.  of  Toronto),  junior  engr., 
Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 
Davis,  William  Roe,  Jr.,  b.sc   (Elec),   (Univ.  of  Alta.),  asst.  elec. 

engr.,  Montreal  Engineering  Co.  Ltd.,  Montreal,  Que. 
Forbes,  Donald  Alexander,  b.sc.  (Civil),  (Univ.   of  Sask.),   asst.   to 

chief  engr.,  Price  Bros.  &  Co.  Ltd.,  Kenogami,  Que. 
Ford,  John  Norman,  b.sc  (Univ.  of  Alta.),  constrn.  and  mtce.  engr., 

Calgary  Power  Co.  Ltd.,  Calgary,  Alta. 
Fullerton,  Roland  McNutt,  b.sc  (Elec),  (N.S.  Tech.  Coll.),  shift 

engr.,  Aluminum  Co.  of  Canada  Ltd.,  Arvida,  Que. 
Guenette,  Joseph  Antoine  Paul,  b.a.sc,  ce.  (Ecole  Polytechnique), 

head  of  planning  dept.,  Regent  Knitting  Mills  Co.  Ltd.,  St.  Jerome, 

Que. 
Neilson,  Charles  Shibley,  b.sc  (Civil),  (Queen's  Univ.),  squad  boss, 

Canadian  Bridge  Co.,  Walkerville,  Ont. 
Wellwood,  Frank  Elvin,  b.a.sc,  (Univ.  of  Toronto),  engr.,  Dept.  of 

Buildings,  City  of  Toronto,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 
Boutilier,  Treinaine  Thompson,  B.Eng.  (Elec),  (N.S.  Tech.  College), 

mfg.  engr.,  Northern  Electric  Co.  Ltd.,  Montreal,  Que. 
Bowering,  Reginald,  B.sc,(Univ.  of  Man.),  M.A.Sc,(Univ.  of  Toronto), 

public  health  engr.  and  chief  sanitary  inspr.,  Provincial  Board  of 

Health  of  British  Columbia,  Vancouver,  B.C. 
Buteau,  Lucien,  b.a.sc,  ce.,  (Ecole  Polytechnique),  field  engr.,  Bell 

Telephone  Co.  of  Canada,  Quebec,  Que. 
Crepeau,  Marcel,  b.a.sc,  ce.,  (Ecole  Polytechnique),  mtce.  of  bridges, 

Dept.  of  Public  Works.  Quebec,  Que. 
Cuthbertson,  Charles  Cassells,  b.sc,  (Chem.  Eng.),  b.sc,  (Chemis- 
try), (Queen's  Univ.),  process  supervisor,  Canadian  Industries,  Ltd., 

Alkali  Divn.,  Shawinigan  Falls,  Que. 
DeGuise,    Yvon,    b.a.sc,    ce.,    (Ecole    Polytechnique),  civil  engr., 

hydraulic  service,  Dept.  of  Lands  and  Forests,  Quebec,  Que. 
Dembie,  Thomas,  b.a.sc,  m.a.sc,  (Univ.  of  Toronto),  estimating  and 

design   dept.,   McGregor-McIntyre   Divn.,   Dominion   Bridge  Co., 

Toronto. 
London,  WoodrowP.,  b.sc,  (Elec),  (Univ.of  N.B.), designing dftsrnn., 

H.  G.  Acres  &  Co.,  Niagara  Falls,  Ont. 
Love,  Edwin  Reginald,  Capt.,  b.sc,  (Elec),  (Univ.  of  Man.),  second 

in  command  of  School  of  Instruction,  C.S.T.C.,  R.C.  Signals,  C.A., 

Kingston,  Ont. 


THE  ENGINEERING  JOURNAL     December,  1942 


707 


Mahoux,  Raymond  Jean,  B.Eng.  (Mech.),  (McGill  Univ.),  chief  plan- 
ner, Delorimier  Plant,  Federal  Aircraft  Ltd.,  Montreal,  Que. 

Saintonage,  Jean-Jacques  Rosaire,  b.c.sc,  ce.,  (Ecole  Polytech- 
nique), asst.  plant  engr.,  Consolidated  Paper  Corp.  Ltd.,  Port 
Alfred,  Que. 

Stafford,  James  Walter,  b.sc,  (Elec),  (Lhiiv.  of  Alta.),  genl.  electl. 
supt.,  plant  Nos.  1  and  2,  Aluminum  Co.  of  Canada,  Ltd.,  Shawini- 
gan  Falls,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Aird,  Joseph  Andre  Philippe,  F/O.,  b.a.sc,  ce.,  (Ecole  Polytech- 
nique), officer  i/c  Depot  Inspn.  seen.,  No.  9  Repair  Depot,  R.C.A.F., 

St.  Johns,  Que. 
Archambault,  Georges  Louis,  B.Eng.  (Mech.),  (McGill  Univ.),  mtce. 

engr.,  Aluminum  Co.  of  Canada,  Arvida,  Que. 
Asselin,  Hector,  b.a.sc,  ce.,   (Ecole  Polytechnique),  engr.,  Arthur 

Surveyer  &  Co.,  Montreal,  Que. 
Boisclair,  Robert,   b.a.sc,  ce.,   (Ecole  Polytechnique),  engr.,  Alu- 
minum Co.  of  Canada,  Passe  Dangereuse,  Que. 
Deslauriers,  Charles-Edouard,  b.a.sc,  ce.,   (Ecole  Polytechnique), 

hydraulic  service,  Dept.  of  Lands  and  Forests,  Quebec,  Que. 
Duckett,   William  Anderson,   B.Eng.    (Elec),    (McGill  Univ.),   asst. 

engr.,  Bell  Telephone  Co.  of  Canada,  Montreal,  Que. 
Flahault,  John  E.,  b.a.sc,  ce.,  (Ecole  Polytechnique),  b.sc,  (Met.), 

(Carnegie    Inst,    of    Tech.,    Pittsburgh),    supervisor    in    potroms, 

Aluminum  Co.  of  Canada,  Ltd.,  Arvida,  Que. 
Frigon,    Raymond    A.,    b.a.sc,    ce.,    (Ecole    Polytechnique),    M.Sc 

(Mass.  Inst,  of  Tech.),  asst.  Materials  Testing  and  Research  Lab., 

Ecole  Polytechnique,  Montreal. 
Goddard,  Albert  Reginald,  b.sc,  (Civil),  (Univ.  of  Man.),  jr.  asst. 

engr.,  Dept.  of  National  Defence,  R.C.A.F.,  Winnipeg,  Man. 
Gohier,  Roch  Edouard,  B.Eng.,  (Met.),  (McGill  Univ.),  metallurgist, 

Sorel  Industries,  Ltd.,  Sorel,  Que. 
Hopkins,  Albert  Parker  Eugene,  b.a.sc,   (Univ.  of  Toronto),  asst. 

mining  engr.  and  surveyor,  Hallnor  Mines  Ltd.,  Pamour,  Ont. 
Hopkins,  Alfred,  B.Eng.,   (Elec),    (N.S.  Tech.  Coll.),  engr.  service 

dept.,  Canadian  Westinghouse  Co.  Ltd.,  Hamilton,  Ont. 
Huggard,  John   Harold,   b.sc,    (Elec),    (Univ.   of   N.B.),   engr.    at 

Shipshaw  Power  Development  for  H.  G.  Acres  &  Co.,  Kenogami, 

Que. 
Kennedy,  Dorwin  Elmore,  b.a.sc,  (Univ.  of  Toronto),  junior  engr., 

Hydraulic  Dept.,  Hyrdo  Electric  Power  Commn.,  Toronto,  Ont. 
Kennedy,  Harold  Edward,  b.sc,   (Mech.),  (Queen's  Univ.),  structl. 

designer  and  dftsmn.,  Hydro  Electric  Power  Commn.,  Toronto,  Ont. 
Kent,  A.  Douglas,  b.sc,  (Queen's  Univ.),  foundry  supt.,  Aluminum 

Co.  of  Canada,  Arvida,  Que. 
Kerfoot,  John  Grenville,  b.sc,  (Queen's  Univ.),  tool  engr.,  Defence 

Industries,  Ltd.,  Verdun,  Que. 
Lefort,   Jean,    B.Eng.,    (McGill    Univ.),    junior   engr.,    Stevenson    & 

Kellogg  Ltd.,  Montreal,  Que. 
Leroux,  George  Gustave,  F/Lt.,  B.Eng.,  (McGill  Univ.),  asst.  chief 

instructor,  No.  8  Air  Observer  School,  Ancienne  Lorette,  Que. 
Levine,  Samuel  Dave,  b.a.sc,  (Chem.),  (Univ.  of  Toronto),  examiner, 

Inspection  Board  of  the  United  Kingdom  and  Canada,  Newark,  N.J. 
Menard,  Raymond,  b.a.sc,  ce.,  (Ecole  Polytechnique),  res.  engr., 

Roads  Dept.,  Province  of  Quebec,  Montreal,  Que. 
Mulling,  Harrison  Alexander,  b.sc,  (Elec),   (Univ.  of  Man.),  asst. 

project  engr.,  Defence  Industries  Ltd.,  Montreal,  Que. 
McMath,  John  Proctor  Clark,  b.sc,  (Elec),  (Univ.  of  Alta.),  design 

engr.,  wires  and  cables,  Northern  Electric  Co.,  Montreal,  Que. 
Nadeau,  Y  von,  b.a.sc,  ce.,  (Ecole  Polytechnique),  instrumentman 

and  asst.  engr.  at  Aluminum  Plant,    LaTuque,   Que.,  for  Fraser 

Brace  Ltd. 
Ogtiguy,  Joseph  Ephrem  Maurice,  b.a.sc,  ce.,  (Ecole  Polytechnique) 
asst.  divnl.  engr.,  Roads  Dept.,  Province  of  Quebec,  Waterloo,  Que, 
Rioux,  Joseph  Henri  Rene,  b.a.sc,  ce.,  (Ecole  Polytechnique),  asst. 

divnl.  engr.,  Dept.  of  Roads,  Province  of  Quebec,  Que. 
Rowan,  Russell  Gillespie,  b.sc,   (Queen's  Univ.),  engrg.  asst.,  Bell 

Telephone  Co.  of  Canada,  Montreal.  Now  posted  as  Pilot  Officer 

in  the  Special  Reserve,  Navigation  Branch,  R.C.A.F. 
Shearer,  John  Alexander,  b.sc,  (Civil),  (Univ.  of  N.B.),  transitnian, 

Canadian  Pacific  Rly.,  Sudbury,  Ont. 
Sinclair,  George,  b.sc,  M.Sc,  (Univ.  of  Alta.),  research  asst.,  Ohio 

State  Research  Foundation,  Columbus,  Ohio. 
Torrington,  Frank  Delbridge,  F/0.,  b.sc,  (Mech.),  (Univ.  of  Sask.), 

res.  technical  officer,  R.C.A.F.,  Longueuil,  Que. 
Wallis,  William  Herbert  Cyril,  P/O,  b.sc,  (Civil),   (Univ.  of  N.B.), 

flying  instructor  on  service  aircraft,  R.C.A.F.,  Montreal,  Que. 
Woods,  George  Maitland,   b.sc,   (Mech.),    (Univ.  of  Sask.),  senior 

foreman,  Defence  Industries  Ltd.,  Verdun,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Affiliate 

Fraser,  Thomas  Bryant,  (Central  Tech.  School,  Toronto,  and  I.C.S.), 
plant  mgr.,  Quebec  North  Shore  Paper  Co.,  Franquelin,  Que. 


Students  Admitted 

Archibald,  Huestis  Everett,  (Univ.  of  Toronto),  11  Poplar  Plains 
Crescent,  Toronto,  Ontario. 

Berbrayer,  Abram  M.,  (Univ.  of  Manitoba),  114  Granville  St.,  Win- 
nipeg, Man. 

Bernstein,  Saul,  (McGill  Univ.),  369  Laurier  Ave.  West,  Montreal. 

Bolton,  Gerald  Henry,  (Univ.  of  Manitoba),  1206  Wolseley  Ave., 
Winnipeg,  Man. 

Brasloflf,  Reuben  Isaac,  (McGill  Univ.),  5617  Jeanne  Mance  St., 
Montreal,  Que. 

Carignan,  Louis-Georges,  (Ecole  Polytechnique),  353  St.  Joseph  St., 
Lachine,  Que. 

Clou  tier,  Jean  Paul,  tool  supervisor,  Sorel  Industries  Ltd.,  Sorel,  Que. 

Decarie,  Maurice,  (McGill  Univ.),  3533  Oxford  Ave.,  Montreal,  Que. 

Dutton,  Vernon  LeRoy,  (Univ.  of  Man.),  37  Kennedy  St.,  Winnipeg. 

Fitzgerald,  Joseph  John  Gerry,  (McGill  Univ.),  1963  Kent  Ave., 
Montreal,  Que. 

Freeman,  John  Edward,  (McGill  Univ.),  Douglas  Hall,  McGill  Uni- 
versity, Montreal,  Que. 

Gagnon,  Paul,  (McGill  Univ.),  386  Wiseman  Ave.,  Montreal,  Que. 

Gauthier,  Edouard  Antoine,  (McGill  Univ.),  645  Querbes  Ave., 
Outremont,  Que. 

Glen,  Andre,  (Ecole  Polytechnique),  7860  St.  Denis  St.,  Montreal. 
Que. 

Gordon,  Lynn  Marshal,  (Univ.  of  Toronto),  203  St.  Paul  St.  West, 
Kamloops,  B.C. 

Grondines,  J.  Leon,  (Ecole  Polytechnique),  1431  Joliette  St.,  Mont- 
real, Que. 

Hink,  Anthony  Albert,  (Univ.  of  Man.),  426  Stradbrooke  Ave.,  Win- 
nipeg, Man. 

Howe,  Lloyd  G.,  (McGill  Univ.),  3580  Durocher  St.,  Montreal,  Que. 

K  il  lam.  Robert  Bradbury,  (McGill  Univ.),  Douglas  Hall,  McGill 
University,  Montreal,  Que. 

Klein,  Max,  (McGill  Univ.),  362  Fairmount  Ave.  West,  Montreal. 

Lackman,  Gerald  Leonard,  (McGill  Univ.),  639  de  l'Epee  Ave., 
Outremont,  Que. 

MacLean,  Donald  Gordon,  (Univ.  of  Toronto),  40  Spring  St.,  Guelph, 
Ont. 

Matthews,  C.  Robert,  (McGill  Univ.),  3580  Durocher  St.,  Montreal. 

Oldreive,  Donald  Drake,  (Univ.  of  Toronto),  321  Bloor  St.  West, 
Toronto,  Ont. 

Polley,  Edward  Victor,  b.a.sc,  (Civil),  (Univ.  of  Toronto),  Lieutenant. 
R.C.E.  (Section  officer),  Officers'  Mess,  C.E.T.C.  (AS),  Petawawa, 
Ont. 

Ray,  Louis  William,  (Univ.  of  Toronto),  273  Danforth  Ave.,  Toronto. 

Roy,  Henry  George,  (Ecole  Polytechnique),  4669  Pontiac  St.,  Mont- 
real, Que. 

St.  Pierre,  Robert,  (Ecole  Polytechnique),  6665  De  Norman  ville  St., 
Montreal,  Que. 

Wallace,  W.  Robert  J.,  foreman  electrician,  Canada  Strip  Mill. 
Montreal,  Que. 

Yespelkis,  Charles  Robert,  (Ecole  Polytechnique),  2055  Montgomery 
St.,  Montreal,  Que. 

By  virtue  of  the  co-operative  agreement  between  the  Institute  and 
the  Association  of  Professional  Engineers  of  Nova  Scotia,  the  following 
elections  and  transfers  have  become  effective: 

Members 
Buckley,    Frederick    William,    (N.S.   Tech.   Coll.),   asst.   engr.,    N.S. 

Power  Commission,  Halifax,  N.S. 
Harrington,  Arthur  Russell,  B.Eng.,  (Elec),  (N.S.  Tech.  Coll.),  engr., 

X.S.  Light  &  Power  Co.  Ltd.,  Halifax,  N.S. 
Hunt,  William  Murray,  b.sc,  (Elec),  (N.S.  Tech.  Coll.),  gen.  traffic 

supervisor,  Maritime  Telephone  and  Telegraph  Company,  Halifax, 

N.S. 
Niiim.  Thomas  Andrew,  field  engr.,  N.S.  Light  <fe  Power  Co.  Ltd., 

Halifax,  N.S. 
Parsons,  Alfred  Medlev,  Lieut.,  M.C.,  overseers'  office,  Naval  Service, 

H.M.C.  Dockyard,  Halifax,  N.S. 
Pippy,  George  Alexander,  B.sc,  (N.S.  Tech.  Coll.),  supervisor,  fuel 

oil  and  burner  dept.,  Imperial  Oil  Limited,  Halifax,  N.S. 
Roger,  William  Hugh  Gregory,  Lieut.  Commander  (S.B.),  R.C.N.V.R. 

mgr.  of  elec.  engrg.,  H.M.C.  Dockyard,  Halifax,  N.S. 
Rosier,  Claude  Harry,  B.Eng.,  (Mech.),  (N.S.  Tech.  Coll.),  Sub.  Lieut,, 

R.C.N. V.R.,  asst.  inspr.  of  naval  ordnance,  H.M.C.  Dockyards, 

Halifax,  N.S. 
Smith,  James  Joseph,   Lieut.,  R.C.N. V.R.,  i/c  naval  elec  repair 

section,  H.M.C.  Dockyard,  Halifax,  N.S. 
Wells,  Alexander  Victor,  Lieut. -Commander,  R.C.N.Y.R.,  Engineer 

Officer  in  Charge,  H.M.C.  Dockyard,  Sydney,  N.S. 

Transferred  from  the  class  of  Junior  to  that  of  Member 
Dobson,  Richard  Nesbitt,  B.Eng.,  (Mech.),  (N.S.  Tech.  Coll.),  asst. 
works  mgr.,  i/c  production  and  engrg.,  Canadian  Car  &  Foundry  Co. 
Ltd.,  Amherst,  N.S. 


708 


December,  1942     THE  ENGINEERING  JOURNAL 


Personals 


H.  Forbes-Roberts,  M.E.i.c,  has  recently  been  appointed 
manager  of  the  Newfoundland  Light  and  Power  Company 
Limited.  He  was  previously  with  the  Calgary  Power  Com- 
pany, at  Calgary,  Alta.  Coming  to  Canada  from  England 
in  1913,  he  was  engaged  as  construction  engineer  with 
Northwestern  Electric  Company  Limited,  at  Regina,  Sask. 
In  1919  he  became  manager  and  proprietor  of  Akola  Light 
and  Power  Company,  at  Areola,  Sask.  In  1927  he  joined 
the  staff  of  the  Montreal  Engineering  Company  Limited, 
at  Regina,  Sask. 

Noel  N.  Wright,  m.e.i.c.,  has  joined  the  R.C.N.V.R.  as  a 
lieutenant  and  has  taken  up  his  new  duties  at  Ottawa.  Since 
his  graduation  from  the  University  of  Illinois  in  1928,  he 
has  been  with  Ferranti  Electric  Limited  and  has  been 
attached  to  the  eastern  district  as  sales  and  service  engineer, 
at  Montreal. 


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


Gordon  D.  Hulme,  m.e.i.c,  has  been  promoted  to  assist- 
ant manager  of  the  department  of  development  of  The 
Shawinigan  Water  and  Power  Company,  Montreal. 

Graduating  with  honours  from  McGill  University  with  a 
degree  of  Bachelor  of  Science  in  electrical  engineering,  Mr. 
Hulme  joined  the  Shawinigan  Company  in  1931.  After  being- 
located  successively  at  Valleyfield,  Trois-Rivières,  Victoria- 
ville,  Quebec,  Montreal  and  Shawinigan  Falls,  he  returned 
to  Montreal  and  was  attached  to  the  transmission  line  and 
communication  department,  where  he  became  assistant  to 
the  superintendent.  In  1937  he  joined  the  department  of 
development,  where  he  now  becomes  assistant  manager. 

Mr.  Hulme  is  on  the  executive  of  the  Montreal  Branch 


Noel  N.  Wright,  M.E.I.C. 


Flying  Officer  M.  S.  Lay  ton,  Jr.E.I.C. 


Gordon  D.  Hulme,  M.E.I.C. 


Flying  Officer  M.  S.  Layton,  jr.E.i.c,  is  reported  as  hav- 
ing acted  as  navigator  on  the  bomber  which  took  Prime 
Minister  Churchill  to  Moscow  a  few  months  ago.  Before 
his  enlistment  in  October,  1940,  he  was  assistant  chemical 
engineer  with  the  Steel  Company  of  Canada  at  Montreal. 
Mr.  Layton  was  awarded  the  Duggan  Medal  and  Prize 
of  the  Institute  in  1940,  for  his  paper  "Coated  Electrodes 
for  Electric  Arc  Welding,"  which  was  published  in  the  July 
1940,  issue  of  the  Journal. 

Leon  A.  Duchastel,  m.e.i.c,  has  been  appointed  manager 
of  the  Power  Sales  Division,  Commercial  and  Distribution 
Department  of  the  Shawinigan  Water  &  Power  Co.,  Ltd. 
Mr.  Duchastel  is  the  secretary  of  the  Montreal  Branch  of 
the  Institute. 

T.  R.  Durley,  m.e.i.c,  has  been  granted  leave  of  absence 
by  the  Manufacturers  Mutual  Fire  Insurance  Company 
and  has  been  appointed  superintendent  of  shell  filling,  at 
the  plant  of  Stormont  Chemicals  Limited,  Cornwall,  Ont. 

George  W.  Howse,  m.e.i.c,  district  inspector  of  the  Hydro 
Electric  Power  Commission  of  Ontario,  at  Hamilton,  has 
been  elected  first  vice-president  of  the  International  Asso- 
ciation of  Electrical  Inspectors  at  their  convention,  in 
Detroit,  Mich.,  held  on  October  5th,  6th  and  7th,  1942. 


of  the  Institute  and  is  a  councillor  of  the  Montreal  Junior 
Board  of  Trade. 

Flying  Officer  W.  E.  Seely,  m.e.i.c,  who  for  the  past 
year  had  been  stationed  at  No.  8  Service  Flying  Training 
School,  at  Moncton,  N.B.,  has  recently  been  transferred 
to  Montreal. 

S.  N.  Tremblay,  m.e.i.c,  has  obtained  leave  of  absence 
from  the  Quebec  Streams  Commission,  Montreal,  to  join 
the  Veterans'  Guard  of  Canada  as  a  lieutenant  and  is  at 
present  posted  at  Toronto,  Ont.  Lieutenant  Tremblay  serv- 
ed overseas  in  the  last  war  and  was  a  major  when  he  was 
demobilized.  Before  joining  the  staff  of  the  Quebec  Streams 
Commission  in  1930  he  had  been  employed  since  1926  as  a 
field  engineer  with  the  Gatineau  Power  Company,  Ottawa, 
Ont. 

N.  A.  Bradley,  m.e.i.c,  who  was  on  the  staff  of  the  Depart- 
ment of  Public  Works  of  Alberta,  at  Edmonton,  has  joined 
the  Doncaster  Construction  Company  of  Edmonton. 

J.  B.  Snape,  m.e.i.c,  has  transferred  his  services  from  the 
Department  of  Mines  and  Resources  at  Jasper,  Alta.,  to 
the  Works  and  Buildings  Branch  of  the  Naval  Service,  at 
Esquimalt,  B.C.,  where  he  is  employed  as  a  reconnaissance 
engineer. 


THE  ENGINEERING  JOURNAL     December,  1942 


709 


A.  D.  Turnbull,  m.e.i.c,  assistant  chief  engineer  for 
Dominion  Sound  Equipments  Limited,  Montreal,  is  on  loan 
to  the  National  Research  Council  at  Ottawa,  where  he 
performs  certain  technical  administrative  duties,  under  the 
direction  of  the  Deputy  Director  of  Scientific  Research  in 
connection  with  the  work  that  the  Council  is  doing  for  the 
Royal  Canadian  Navy. 

Mr.  Turnbull  graduated  in  mechanical  engineering  from 
Nova  Scotia  Technical  College  in  1928  and  spent  a  year 
with  the  Dominion  Steel  Company  Limited,  at  Sydney, 
N.S.  He  joined  the  staff  of  Northern  Electric  Company 
Limited  as  a  service  engineer  in  1929.  In  1935  he  was  ap- 
pointed assistant  chief  engineer  of  Dominion  Sound  Equip- 
ments Limited.  Mr.  Turnbull  was,  since  1933,  on  the  staff 
of  the  evening  faculty  of  science  of  Sir  George  Williams 
College,  Montreal,  lecturing  in  radio-physics  and  electricity. 

Maurice  Bélanger,  jr.E.i.C,  formerly  concrete  designer 
with  Baulne  and  Leonard,  civil  engineers,  Montreal,  has 
joined  the  staff  of  Sorel  Industries  Limited,  at  Sorel,  Que. 
He  graduated  from  the  Ecole  Polytechnique,  of  Montreal, 
in  1939. 

G.  A.  Campbell,  jr. e. i.e.,  is  employed  with  E.  G.  M. 
Cape  and  Company  at  Dartmouth,  N.S.  He  returned  a 
few  months  ago  from  Trinidad,  B.W.I. ,  where  he  had  been 
employed  for  the  last  few  years  with  United  British  Oilfields. 

J.  A.  Caverly,  jr.E.i.c,  has  returned  to  his  former  position 
as  assistant  geologist  with  the  Britannia  Mining  and  Smelt- 
ing Company  Limited,  at  Britannia  Beach,  B.C.  For  the 
past  year  he  had  been  employed  as  an  exploration  engineer 
in  northern  Manitoba  with  the  Howe  Sound  Company  of 
New  York.  He  graduated  from  the  University  of  Saskatche- 
wan in  1941. 

Major  Alexandre  Dugas,  Jr.E.i.c,  is  now  back  overseas 
after  having  spent  this  last  year  in  Canada  where  he  was 
stationed  for  some  months  as  an  instructor  at  the  Officer's 
Training  Centre  at  Brockville,  Ont.,  and  later  at  the  Staff 
College  at  Kingston,  Ont.  Major  Dugas  enlisted  at  the 
outbreak  of  war  and  first  went  overseas  with  the  Régiment 
de  Maisonneuve  in  1940. 

J.  W.  Kerr,  Jr.E.i.c,  has  joined  the  Royal  Canadian  Air 
Force  as  an  aeronautical  engineering  officer.  Since  his  gradu- 
ation from  the  University  of  Toronto  in  1937  he  has  been 
on  the  staff  of  Canadian  Westinghouse  Company  Limited, 
at  Hamilton,  Ont. 

James  R.  Reltie,  Jr.E.i.c,  is  on  loan  from  the  Manitoba 
Department  of  Mines  and  Resources,  The  Pas,  Man.,  to 
Fraser-Brace  Company  Limited,  at  La  Tuque,  Que. 

R.  B.  Warren,  Jr.E.i.c,  has  joined  the  staff  of  the  Alumi- 
num Company  of  Canada  Limited  at  Montreal,  Que.  He 
was  previously  employed  with  the  Prairie  Farm  Rehabili- 
tation Administration,  at  Regina,  Sask. 

Sub-Lieutenant  (E)  C.  S.  Baburek,  B.E.I.C,  r.cn.v.h., 
is  at  present  on  loan  to  the  Royal  Navy.  He  graduated  in 
mechanical  engineering  from  McGill  University  in  1941. 

E.  H.  Bartlelt,  s.e.i.c,  has  been  transferred  from  Seebe, 
Alta.,  to  the  head-office  of  the  Calgary  Power  Company, 
at  Calgary,  Alta.,  and  he  is  now  employed  in  the  transmis- 
sion and  distribution  lines  department. 

A.  M.  Forsler,  s.e.i.c,  has  recently  left  his  position  with 
the  Aluminum  Company  of  Canada  Limited,  Montreal,  to 
join  the  R.C.N. V.R.  as  a  Sub-Lieutenant. 

James  J.  Hurley,  s.e.i.c,  has  returned  to  the  University 
of  Toronto  to  resume  his  course  after  having  worked  last 
summer  at  Gander,  Nfld. 

Maurice  Laquerre,  s.e.i.c,  has  joined  the  staff  of  the 
Aluminum  Company  of  Canada  limited  at  Arvida,  Que. 


He  graduated  from  the  Ecole  Polytechnique,  Montreal,  last 
spring. 

D.  O.  D.  Ramsdale,  s.e.i.c,  has  left  his  position  with  the 
English  Electric  Company  of  Canada  Limited,  in  Toronto, 
to  join  the  R.C.N. V.R.  as  a  Sub-Lieutenant. 

D.  L.  Rigsby,  s.e.i.c,  has  recently  joined  the  staff  of  the 
Aluminum  Company  of  Canada  Limited,  at  Kingston,  Ont. 

C.  C.  Simpson,  s.e.i.c,  has  been  transferred  from  Edmon- 
ton, Alta.,  to  the  general  sales  department,  power  apparatus 
division,  of  the  Northern  Electric  Company  Limited,  at 
Montreal.  He  joined  the  company  upon  graduation  in  elec- 
trical engineering  from  the  University  of  Alberta,  in  1937. 

T.  C.  York,  s.e.i.c,  has  joined  the  staff  of  Murray,  Jones 
and  Company,  at  Toronto,  Ont.,  as  a  tool  designer.  He  was 
employed  previously  by  Noorduyn  Aviation  Limited, 
Montreal. 

Pilot  Officer  H.  B.  Young,  s.e.i.c,  has  left  the  employ 
of  Demerara  Bauxite  Company,  Mackenzie,  British  Guiana, 
to  join  the  Royal  Canadian  Air  Force  and  is  now  stationed 
at  Winnipeg,  Man.  He  graduated  in  civil  engineering  from 
the  University  of  Manitoba  in  1941. 

H.  S.  Olafson,  s.e.i.c,  who  graduated  as  a  B.Sc.  in  elec- 
trical engineering  from  the  University  of  Manitoba  in  1941, 
is  now  a  Lieutenant  in  the  Royal  Canadian  Signal  Corps 
and  is  at  present  stationed  at  Kingston,  Ont. 

S.  M.  Schofield,  s.e.i.c,  is  a  Lieutenant  with  the  Royal 
Canadian  Engineers  and  is  at  present  training  at  Chilli- 
wack,  B.C.  He  graduated  in  civil  engineering  from  the 
University  of  Manitoba  in  1941. 

VISITORS  TO  HEADQUARTERS 

René  Dupuis,  m.e.i.c,  director,  Department  of  Electrical 
Engineering,  Faculty  of  Applied  Science,  Laval  University, 
Quebec,  Que.,  on  October  28th. 

Jacques  Vinet,  m.e.i.c,  cost  engineer,  The  Foundation 
Company  of  Canada  Limited,  Shipshaw,  Que.,  on  Novem- 
ber 5th. 

Edgar  H.  Davis,  Jr.E.i.c,  St.  John  Dry  Dock  and  Ship- 
building Company  Limited,  Saint  John,  N.B.,  on  Novem- 
ber 9th. 

Lieutenant-Colonel  Theo.  Miville  Dechene,  M.E.I.C, 
bridge  engineer,  Department  of  Public  Works,  Quebec, 
Que.,  on  November  11th. 

Georges  Deniers,  Jr.E.i.c,  consulting  engineer,  Quebec, 
Que.,  on  November  11th. 

Herbert  E.  Ziel,  Albert  Kahn,  Associated  Architects  and 
Engineers  Incorporated,  Detroit,  Mich.,  on  November  12th. 

G.  E.  Booker,  M.E.I.C,  Wartime  Housing  Limited,  Toronto, 
Ont.,  on  November  25th. 

D.  Hutchison,  m.e.i.c,  Mgr.,  Mackenzie  River  Transport, 
Hudson  Bay  Co.,  Edmonton,  Alta.,  on  November  23rd. 

Lieutenant  C.  L.  Stevenson,  M.E.I.C,  Dept.  of  Muni- 
tions &  Supply,  Army  Engineering  Design  Branch, 
R.C.O.C,  Ottawa,  Ont.,  November  27th. 

T.  M.  Moran,  m.e.i.c,  Vice-President,  Stevenson  & 
Kellog  Ltd.,  Toronto,  Ont.,  on  December  10th. 

W.  B.  Redman,  m.e.i.c,  assistant  engineer,  Canadian 
National  Railways,  Toronto,  on  December  10th. 

Paul  E.  Cadrin,  jr.E.i.c,  Sorel  Industries  Ltd.,  Sorel, 
Que.,  on  December  11th. 


710 


December,  1942     THE  ENGINEERING  JOIJNKAL 


Obituaries 


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

Claus  Marius  Bang,  m.e.i.c,  was  among  the  missing  pas- 
sengers of  the  ill-fated  S.S.  "Caribou"  which  was  sunk  by 
the  enemy  on  the  Atlantic  Coast  on  October  14th,  1942. 
He  was  born  at  Copenhagen,  Denmark,  on  July  21st,  1882, 
and  graduated  in  1906,  as  a  Bachelor  of  Science  in  mechan- 
ical engineering  from  the  Polytechnical  Academy  of  Copen- 
hagen. After  a  few  years  spent  on  the  teaching  staff  of  the 
Academy  he  came  to  Canada  in  1911,  where  he  joined  the 
staff  of  the  Northern  Electric  Company,  in  Montreal.  The 
following  year  he  went  with  the  Cedars  Rapids  Power  and 
Manufacturing  Company,  as  an  electrical  draftsman.  Dur- 
ing the  last  war  he  was  engaged  as  a  draftsman  and  tool 
designer  with  several  of  the  munitions  plants  in  Montreal. 
In  1918  he  joined  the  staff  of  the  Wayagamack  Pulp  and 
Paper  Company,  at  Three  Rivers,  Que.,  as  an  electrical 
designer.  In  -1924  Mr.  Bang  went  to  Corner  Brook,  New- 
foundland, as  an  electrical  engineer  on  the  staff  of  John 
Stadler,  m.e.i.c,  during  the  construction  of  the  paper  mill. 
Upon  completion  of  construction  in  1926,  he  left  Corner 
Brook  to  take  up  an  appointment  as  electrical  engineer 
on  the  construction  of  a  new  paper  mill  at  Dolbeau,  Que. 

In  1928  Mr.  Bang  married  Miss  Jean  Fisher,  daughter 
of  Mr.  Joseph  Fisher,  of  Corner  Brook  ;  they  made  their 
first  home  at  Dolbeau,  Que.,  remaining  there  until  1930 
when  Mr.  Bang  accepted  the  appointment  of  electrical  super- 
intendent at  the  Canadian  International  Paper  Company's 
mill  in  Three  Rivers,  Que. 

In  November  1936,  he  was  transferred,  by  the  same 
company,  to  Newfoundland  as  manager  of  Hydro-Electric 
Power  Development  with  International  Power  and  Paper 
Company  of  Newfoundland  Limited  and  took  up  residence 
at  Deer  Lake  in  May  1937.  He  retained  this  office  until 
the  time  of  the  disaster. 

Mr.  Bang  joined  the  Institute  as  an  Associate  Member 
in  1922  and  he  became  a  Member  in  1940. 

Earle  Munro  Dennis,  m.e.i.c,  died  in  the  hospital  at 
Ottawa,  Ont.,  on  November  1st,  1942.  He  was  born  at 
Holbrook,  Ont.,  on  January  26th,  1883,  and  was  educated 
at  Queen's  University,  Kingston,  Ont.,  where  he  graduated 
as  a  Bachelor  of  Science  in  1904.  He  obtained  his  commis- 
sion as  Dominion  Land  Surveyor  in  1908.  Upon  graduation 
he  joined  the  Civil  Service  in  the  office  of  the  Surveyor 
General  at  Ottawa.  Between  the  years  1905  and  1907  he 
was  engaged  in  survey  work  in  Saskatchewan  and  Alberta. 

In  1912  he  was  appointed  assistant  chief  of  a  division  in 
the  Topographical  Surveys  Branch  of  the  Department  of 
the  Interior.  In  1924  he  was  made  chief  of  administration 
in  the  Topographical  and  Air  Survey  Bureau  of  this  depart- 
ment and  held  this  position  until  1937  when  he  became 
chief  of  administration  of  the  Hydrographie  and  Map  Serv- 
ice of  the  Department  of  Mines  and  Resources.  In  1939 
he  became  general  executive  assistant  in  the  Lands,  Parks 
and  Forests  Branch  of  the  Department  of  Mines  and 
Resources  which  position  he  held  till  the  time  of  his  death. 
In  religion  a  Baptist,  he  attended  Fourth  Avenue  Baptist 
Church  where  he  was  secretary  and  clerk  of  the  roll.  He 
is  survived  by  his  widow,  three  sons  and  one  daughter. 

Mr.  Dennis  joined  the  Institute  as  an  Associate  Member 
in  1921  and  became  a  Member  in  1940. 

D.  A.  Jackson,  m.e.i.c,  died  at  Chatham,  N.B.,  on  June 
3rd,  1942.  He  was  born  at  Montreal,  Que.,  on  January  27th, 
1888,  and  was  educated  at  McGill  University  where  he 
received  the  degree  of  Bachelor  of  Science  in  electrical  engi- 
neering in  1910.  From  1914  to  1916  he  was  engaged  as  an 
electrical  engineer  at  the  wireless  plant  at  Newcastle,  N.B., 
of  the  Universal  Radio  Syndicate  Limited  of  London, 
England,  and  from  1916  to  1920  he  was  engineer  in  charge 
of  the  station.   In   1920  he  became  town  superintendent 


and  engineer  at  Chatham,  N.B.  At  the  time  of  his  death 
he  was  employed  in  the  Highway  Division  of  the  Depart- 
ment of  Public  Works  of  New  Brunswick,  at  Chatham. 

Mr.  Jackson  joined  the  Institute  as  a  Member  early  this 
year. 

William  Matheson  Macphail,  m.e.i.c,  died  in  Winnipeg, 
Man.,  on  June  9th,  1942.  He  was  a  member  of  a  notable 
and  distinguished  Prince  Edward  Island  family  which  for 
several  generations  had  a  tradition  of  learning  and  scholar- 
ship. His  father,  the  late  William  Macphail,  was  in  the 
earlier  years  of  his  life  superintendent  of  schools  in  Queen's 
County,  P.E.I.,  and  latterly  supervisor  of  the  Prince  Edward 
Island  Hospital  for  Mental  Diseases.  His  mother,  Catherine 
Smith,  was  well  known  in  the  community  for  her  strength 
of  character  and  high  ideals. 

Mr.  Macphail  was  born  at  Orwell,  Prince  Edward  Island, 
on  March  18th,  1872.  He  was  educated  at  Uigg  Grammar 
School  and  Prince  of  Wales  College,  Charlottetown,  where 
he  obtained  university  matriculation.  After  teaching  for  a 
few  years  he  proceeded  to  McGill  University,  Montreal, 
Que.,  and  graduated  as  Bachelor  of  Applied  Science  in  1898. 
During  university  summer  vacations  he  worked  on  import- 


William  Matheson  Macphail,  M.E.I.C. 

ant  engineering  projects,  combining  classroom  and  labora- 
tory instructions  with  practical  experience. 

Following  graduation  he  engaged  in  turn  in  municipal, 
railroad  and  hydraulic  engineering,  being  one  of  the  pioneers 
in  water  power  development  at  Niagara  Falls.  Later  he 
was  assistant  city  engineer  of  Toronto. 

In  1906  he  went  to  Winnipeg  where  he  organized  Bitu- 
lithic  and  Contracting  Limited,  in  association  with  Warren 
Brothers,  Boston,  Mass.,  and  for  the  next  ten  years  had 
large  paving  contracts  throughout  the  West.  In  1917  he 
became  manager  of  Warren  Brothers  operations  in  the 
Pacific  Coast  States  and  in  Montana.  In  1928  he  went  to 
Warsaw,  representing  Warren  Brothers,  and  carried  on 
operations  in  Poland  and  Hungary,  also  in  Spain. 

After  returning  to  Canada  in  1933,  he  associated  himself 
with  the  Carter-Halls-Aldinger  Company  and  for  the  past 
three  years  had  supervision  of  airport  contracts  in  the 
Prairie  Provinces  and  in  British  Columbia. 

In  1910  he  married  Ethel  Penrose  of  Winnipeg.  He  is 
survived  by  her  and  two  daughters,  Marion,  wife  of  Lieu- 
tenant Lawrence  Delbridge,  and  Catherine,  wife  of  Lieuten- 
ant Vincent  Jackson,  of  Winnipeg.  Other  survivors  include 
three  sisters,  Mrs.  A.  N.  Jenkins,  Vancouver,  B.C.,  Miss 
Janetta  Macphail,  Saint  John,' N.B.,  and  Mrs.  S.  M. 
Martin,  Middleton,  P.E.I.,  also  two  brothers,  Colonel 
Alexander  Macphail,  C.M.G.,  m.e.i.c,  Kingston,  Ont.,  and 
J.  G.  Macphail,  m.e.i.c,  Ottawa,  Ont. 

Mr.  Macphail  joined  the  Institute  as  a  Student  in  1897, 
becoming  an  Associate  Member  in  1901.  He  was  transferred 
to  Member  in  1916.  He  was  also  member  of  the  American 
Society  of  Civil  Engineers. 


THE  ENGINEERING  JOURNAL     December,  1942 


711 


A.  Ross  Robertson,  m.e.i.c,  manager  of  the  Ontario  divi- 
sion of  the  Dominion  Bridge  Company  Limited,  at  Toronto, 
Ont.,  died  in  the  hospital  on  November  4th,  1942.  He  was 
born  at  Glencoe,  Ont.,  on  May  22nd,  1888.  He  was  educated 
in  Glencoe  public  and  high  schools  and  graduated  from  the 
University  of  Toronto  School  of  Practical  Science  in  1909 
as  a  Bachelor  of  Science.  He  began  his  engineering  practice 
with  his  father  at  Glencoe,  and  shortly  afterwards  joined 
the  City  of  Toronto  roadways  department.  A  few  months 
later  he  entered  the  drawing  offices  of  Canada  Foundry 
Limited.  In  1912  he  joined  the  firm  of  McGregor  and 
Mclntyre  Limited,  then  he  became  vice-president  on  the 
formation  of  McGregor-McIntyre  Structural  Steel  Limited,- 
in  1928.  When  the  company  was  purchased  by  Dominion 
Bridge  Limited,  he  became  manager  of  the  Ontario  division. 
At  the  outbreak  of  the  first  Great  War,  Mr.  Robertson 
held  the  rank  of  captain  with  the  169th  Battalion.  In  order 
to  go  overseas,  he  reverted  to  lieutenant  and  went  overseas 
in  1916.  He  was  then  transferred  to  the  Royal  Canadian 
Engineers  and  promoted  to  captain.  He  was  wounded,  and 
demobilized  in  1919. 


A.  Ross  Robertson,  M.E.I.C. 

Mr.  Robertson  joined  the  Institute  as  an  Associate  Mem- 
ber in  1920  and  became  a  Member  in  1940.  He  was  a  past 
chairman  of  the  Toronto  Branch  of  the  Institute. 

He  was  a  past  president  and  honorary  treasurer  of  the 
Industrial  Accident  Prevention  Association  of  Ontario,  a 
director  of  the  Canadian  National  Exhibition,  a  director  of 
the  Toronto  Industrial  Commission,  a  past  chairman  of  the 
Ontario  Division,  Canadian  Manufacturers'  Association  and 
a  past  president  of  the  University  of  Toronto  Engineering 
Alumni  Association. 

He  was  a  member  of  the  Deer  Park  United  Church  in 
Toronto.  He  is  survived  by  his  widow,  the  former  Grace 
Irene  Gammage,  of  Chatham;  two  daughters,  Mrs.  W.  R. 
Carruthers  and  Miss  Dorothy  Robertson;  his  father,  James 
Robertson;  a  brother,  J.  Murray  Robertson,  and  a  sister, 
Miss  Helen  Robertson,  all  of  Toronto. 

"He  was  the  most  reasonable  of  men,"  said  W.  R.  Plew- 
man,  a  close  friend.  "Unassuming  and  simple  in  his  mode 
of  life,  he  stood  for  everything  that  is  worth  while  in  our 
national  life.  Nobody  sought  more  diligently  and  with 
greater  success  to  ameliorate  the  differences  between  work- 
men and  employers." 

Squadron  Leader  Joseph  J.  White,  m.e.i.c,  died  in  Win- 
nipeg, Man.,  on  October  23rd,  1942.  He  was  born  at  Oldham, 
England,  in  1896  and  came  to  Canada  as  a  youngster.  From 


Squadron  Leader  Joseph  J.  White, 
M.E.I.C. 

1912  to  1915  he  was  engaged  in  general  building  construction 
with  Frid  Lewis  Company.  Veteran  of  the  first  Great  War, 
Squadron  Leader  White  served  in  France  with  the  Canadian 
Expeditionary  Forces,  later  transferring  to  the  Royal  Air 
Force. 

Returning  to  Regina  from  overseas  in  1919,  he  worked 
in  the  city  for  a  while  and,  in  the  fall  of  that  year,  entered 
the  University  of  Saskatchewan  where  he  graduated  as  a 
Bachelor  of  Engineering  in  1925.  During  his  undergraduate 
days,  he  became  associated  with  CM.  Miner's  Construction 
Company  with  whom  he  stayed  until  1939,  when  he  was 
appointed  building  inspector  for  the  city  of  Regina.  During 
his  period  of  office  at  the  Regina  city  hall,  he  prepared  for 
the  architectural  profession  and  passed  his  final  examina- 
tions in  1937. 

In  August,  1940,  Squadron  Leader  White  joined  the 
R.C.A.F.  and  had  been  attached  as  an  engineer  officer  to 
the  Works  and  Buildings  Branch  at  No.  2  Training  Com- 
mand, Winnipeg,  Man. 

Squadron  Leader  White  joined  the  Institute  as  a  Student 
in  1924,  becoming  an  Associate  Member  in  1928.  He  was 
transferred  to  Member  in  1936.  Squadron  Leader  White  has 
always  been  active  in  engineering  circles  and  for  four  years 
he  served  as  secretary-treasurer  of  the  Saskatchewan  Branch 
of  the  Institute  and  registrar  of  the  Association  of  Profes- 
sional Engineers  of  Saskatchewan.  He  was  responsible  in 
no  small  part  for  the  successful  conduct  of  the  negotiations 
which  brought  about  the  signing  of  the  agreement  between 
the  Institute  and  the  Association  in  1938,  and  almost  en- 
tirely for  the  subsequent  arrangement  of  operating  details. 

He  is  survived  by  his  wife,  the  former  Bertha  Dymott, 
of  Regina. 

COMING  MEETINGS 

Canadian  Construction  Association. — Annual  Conven- 
tion, Log  Chateau,  Seigniory  Club,  Que.,  January  20-22, 
1943.  General  Manager,  J.  Clark  Reilly,  Ottawa  Building, 
Ottawa,  Ont. 

Canadian  Pulp  &  Paper  Association. — 30th  Annual 
Meeting,  January  27th,  28th,  29th,  Mount  Royal  Hotel, 
Montreal.  Secretary,  A.  E.  Cadman,  3420  University  St., 
Montreal,  Que. 

The  Engineering  Institute  of  Canada. — 57th  Annual 
General  Professional  Meeting,  Royal  York  Hotel,  Toronto, 
Ont.,  February  11-12,  1943.  General  Secretary,  L.  Austin 
Wright,  2050  Mansfield  St.,  Montreal,  Que. 


712 


December,  1942    THE  ENGINEERING  JOURNAL 


News  of  the  Branches. 


CALGARY  BRANCH 


Secret  iry-Trei  surer 
Branch  News  Editor 


K.  W.  Mitchell,  m.e.i.c. 
J.  N.  Ford,  jr. e. i.e. 

Mr.  S.  N.  Green,  formerly  aero-engineer  with  United 
Transport  Company,  and  at  present  instructor  of  aeronau- 
tical engineering  at  the  Provincial  Institute  of  Technology, 
addressed  a  meeting  of  the  Calgary  Branch  at  8  o'clock 
Wednesday  evening,  October  28,  1942,  in  the  west  small 
dining  room  of  the  Palliser  Hotel.  The  subject  of  his  address 
was  History  of  Aircraft  Construction  over  the  Past 
Thirty  Years. 

Mr.  Green  introduced  his  subject  by  a  group  of  slides  de- 
picting how  man  had  dreams  of  flying  thousands  of  years 
ago.  Leonardo  da  Vinci  studied  flying  as  far  back  as  the 
15th  century.  Up  to  the  19th  century  all  flying  attempts 
were  made  by  man  by  means  of  wings  attached  to  his  body. 
It  was  soon  realized  that  man's  muscular  development  was 
not  sufficient  and  so  our  inventors  turned  to  the  use  of 
engines.  Later  Horatio  Phillips  developed  the  wind  tunnel 
in  the  early  nineties.  By  this  means  he  was  able  to  study 
the  effect  of  varying  weather  conditions  on  model  planes. 
This  method  is  still  used  for  modern  design.  In  the  late 
nineties  Octave  Chanute  developed  the  glider  and  made 
very  valuable  discoveries  in  his  many  glider  flights  until  he 
finally  crashed  and  was  killed.  His  discoveries  were  used 
extensively  by  Orville  and  Wilbur  Wright  who  made  their 
first  successful  flight  in  December,  1903. 

The  United  States  of  America  adopted  the  aeroplane  im- 
mediately and  a  great  deal  of  development  was  made.  By 
1914  all  planes  were  still  underpowered  and  unreliable.  How- 
ever, they  were  used  extensively  in  the  war  by  the  year 
1915.  After  the  war  huge  sums  of  money  were  spent  in  their 
further  development  and  in  1920  the  first  commercial  trans- 
port plane  was  used  to  carry  mail. 

Aircraft  may  be  classified  as  follows: 

1.  Landplane  which  can  be  converted  to  a  ski-plane  or 
seaplane  by  means  of  skiis  or  floats. 

2.  A  flying-boat  in  which  the  fusilage  is  in  the  shape  of 
a  hull  for  use  on  water  only. 

3.  An  Amphibian  which  may  be  used  for  landing  on  land 
or  water  at  will.  This  latter  type  would  be  ideal  for  flying 
in  Northern  Canada.  However,  it  is  more  expensive  to  build 
and  so  has  not  been  used. 

In  designing  aircraft  a  designer  must  consider  two  points: 
firstly,  the  performance  of  the  aircraft,  i.e.,  it  must  be  able 
to  carry  a  paying  load;  secondly,  it  must  be  structurally 
strong  and  efficient.  One  of  the  finest  things  done  for  flying 
was  the  formation  of  the  Aircraft  Inspection  Department 
under  the  Department  of  Transport.  The  inspectors  are 
qualified  engineers  and  flyers  and  they  insist  on  good  design 
and  material  being  used. 

Mr.  Green  then  showed  slides  of  different  types  of  wing 
construction.  He  mentioned  the  internally  braced  mono- 
plane such  as  is  used  in  the  Ferry  Battle  as  the  ideal  type. 
The  externally  braced  wing  has  not  the  aerodynamic  effic- 
iency of  the  internally  braced  wing  but  it  is  cheaper  to  build. 
The  aerodynamic  efficiency  of  the  biplane  is  lower  than  the 
monoplane  but  the  biplane  is  stronger  for  its  weight  and 
is  excellent  for  training  purposes. 

Mr.  Green  cited  the  Composite  Flying  Boat  as  another 
step  in  flying  progress.  In  this  case  a  large  flying  boat  is 
used  to  take  a  smaller  craft  into  the  air  and  then  release  it 
to  continue  on  its  way.  The  smaller  aircraft  is  then  able 
to  carry  heavier  loads  as  a  plane  does  not  need  as  much 
power  in  the  air  as  it  does  on  take-off. 

Material  used  for  plane  design  may  be  all  metal  or  wood 
and  metal.  The  woods  used  are  citrous  spruce,  mahogany 
and  birch.  Metals  used  are  aluminum,  magnesium,  copper, 
steel  and  their  alloys.  Where  fabric  is  used  for  the  skin  on 
a  plane  it  is  protected  by  a  liquid  called  dope.  This  liquid 
shrinks  the  fabric  and  makes  it  air  and  waterproof. 


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


Mr.  Green  finished  his  address  with  a  group  of  slides 
showing  detailed  wing  and  fusilage  construction. 

Mr.  McEwen,  Chairman  of  the  Branch,  expressed  the 
appreciation  of  the  meeting  for  a  very  interesting  and  in- 
structive paper. 

EDMONTON  BRANCH 


F.  R.  BuRFIELD,  M.E.I.C. 

L.  A.  Thorssen,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  Edmonton  Branch  of  the  Institute  opened  its  winter 
activities  by  inviting  the  engineers  from  the  United  States 
to  attend  a  reception  in  the  Macdonald  Hotel  on  Friday, 
November  6th.  Some  thirty-five  American  engineers,  now 
living  in  Edmonton  while  working  for  the  United  States 
Government  on  defence  projects,  attended  the  reception 
thus  affording  an  opportunity  for  the  American  and  Cana- 
dian engineers  to  become  acquainted.  The  evening  was 
thoroughly  enjoyed  by  all  who  attended. 

The  first  regular  dinner  meeting  of  the  branch  was  held 
in  the  Macdonald  Hotel  on  November  13th,  at  which  many 
Americans  again  made  their  appearance.  In  the  absence  of 
Mr.  Hansen,  R.  M.  Hardy  was  in  the  chair.  Mr.  G.  M.  Hutt, 
assistant  development  commissioner,  Canadian  Pacific 
Railway,  Winnipeg,  Man.,  spoke  on  The  Development  of 
Natural  Resources  in  Relationship  to  the  Railways. 
He  pointed  out  how  the  railways  had  opened  up  a  great 
deal  of  Canada  by  building  lines  into  hitherto  unused  areas 
thus  permitting  their  development.  He  illustrated  this 
statement  by  references  to  a  number  of  the  agricultural, 
mining  and  lumbering  areas  that  had  been  developed 
through  the  foresight  of  the  railways.  The  work  of  the  rail- 
way along  experimental  lines,  such  as  various  C.P.R.  ex- 
perimental farms,  was  noted  by  the  speaker.  Incidental  to 
the  main  theme  of  his  talk,  Mr.  Hutt,  also  pointed  out 
some  of  the  factors  governing  express  and  freight  rates  as 
charged  by  the  railways.  The  paper  was  followed  by  a 
quite  lively  discussion  demonstrating  the  interest  taken  in 
Mr.  Hutt's  remarks. 

The  main  business  of  the  meeting  was  the  election  of  a 
new  chairman.  Our  chairman  for  the  coming  year,  Mr. 
D.  A.  Hansen,  resigned  his  position  on  being  transferred 
to  the  Calgary  office  of  the  Calgary  Power  Company.  Mr. 
D.  Hutchison,  present  vice-chairman  was  elected  to  fill  the 
vacancy,  while  Mr.  C.  W.  Cary  becomes  our  new  vice- 
chairman. 

During  the  meeting,  Mr.  J.  Garrett  presented  to  Mr. 
H.  T.  Stevinson,  a  student  at  the  University  of  Alberta, 
the  Institute's  prize  for  his  accomplishments  during  the 
1941-42  session  at  the  university. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c. 
G.  V.  Ross,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


Aircraft — Overhaul  and  repair  for  the  R.C.A.F.  was 

the  subject  of  a  talk  given  at  a  dinner  meeting  of  the 
Halifax  Branch  at  the  Halifax  Hotel  on  November  19th. 
The  speaker  was  D.  B.  Lindsay,  manager  of  the  Clark  Ruse 
Aircraft  Limited,  of  Eastern  Passage,  N.S. 

An  aircraft  that  has  figured  in  a  crash  is  classed  in  one  of 
three  ways.  "A"  is  a  washout,  or  one  which  is  damaged 
beyond  repair  and  has  only  salvage  value;  "B"  is  one  which 
has  suffered  sufficient  damage  to  require  overhaul  in  a 
civilian  repair  shop;  "C"  is  a  crash  which  puts  a  plane  out 
of  action  but  repairs  can  be  made  by  the  R.C.A.F.  The 
decision  on  the  type  of  crash  is  made  by  technical  officers  of 
the  R.C.A.F.  and  in  the  case  of  "B"  crashes,  notice  is  sent 


THE  ENGINEERING  JOURNAL     December,  1942 


713 


out  to  the  civilian  repair  plant  that  a  plane  of  certain  type 
will  be  in  for  repairs. 

On  receipt  of  the  plane,  crew  chiefs  proceed  to  dismantle 
it,  all  parts  are  inspected  and  the  planning  engineer  obtains 
new  parts  or  supervises  repairs  to  damaged  parts.  All  the 
undamaged  parts,  repaired  parts  and  replacements  flow 
into  a  room  for  one  aircraft  only  and  rebuilding  is  carried 
out  under  the  same  crew  chiefs  who  supervised  the  tearing- 
down  process.  When  completed  the  plane  is  turned  over  to 
the  test  pilot  and  flight  engineer. 

Sometimes  thirteen  or  fourteen  different  types  of  planes 
may  be  in  the  shop  at  one  time,  for  some  of  which  the 
company  may  not  have  any  blueprints.  It  is  necessary  that 
the  engineering  department  be  able  to  design  new  parts  and 
that  the  shops  be  able  to  construct  them.  The  men  engaged 
on  the  work  are  specialists  and  each  group  handles  only  its 
own  specialty. 

Mr.  Lindsay  has  had  a  varied  career  in  aeronautical 
work.  In  1937  he  was  a  member  of  a  party  on  an  experi- 
mental flight  from  England  to  Australia.  Just  five  days 
before  the  outbreak  of  the  war  he  made  a  forced  landing  at 
an  Italian  air  force  field  and  while  waiting  repairs  was  able 
to  inspect  Italian  planes  which  he  found  to  be  badly  built 
and  of  very  inferior  quality.  At  the  start  of  the  war  he  was 
attached  to  the  R.A.F.  in  France.  The  greatest  handicap 
under  which  the  R.A.F.  worked  was  a  lack  of  repair  depots 
near  the  front.  The  French  fliers  he  found  to  be  excellent 
but  their  planes  were  obsolete,  comparatively  unarmed 
and  overhaul  and  repair  services  inadequate. 

For  some  time  Mr.  Lindsay  was  engaged  in  production 
work  on  Sterling  bombers  and  Sunderland  flying  boats  and 
he  has  recently  inspected  the  new  Avro  Lancaster  bombers. 
He  classed  these  as  "magnificent  machines"  and  the  equal 
or  better  than  any  planes  produced  anywhere  in  the  world. 

Eighty-four  members  and  guests,  including  a  number  of 
technical  officers  of  the  Eastern  Air  Command,  were 
present. 

HAMILTON  BRANCH 


A.  R.  Hannafokd,  m.e.i.c. 
W.  E.  Brown,  Jr.E.i.c 


Sect  etary-Trcasurei 
Branch  News  Editor 


In  accordance  with  wishes  of  Headquarters  this  branch 
has  formed  a  committee  on  "Engineering  Features  of  Civil 
Defence",  and  its  personnel  is  interesting  because  all  are 
not  members  of  the  Institute,  but  all  except  one  were  present 
at  the  Webster  lectures. 

W.  L.  McFaul,  m.e.i.c,  City  Engineer,  Chairman; 

Mr.  D.  P.  Brown,  Canadian  Westinghouse  Co. 

Mr.  C.  J.  Porter,  Steel  Company  of  Canada; 

Mr.  I.  J.  MacPherson,  Otis-Fensom  Elevator  Co.  ; 

C.  H.  Hutton,  m.e.i.c,  Hamilton  Hydro  Electric  System; 

C.  C.  Parker,  m.e.i.c,  Hamilton  Bridge  Co.; 

G.  W.  Howse,  m.e.i.c,  Hydro  Electric  Power  Commission  ; 

A.  R.  Hannaford,  m.e.i.c,  City  Engineers  Department. 

The  first  meeting  of  the  committee  was  taken  up  with 
considerations  as  to  how  best  the  general  public  could  be 
served  in  the  hour  of  danger.  It  was  decided  to  ask  the 
papers  to  insert  a  prominent  notice  stating  that  the  Hamil- 
ton Branch  of  the  Institute  was  prepared  to  accept  inquiries 
as  to  the  best  method  of  using  present  buildings  or  strength- 
ening same  in  case  of  air  raids. 

There  have  been  some  requests  and  in  each  case  a  sub- 
committee of  three  makes  a  careful  examination  of  all  con- 
ditions and  after  reporting  back  to  the  committee  and  dis- 
cussing all  points  a  written  reply  is  given  to  the  party  con- 
cerned. The  committee  hopes  to  branch  out  into  more  gen- 
eral useful  application,  as  well  as  continue  with  the  original 
idea.  

A  group  has  been  formed  by  Professor  C.  H.  Stearn, 
McMaster  University,  and  Miss  Freda  Waldron,  Librarian 
of  the  Hamilton  Public  Libraries,  which  has  now  been  styled 
"Hamilton  Council  of  Adult  Education  Agencies".  The  first 


meeting  was  a  dinner  gathering  at  McMaster  University 
at  which  this  branch  was  invited  to  attend.  Thirty-seven 
societies  and  bodies  were  represented  there  and  later  in 
the  day  an  exhibition  was  held  in  the  main  Public  Library 
building.  Each  body  had  been  asked  to  present  a  poster 
for  this  exhibition,  outlining  their  respective  objects.  The 
Hamilton  Branch  poster  carried  the  exact  colours  of  the 
cover  of  The  Engineering  Journal. 

The  first  meeting  was  held  early  in  September  and  at 
the  second  meeting  some  definite  line  of  action  was  arrived 
at.  During  the  evening  Dr.  A.  H.  Wingfield,  a  member  of 
our  executive,  was  appointed  to  one  of  the  sub-committees. 
For  the  purpose  of  grouping  the  various  bodies  they  were 
divided  into  groups  as  follows:  hobbies,  cultural  or  lecture, 
and  professional;  the  Institute  coming  under  the  latter 
heading. 

LAKEHEAD  BRANCH 


\V.  C.  ByERS,  Jr. E. I.C.      - 

A.  L.  Pierce,  m.e.i.c.     - 


Secretary-Treasurer 
Branch  News  Editor 


On  Wednesday  evening,  November  11th,  Mr.  Jules  J. 
Cross,  M.E.,  well  known  engineer  of  Port  Arthur,  ad- 
dressed the  members  of  the  Institute  resident  in  Fort 
William  and  Port  Arthur. 

Mr.  Cross,  who  was  the  discoverer  of  the  great  hematite 
ore  body  at  Steep  Rock  Lake  near  Atikokan,  Ontario, 
spoke  on  the  Iron  Ore  Occurrences  in  the  Lake 
Superior  District  with  special  reference  to  the  Steep 
Rock  Lake  project. 

The  speaker  was  introduced  by  Mr.  S.  E.  Flook,  city 
engineer  of  Port  Arthur. 

Mr.  Cross  spoke  with  a  wide  knowledge  of  the  potential 
iron  resources  of  the  Lake  Superior  area  and  warned  the 
meeting  that  "if  we  are  to  take  full  advantage  of  our  iron 
ore  position  it  will  not  be  by  shipping  ore  but  by  the 
establishment  of  industries  that  will  produce  finished  steel 
in  Canada." 

Miss  E.  M.  G.  McGill,  chairman  of  the  Branch,  presided, 
and  some  35  members  and  guests  were  in  attendance. 

Messrs.  W.  L.  Bird  and  E.  J.  Davies  moved  a  vote  of 
thanks  to  the  speaker. 

MONTREAL  BRANCH 


L.  A.  DUCHASTEL,  M.E.I.C. 

W.  W.  Ingram,  s.e.i.c.     - 


Secretary-Treasurer 
Branch  News  Editor 


On  Thursday,  November  19th,  the  branch  held  its  an- 
nual student  night.  The  chairman  for  the  evening  was 
J.  D.  Anderson,  a  student  of  McGill  University.  The  judges 
for  the  papers  were  Messrs.  R.  E.  Heartz,  Aimé  Cousineau 
and  E.  V.  Gage. 

The  first  paper  was  presented  by  R.  A.  Ritchie,  from 
McGill,  on  the  Assembly  of  Marine  Engines.  The  engines 
are  built  vertically  and  lengthwise  for  weight  distribution 
in  the  ship  and  are  four-cylinder  engines.  The  bedplate  is 
machined  for  the  columns,  which  support  the  cylinders, 
and  the  crankshaft  bearings.  The  crankshaft  is  built  up  of 
the  webs  and  pins  which  are  shrunk  together  and  the  shaft 
which  is  bolted  on.  The  cylinders  are  set  on  the  columns 
which  have  been  leveled  up.  The  piston  rod  is  put  in  from 
the  bottom  and  the  piston  bolted  to  it.  The  cylinders  are 
checked  by  means  of  piano  wire  strung  across  the  top  and 
a  telescoping  micrometer.  The  connecting  rod,  way  shaft 
or  reversing  mechanism  and  other  smaller  parts  are  then 
added.  The  pistons  are  lined  up  with  the  valves  by  means 
of  wooden  battens,  one  on  the  piston  and  one  on  the  valve. 
The  completed  engine  has  the  underside  painted  aluminum 
to  increase  the  light  for  inspection. 

The  second  paper  was  presented  by  P.  E.  Salvas,  from 
the  Ecole  Polytechnique,  on  Launching  of  Ships.  The 
launching  of  a  ship  is  the  transfer  of  the  ship  from  the  ways 
to  the  water  and  is  really  the  birth  of  the  ship.  Usually  it 
is  necessary  to  reinforce  the  ground  with  piling  to  carry  the 
heavy  weight  of  the  ship  during  construction.  The  keel  is 


714 


December.  1912     THE  ENGINEERING  JOURNAL 


usually  laid  on  heavy  wooden  blocking  about  five  feet  above 
ground  level  on  a  slope  of  one-half  in.  per  ft.  For  launching, 
the  declivity  is  usually  11/16  to  %  m-  Per  ft.  Small  and 
medium-sized  ships  are  sometimes  launched  sideways.  The 
advantages  are  that  the  ship  is  vertical  and  on  an  even  keel. 
The  disadvantage  is  the  large  space  required,  the  necessity 
of  removing  the  construction  equipment  on  the  river  side 
and  the  danger  of  capsizing  the  ship.  For  the  heavier  ships, 
stern  launching  is  the  usual  method.  The  ship  is  held  in 
puppets  fore  and  aft  on  brackets  welded  to  the  ship.  The 
ship  is  held  by  doghouses  and  triggers  while  she  is  being 
prepared  for  launching.  The  bearing  pressure  is  about  two 
and  a  half  tons  per  ft.  As  the  ship  is  sliding  down  the  way, 
the  balance  is  very  important.  Tipping  and  pivoting  are 
liable  to  occur  if  the  balance  is  not  proper.  Once  the  ship 
is  waterborne  she  is  usually  stopped  by  the  drag  of  chains 
in  the  water. 

The  third  paper  was  presented  by  J.  H.  Maclure,  of 
McGill,  on  Wooden  Shipbuilding.  The  building  of 
wooden  ships  is  an  art  which  had  its  beginning  in  the  ark 
built  by  Noah.  The  art  has  been  revised  by  the  use  of 
wooden  ships  as  minesweepers  in  the  present  war.  The 
usual  shipyard  which  the  author  has  visited  consists  of  two  or 
three  buildings  ;  the  staff  is  made  up  of  the  owner  and  builder, 
a  bookkeeper,  several  carpenters  and  a  blacksmith.  Labour 
consists  of  farmers  and  fishermen  who  are  very  unreliable 
at  some  seasons.  The  use  of  mold  loft  practice,  the  transfer 
of  the  ship's  dimensions  to  the  floor  of  the  mold  loft  of  the 
longitudinal  vertical,  and  the  longitudinal  horizontal  plans 
plotted  from  a  table  of  ordinates  and  the  transverse  vertical 
made  from  a  combination  of  the  above  plans.  By  the  use 
of  diagonals  the  final  fairing,  which  removes  any  flat  spots, 
is  made.  The  rabbeting  and  bearding  takes  care  of  the 
intersection  of  the  planks  in  the  prow  and  heel  of  the  ship. 
For  the  trial  run  of  the  ship  usually  everyone  who  had 
something  to  do  on  the  ship  is  on  board. 

The  fourth  paper  was  presented  by  G.  Bisaillon,  from  the 
Ecole  Polytechnique,  on  Long  Range  Cruising  Control. 
Twenty  years  ago  an  aviator  crossing  the  Atlantic  was  a 
hero.  Today  it  is  quite  common  for  aeroplanes  to  fly  to  all 
parts  of  the  world  in  the  ferry  service.  The  main  factors  to 
long  range  flight  are  the  altitude  of  the  plane  and  engine 
performance  at  altitude.  The  forces  acting  on  the  plane 
are  the  weight  counteracted  by  the  lift  and  the  drag  caused 
by  the  air  resistance.  The  effect  of  altitude  is  such  that  a 
plane  can  fly  faster  at  altitude  than  at  ground  with  the 
same  fuel  consumption.  The  engines  are  most  efficient  at 
altitude  with  full  throttle  and  low  engine  r.p.m.  For  com- 
mercial flight  the  most  economical  altitude  is  from  eight 
to  ten  thousand  feet  as  no  heat  or  oxygen  is  necessary. 

While  the  judges  were  arriving  at  their  decision,  Mr. 
J.  A.  Lalonde,  branch  chairman,  presented  the  Institute 
prizes  to  engineering  students  to  Sam  Gerstein,  of  McGill 
University,  and  to  Henri  Audette,  of  the  Ecole  Poly- 
technique. 

The  judges  awarded  the  first  prize,  $15.00,  for  the  eve- 
ning, to  P.  E.  Salvas  and  two  second  prizes  of  $10.00  each, 
to  J.  H.  Maclure  and  G.  Bisaillon. 

The  meeting  then  adjourned  for  refreshments. 

OTTAWA  BRANCH 


A.  A.  SWINNEBTON,  M.E.I.C. 

R.  C.  Purser,  m.e.i.c.   -    - 


-  Secretary-Treasurer 

-  Branch  News  Editor 


At  a  luncheon  meeting  of  the  Ottawa  Branch  on  Novem- 
ber 5,  R.  M.  Gooderham,  b.a.sc,  m.e.,  of  the  Shipbuilding- 
Branch  of  the  Department  of  Munitions  and  Supply,  gave 
a  talk  on  Increasing  Welded  Production.  Mr.  Gooder- 
ham's  duties  relate  to  the  improvement  of  welding  methods 
in  Canadian  shipyards.  N.  B.  MacRostie,  local  chairman, 
presided  and  the  luncheon  meeting  drew  an  exceptionally 
large  attendance. 

In  the  last  war,  stated  Mr.  Gooderham,  welding  was 
primarily  used  for  salvage  and  repair  operations  whereas 


in  this  war  it  is  used  as  a  production  tool  as  well.  In  United 
States,  for  instance,  taking  into  account  all  the  different 
kinds  of  welding,  it  is  reckoned  as  the  eighth  largest  industry 
with  a  total  annual  volume  of  sales  of  well  over  $200,000,000. 
Of  this  arc  welding  is  in  the  greatest  proportion  with  about 
150,000  arc  welders  employed.  In  spite  of  this  fact,  welding 
is  still  considered  to  be  in  its  infancy. 

The  speaker  went  on  to  say  that  "in  the  near  future" 
it  is  predicted  that  90  per  cent  of  all  rivetting  will  be  re- 
placed by  welding,  although  one  thing  that  will  have  to 
be  taken  into  account  is  the  large  amount  of  rivetting  equip- 
ment that  will  still  have  to  be  used  up.  Advantages  of 
welding  over  rivetting  include  the  use  of  rolled  steel  over 
cast  iron.  The  former  is  from  four  to  five  times  as  strong 
in  tension  and  from  two  to  two-and-a-half  times  stiffer. 
With  rigidity  one  of  the  prime  factors  in  any  engineering- 
design  the  latter  point  becomes  most  important. 

In  arc  welding,  which  essentially  embodies  the  principle 
of  the  melting  of  metal  the  rate  of  welding  accomplished  is 
almost  directly  proportional  to  the  amount  of  current  used. 
Thus  as  a  first  principle  if  the  amount  of  welded  production 
is  to  be  increased  the  amount  of  current  must  be  increased. 
Another  thing  to  take  into  account  is  that  welding  can  only 
be  carried  on  while  the  arc  is  going.  The  number  of  minutes 
out  of  the  hour  in  which  welding  actually  takes  place — the 
operating  efficiency — must  be  increased  if  the  amount  of 
welding  is  to  be  stepped  up.  In  some  plants  some  operators, 
for  instance,  do  not  actually  weld  more  than  six  minutes 
out  of  the  hour  whereas  many  times  this  efficiency  should 
be  aimed  at.  The  rest  of  the  time  is  taken  up  in  assembling 
his  materials  and  putting  them  in  proper  position  for  doing 
his  welding  work. 

In  stepping  up  efficiency  the  operator  should  be  given 
every  facility  toward  keeping  his  arc  going,  as  well  as  a 
monetary  incentive.  The  latter  could  be  effected  by  pay- 
ment of  a  piece  work  on  bonus  system  basis.  The  speaker 
did  not  agree  with  those  who  prophesied  that  under  such 
circumstances  the  quality  of  the  work  would  suffer.  He 
dwelt  at  some  length  on  this  and  outlined  various  systems 
of  procedure  whereby  such  a  possibility  would  be  obviated. 

One  feature  of  the  question  of  increased  production  to 
which  a  great  deal  of  attention  has  not  yet  been  given, 
according  to  Mr.  Gooderham,  is  that  of  the  operator's  com- 
fort. Greater  attention  should  be  paid  to  the  reduction  of 
eye  fatigue,  the  use  of  more  comfortable  clothing,  the  dissi- 
pation of  heat,  and  other  comfort-producing  items.  Such 
things  have  generally  been  neglected  in  the  past. 

With  the  main  job  now  to  increase  our  efficiency  in  the 
matter  of  production,  engineers  as  a  class  should  more  surely 
acquire  that  sense  of  urgency  in  getting  things  done  and 
more  closely  study  every  means  possible  toward  that  end. 

The  luncheon  talk  was  followed  by  a  motion  picture  film 
in  full  colour  and  sound  illustrating  the  right  and  wrong 
ways  to  go  about  the  job  of  welding. 

At  an  evening  meeting  on  November  19,  at  the  auditorium 
of  the  National  Research  Laboratories,  members  of  the 
branch  and  their  friends  were  treated  to  a  most  interesting 
address  and  demonstration  on  '"Your  Voice  as  Others 
Hear  It."  This  was  given  by  George  L.  Long  who  for  the 
past  six  years  has  been  in  charge  of  the  Telephone  Museum 
and  Historical  Collection  of  the  Bell  Telephone  Company 
of  Canada  in  Montreal.  He  has  had  many  years  experience 
in  telephone  engineering,  including  the  training  and  in- 
structing of  telephone  workers. 

Mr.  Long  demonstrated  the  operation  of  a  microphone 
and  of  a  magnetic  tape  recording  device  which  enabled 
members  of  the  audience  to  hear  how  their  voices  were 
heard  by  others.  Through  its  use,  it  was  possible  for  one 
to  appraise  his  own  voice  appeal  and  to  take  steps  to  im- 
prove his  own  speech. 

The  meeting,  which  was  open  to  the  public,  was  particu- 
larly well  attended  and  there  were  many  ladies  in  the 
audience. 


THE  ENGINEERING  JOURNAL     December,  1942 


715 


SAGUENAY  BRANCH 


A.  T.  Cairncross,  m.e.i.c. 
George  Archambault,  Jr.E.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


On  October  8th  the  Branch  was  entertained  at  the  show- 
ing of  the  film  Inside  Arc  Welding,  produced  by  the  United 
States  Government  and  sponsored  by  the  General  Electric 
Company.  Mr.  C.  Miller,  m.e.i.c,  acted  as  chairman. 

Mr.  John  Ward  moved  a  vote  of  thanks  to  Messrs.  R.  N. 
Fournier  and  R.  H.  McBrien,  who  showed  the  film. 
October  15th — 

The  speaker  of  the  evening  of  October  15th  was  Mr.  A.  W. 
Whitaker,  Jr.,  general  manager  of  the  Aluminum  Company 
of  Canada,  Limited,  who  spoke  on  The  Aluminum 
Industry  and  the  War  Effort.  Mr.  R.  H.  Rimmer, 
m.e.i.c,  acted  as  chairman. 

Mr.  Whitaker  briefly  outlined  the  story  of  aluminum 
from  its  discovery  in  the  metallic  form  by  a  Danish  chemist, 
H.  C.  Oersted,  in  the  year  1825.  In  1886  the  electrolytic 
method  of  producing  aluminum — the  present  commercial 
process — was  discovered  at  about  the  same  time  by  Charles 
Martin  Hall,  an  American,  and  Paul  L.  T.  Héroult,  a 
Frenchman.  Hall  and  Héroult  worked  along  the  same  lines, 
unknown  to  each  other,  and  both  had  patents  granted  them 
by  their  respective  governments.  When  aluminum  was  pro- 
duced on  a  commercial  scale  for  the  first  time,  the  producers 
cculd  find  no  ready  market  for  the  new  light  metal  and 
it  was  not  until  the  pot  and  pan  industry  was  entered  that 
aluminum  came  into  its  own.  Since  then,  and  particularly 
during  the  last  decade,  the  uses  for  aluminum  have  in- 
creased so  that  to-day  it  is  a  vital  necessity  in  the  war  effort 
and  a  potential  wonder  for  post-war  prosperity. 

Mr.  Whitaker  took  the  audience  on  a  tour  of  some  of  the 
Company  holdings,  by  means  of  beautifully  coloured  pic- 
tures taken  by  himself  during  various  trips  to  the  distant 
points.  The  pictures  showed  life  and  work  at  such  places  as 
Northern  Quebec,  Newfoundland,  British  Guiana,  and 
Greenland.  Through  the  pictures  and  his  knowledge  of  the 
subject  the  speaker  was  able  to  bring  clearly  to  the  minds 
of  the  audience  the  part  being  played  by  many  individuals 
spread  over  a  great  portion  of  the  Western  Hemisphere  in 
the  production  of  the  vitally  essential  aluminum. 

Mr.  S.  J.  Fisher,  m.e.i.c,  thanked  the  speaker  on  behalf 
of  the  Saguenay  Branch. 

October  30th — 

On  October  30th  Mr.  F.  T.  Agthe,  engineer  with  the 
Allis-Chalmers  Company  of  Milwaukee,  addressed  a  meeting 
of  the  branch  on  the  subject  Processing  Equipment — 
Mills  and  Kilns.  Mr.  C.  Miller,  m.e.i.c,  acted  as  chairman. 

Mr.  Agthe  divided  his  lecture  into  two  parts,  dealing 
separately  with  mills  and  kilns  and  showing  slides  depict- 
ing each. 
Mills 

The  speaker  said  that  grinding  has  played  an  important 
part  in  the  life  of  man,  dating  back  hundreds  of  years  to 
the  time  when  all  grain  was  ground  between  rotating  stones. 
The  first  known  departure  from  stone  grinding  was  about 
1868  when  a  ball  mill  was  introduced  to  South  Africa,  and 
since  then  grinding  methods  have  continued  to  advance 
yearly. 

Grinding  is  divided  into  two  distinct  classes:  wet  and 
dry.  The  wet  process  has  been  used  in  most  metallurgical 
grinding  operations,  and  the  dry  method  has  been  used 
most  extensively  in  the  cement  and  ceramic  industries. 
The  speaker  also  explained  the  meaning  of  ball  mills,  tube 
mills,  ball-peb  and  ring  mills. 

Cement  dry  mills,  Mr.  Agthe  said,  were  successfully 
operated  for  the  first  time  in  America  during  1895,  and 
from  then  until  1930  production  was  the  moving  power 
behind  cement  producers.  The  great  dam  building  projects, 
introduced  about  1930,  necessitated  the  introduction  of 
special  cements  and  this  caused  the  producers  to  investigate 
the  mining  fields  where  the  wet  process  was  used.  To-day 
two-stage,  dry-wet  grinding  of  material  is  common  practice, 


with  the  result  that  cements  may  be  produced  for  particular 
uses   in   varied   climates   and   utilizing   different   pouring 
methods. 
Kilns 

Mr.  Agthe  said  that  the  first  known  experiments  with 
kilns  were  done  in  England.  In  America  the  first  commercial 
kiln  was  operated  at  Coplay,  Penn.,  about  1896.  It  was 
fired  with  oil  at  the  beginning,  but  in  1898  the  fuel  was 
changed  to  pulverized  ccal.  The  kiln  was  6  ft.  by  60  ft. 
and  had  a  capacity  of  25,000  barrels  per  day.  As  knowledge 
grew  with  the  use  of  this  and  other  kilns,  the  sizes  of  the 
kilns  grew  to  modern  lengths  of  over  500  ft.  with  diameters 
in  excess  of  12  ft. 

As  the  capacity  of  the  kilns  increased,  more  and  more 
control  over  the  processing  became  necessary.  Continuous 
filters  and  coolers  were  introduced  to  take  care  of  the  in- 
coming mixture  and  the  outgoing  product.  Incoming  pri- 
mary and  secondary  air,  fuel,  and  outgoing  gases  all  have 
to  be  carefully  watched  in  order  to  secure  a  uniformly 
graded  product.  Automatic  control  has  now  been  introduced 
and  the  human  eye  and  mind  have  been  replaced  by  such 
instruments  as  the  pyrometer  and  the  potentiometer,  which 
never  fail  if  correctly  operated. 

Mr.  M.  G.  Saunders,  m.e.i.c,  thanked  the  speaker  on 
behalf  of  the  Saguenay  Branch. 

SASKATCHEWAN  BRANCH 

Stewart  Young,  m.e.i.c.       -       Secretary-Treasurer 

The  Saskatchewan  Branch  met  jointly  with  the  Associa- 
tion of  Professional  Engineers  in  the  Kitchener  Hotel, 
Regina,  on  November  19  to  hear  an  address  by  Dr.  John 
Mitchell,  Head  of  the  Soils  Department,  University  of 
Saskatchewan,  on  "The  Soils  of  Saskatchewan."  The  at>- 
tendance  was  50  and  the  address  preceded  by  a  dinner  at 
6.30  p.m. 

The  various  soil  formations  in  Saskatchewan  lie  parallel 
with  the  south  westerly  limit  of  the  Pre-Cambrian  structure 
in  the  northerly  half  of  the  province  and  at  right  angles  to 
the  various  ice  advances  and  recessions  in  the  respective 
glacial  periods;  in  the  southwest,  there  is  the  short  grass 
area,  followed  in  a  north  easterly  direction  by  the  clay  belt 
(best  suited  to  wheat),  then  the  park  area  (mixed  farming) 
and  lastly  the  gray  soils  area  which  merges  into  the  forest 
area  of  the  Pre-Cambrian  structure. 

In  developing  his  subject  Dr.  Mitchell  stressed  the  dam- 
age through  improper  farming  from  chemical  (principally 
phosphorus)  exhaustion,  soil  drift  and  erosion,  mentioning 
briefly  the  methods  to  be  employed  to  counteract  deteri- 
oration. He  pointed  out  that  for  the  past  15  years  the  acreage 
of  land  in  Saskatchewan  under  cultivation  had  remained 
static  and  that,  while  new  land  had  been  brought  under 
cultivation,  it  had  been  offset  by  the  withdrawal  of  submar- 
ginal land  for  community  pasture  purposes.  This  fact,  he 
intimated  was  a  fair  indication  that  Saskatchewan  had  now 
reached  the  maximum  of  farm  land  settlement.  The  address 
proved  both  interesting  and  instructive  and  was  followed 
by  numerous  questions  from  those  in  attendance. 

Following  Dr.  Mitchell's  address,  Major  H.  L.  Roblin 
gave  a  brief  outline  of  the  objective  in  organizing  the  14th 
Reserve  Field  Coy.,  R.C.E.;  afterwards  Mr.  Geo.  E.  Kent, 
assistant  superintendent,  Imperial  Oil  Company  Plant, 
showed  several  reels  of  coloured  film  taken  in  Bolivia  and 
Peru  and  depicting  in  particular  the  rugged  nature  of  the 
country. 

Mr.  A.  M.  Macgillivray  concluded  the  meeting  by  ex- 
pressing thanks  to  the  several  speakers. 

SAULT  STE.  MARIE  BRANCH 

O.  A.  Evans,  Jr.E.i.c.       -       Secretary-Treasurer 

X.  ('.  Cowik,  Jr.E.i.c.       -        Branch  News  Editai 

The  fifth  general  meeting  for  the  year  1942  was  held  in 
the  Grill  Room  of  the  Windsor  Hotel  on  October  30th, 
1942,  when  sixteen  members  and  guests  sat  down  to  dinner 
at  6.45  p.m.  At  8:00  p.m.  Chairman  L.  R.  Brown  rose  and 
asked  the  members  to  drink  a  toast  to  the  King. 


716 


December.  1912     THE  ENGINEERING  JOURNAL 


The  chairman  explained  that  the  meeting  had  been  called 
to  have  a  round  table  discussion  on  Post-War  Reconstruc- 
tion and  Rehabilitation  and  invited  the  views  of  the 
members.  P.  P.  Martin  started  the  discussion  by  saying 
that  the  boys  returning  would  have  absorbed  a  certain 
amount  of  culture  from  the  foreign  countries  that  they 
have  been  in  and  would  hold  divergent  views  from  ours 
on  their  return.  He  maintained  that  after  the  war  we  should 
not  look  on  the  purely  monetary  side  of  affairs,  but  on  actual 
values  as  the  wealth  of  a  nation  is  not  its  gold  hoard  but 
its  productiveness.  C.  Stenbol  said  that  we  must  make  the 
rural  districts  of  the  country  more  attractive  to  live  in.  He 
believed  that  the  real  basis  of  national  wealth  was  originally 
derived  from  the  rural  districts.  He  maintained  that  one 
way  to  make  the  rural  districts  more  congenial  to  live  in 
was  to  have  the  electric  current  in  all  rural  homes,  which 
could  be  done  by  a  long  term  amortization  plan.  J.  0. 
Fitzgibbons  maintained  that  the  city  needed  an  adequate 
system  of  sewage  disposal  and  that  in  reforestation  the 
primary  object  was  the  correct  disposal  of  slash  which  he 
felt  was  not  being  done  in  Ontario.  The  chairman  said  that 
a  great  number  of  roads  needed  to  be  built  and  surfaced 
which  would  absorb  man-power.  G.  W.  MacLeod  felt  that 
none  of  the  schemes  elaborated  would  take  care  of  the 
great  host  of  skilled  and  technical  people  released  after  the 
war.  The  secretary  felt  that  there  was  a  great  need  for 
socialized  medicine  and  hospitalization  after  the  war. 

A  committee  to  study  the  Post-War  Problems  was  then 
set.  up  under  the  pro-tem  chairmanship  of  J.  L.  Lang.  The 
committee  nominated  consisted  of  J.  L.  Lang,  P.  P.  Martin, 
G.  W.  MacLeod,  K.  G.  Ross  and  E.  M.  MacQuarrie. 

At  this  moment  J.  O.  Fitzgibbons  arose  and  went  on 
record  that  he  would  like  this  committee  to  consult  him 
as  he  was  very  interested  in  this  subject. 

The  executive  and  branch  would  welcome  suggestions 
from  non-resident  members  on  solutions  to  the  Post-War 
Problems. 

TORONTO  RRANCH 


S.  H.  DE.IONG,  M.E.I.Ç. 
D.  FORGAN,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


In  opening  the  initial  meeting  of  the  Toronto  Branch  for 
the  current  season,  the  chairman,  Col.  W.  S.  Wilson,  fit- 
tingly referred  to  the  great  loss  which  the  profession  as  a 
whole  and  The  Engineering  Institute  in  particular,  has  sus- 
tained by  the  recent  death  of  Ross  Robertson  (which  is  re- 
ferred to  elsewhere  in  the  Journal).  On  the  motion  of  Prof. 
Morrison  the  branch  formally  recorded  its  deep  sense  of 
loss  and  its  sympathy  with  his  family. 

The  meeting  was  held  in  the  Debates  Room,  Hart  House, 
on  November  5th,  about  70  attending.  Amongst  those  whom 
the  branch  welcomed  as  visitors  and  guests  were  Messrs. 
Callander  and  Foote  of  the  Canadian  Westinghouse  Com- 
pany, Hamilton,  the  latter  being  president  of  the  Ontario 
Section  of  the  A.I.E.E.,  and  also  Squadron  Leader  Spence 
of  No.  1  Air  Training  Command.  The  presence  of  several 
other  members  of  the  A.I.E.E.  was  noted  with  pleasure. 

The  speaker  of  the  evening  was  Mr.  Thomasson  of  the 
Canadian  Westinghouse  Company,  who  described  present 
day  practice  in  the  Welding  of  Large  Electrical  Equip- 
ment. Added  interest  was  given  to  Mr.  Thomasson's  paper 
by  the  fact  that  he  was  one  of  the  successful  contestants  in 
a  recent  competition  sponsored  by  the  Lincoln  Electric 
Company  of  the  U.S.A.  His  paper  won  high  place  out  of 
more  than  2,000  entries  received  from  17  different  countries, 
and  brought  Mr.  Thomasson  a  prize  of  several  thousand 
dollars. 

His  most  interesting  talk,  which  occasioned  considerable 
discussion  at  its  finish,  dealt  with  the  assembly,  fabrication, 
and  construction  of  large  electrical  equipment  such  as 
generators,  transformers,  oil  breakers,  etc.,  by  the  use  of 
welding  equipment.  The  economies  in  time,  labour  and 
material  which  recent  developments  in  this  art  have  made 
effective  were  illustrated  both  orally  and  graphically  by 
the  speaker,  with  the  aid  of  lantern  slides,  the  presentation 


of  which  took  the  audience  through  the  shops  where  these 
operations  are  conducted. 

After  a  vote  of  thanks  happily  expressed  by  Mr.  C.  Sisson 
of  the  Canadian  General  Electric  Company  the  meeting 
was  adjourned  for  refreshments. 

VANCOUVER  BRANCH 


P.  B.  Stroyan,  M.E.I.C. 
A.  Peebles,  m.e.i.c. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


On  Monday,  November  9th,  members  of  the  branch  were 
guests  at  a  meeting  of  the  Vancouver  section  of  the  Amer- 
ican Institute  of  Electrical  Engineers.  Their  speaker  was 
Dr.  H.  S.  Osborne,  plant  engineer  of  the  American  Tele- 
phone and  Telegraph  Company,  and  national  president  of 
the  American  Institute  of  Electrical  Engineers.  He  gave  an 
address  on  "The  Conservation  of  Critical  Materials," 
treating  his  subject  under  the  following  headings: 

A.  Making  the  greatest  possible  use  of  what  we  have. 

1.  Increasing   the   extent  of   use   and   capacity   of 
plant. 

2.  Prolonging  plant  life. 

3.  Re-use  of  material  recovered  in  alterations. 

B.  Limiting  additions  and  changes  to  those  necessary 

for  essential  service. 

C.  Making  minimum  use  of  critical  materials  in  neces- 

sary plant  extensions. 

1.  Substitutions  of  less  critical  materials. 

2.  Re-design  to  use  less  material. 

3.  Addition  of  plant  for  immediate  needs  only. 

4.  Standardization. 

D.  Placing  back  into  circulation  materials  which  can  be 

spared. 

1.  Clean  up  and  dispose  of  junk. 

2.  Reduction  of  inventories. 

3.  Taking  materials  out  of  working  plant. 

Dr.  Osborne  gave  examples  of  the  application  of  each  of 
the  above  procedures,  mainly  appertaining  to  the  elec- 
trical industry,  but  to  be  found  in  all  branches  of  industry 
and  engineering. 

Loads  on  transformers  may  be  increased  by  better  cool- 
ing arrangements.  Capacitors  may  be  used  to  take  re- 
actance. Worn  parts  may  be  built  up  by  using  sprayed 
metal.  Tools  should  be  given  better  care  and  supervision. 
Better  care  of  material  in  dismantling  operations  will  in- 
crease the  amount  of  salvage.  Economic  requirements  may 
be  secondary  to  the  use  of  materials  in  the  emergency.  An 
exchange  of  inventory  can  often  be  made  between  com- 
panies. 

Silver  has  been  substituted  for  copper  on  some  govern- 
ment work  for  bus  bars,  windings,  and  in  switch  gear. 
Steel  wire  and  copper  clad  steel  tubing  are  being  substituted 
for  solid  copper  in  carrier  systems  by  using  higher  fre- 
quency transmission.  Lead  may  be  substituted  for  zinc  in 
rust-proofing  exposed  metal  such  as  pole  line  hardware.  A 
more  careful  study  of  wiring  diagrams  will  often  save 
considerable  material.  Shorter  life  designs  are  justified, 
even  as  low  as  one  to  three  years.  Standard  parts  usually 
use  less  material  than  those  of  special  design.  Saving 
material  against  a  scarcity  is  not  justified  at  the  present 
time. 

The  electrical  indsutry  in  1941  used  50  per  cent  of  the 
available  supply  of  copper.  In  1942  it  will  consume  only 
20  per  cent  of  1941  requirements,  and  this  will  represent 
but  one  per  cent  of  the  total  supply.  The  problem  of 
conservation  is  made  more  difficult  by  reason  of  the  greater 
demand  for  service.  A  compromise  is  nearly  always  possible. 
The  address  was  followed  by  considerable  discussion,  some 
of  which  pointed  to  the  possible  saving  of  material  which 
could  be  effected  in  contracts  for  the  government  and  the 
armed  services,  by  a  revision  of  their  specifications.  The 
chair  was  occupied  by  T.  Ingledow,  chief  engineer  of  the 
British  Columbia  Electric  Railway  Company  and  chair- 
man of  the  local  section  of  the  American  Institute  of 
Electrical  Engineers.  Eighty  persons  were  present. 


THE  ENGINEERING  JOURNAL     December,  1942 


717 


News  of  Other  Societies  _ 

UNIVERSITY  OF  TORONTO  ENGINEERING 
ALUMNI  REUNION 

On  Saturday,  November  14th,  another  in  the  long  series 
of  triennial  reunions  took  place  at  Toronto.  In  spite  of  the 
handicap  of  being  only  one  day  in  duration  instead  of  two, 
it  equalled  in  enthusiasm  and  attainment  all  its  pre- 
decessors. 

The  morning  was  given  over  to  sessions  of  Council  and 
special  committees.  At  noon,  class  luncheons  were  held, 
some  of  them  being  so  successful  that  adjournments  were 
obtained  only  about  in  time  for  the  banquet. 

The  afternoon  was  taken  up  with  the  annual  business 
meeting.  It  was  a  great  tribute  to  the  officers  of  the  society 
that  this  was  the  best  attended  business  meeting  within 
the  memory  of  anyone  present. 

At  night  the  dinner  was  held.  This  was  the  feature  of  the 
whole  reunion.  Between  four  and  five  hundred  assembled 
to  see  alumni  medals  presented  to  W.  P.  Dobson,  m.e.i.c, 
'10,  Chief  of  Research  and  Inspection  Department,  Hydro- 
Electric  Power  Company  of  Ontario,  and  Colonel  W.  E. 
Phillips,  '14,  President  of  Research  Enterprises  Limited, 
and  to  hear  Major  J.  E.  Hahn,  Director  General,  Army 
Technical  Division  Board,  the  speaker  of  the  evening. 
W.  E.  Wingfield,  President  of  the  alumni,  was  in  the  chair. 

Alumni  officers  were  elected  for  the  next  three  years. 


Items    of    interest    regarding    activities    of 
other   engineering  societies   or   associations 


Above:  M.  B.  Hastings,  incoming  president  of  the  Engineering 
Alumni  and  president  of  the  Alumni  Federation  of  the  Univer- 
sity of  Toronto,  addresses  the  meeting.  On  his  right,  Maj.  Hahn. 

Below:  Dr.  J.  L.  Morris,  M.E.I.C,  the  oldest  living  graduate  of  the 
School,  and  Balmer  Neilly,  of  Mclntyre  Porcupine  Mines  Ltd. 


Above:  Major  J.  E.  Hahn,  the  speaker  of  the  evening,  and  H.  E. 

Wingfield,  M.E.I.C,  chairman    and    president    of   the  Alumni. 

At  the  microphone:  N.  F.  Parkinson. 

Below:  H.  J.  A.  Chambers,  M.E.I.C,  chief  engineer  of  the 
Hamilton  Bridge,  and  Wm.  C.  Foulds,  manager,  Engineers' 
Club  of  Toronto. 


W.  P.  Dobson,  M.E.I.C,  one  of    the   recipients   of   the   Alumni 

Medal. 


718 


December,  1942    THE  ENGINEERING  JOURNVL 


ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  ALBERTA 

The  Calgary  District  Meeting  of  the  Association  of  Pro- 
fessional Engineers  was  held  at  10.15  p.m.,  Saturday, 
October  17th,  1942,  at  the  Renfrew  Club. 

The  District  Meeting,  at  this  time,  should  have  been 
held  in  Lethbridge,  but  owing  to  the  fact  that  there  was  to 
be  a  joint  dinner  in  honour  of  Mr.  H.  J.  McLean,  who  is 
leaving  Calgary  to  reside  in  Montreal,  Council  decided  to 
hold  the  Calgary  District  Meeting  at  this  time  and  the 
Lethbridge  District  Meeting  early  in  the  new  year. 

Since  members  of  the  engineering  profession  are  so  busy 
at  the  present  time,  Council  decided  to  hold  the  district 
meetings  this  year  after  the  evening  programme. 

The  president,  Mr.  S.  G.  Coultis,  called  the  meeting  to 
order  and  spoke  for  fifteen  or  twenty  minutes  on  the  activi- 
ties of  the  Association,  since  the  Annual  Meeting  last  March. 

Mr.  Coultis  announced  that  six  new  members  had  been 
admitted  at  the  Board  of  Examiners  meeting  in  April. 
Twenty-three  new  engineers-in-training  were  also  admitted. 
During  the  summer,  five  new  licenses  were  granted.  The 
membership  now  stands  at  306,  members,  made  up  as 
follows  : 

16  life  members  ;  290  members  (23  of  whom  are  on  active 
service).  There  are  now  97  engineers-in-training  registered 
with  the  Association. 

Under  discipline  and  enforcement,  the  president  stated 
that  there  were  no  particular  cases  at  the  present  time.  He 
discussed  the  use  of  the  word  "engineer"  and  informed 
the  meeting  that  the  Council  had  decided  that  the  Associa- 
tion should  take  all  practicable  steps  to  publicize  its  pro- 
prietary lights  to  the  use  of  the  term  "professional  engineer" 
as  set  forth  in  the  Engineering  Profession  Act  of  1930.  He 
informed  the  meeting  that  the  membership  card  for  1943 
would  be  altered  so  as  to  bring  before  the  public,  the  term 
"professional  engineer." 

Mr.  Coultis  next  outlined  the  schedule  of  rates  and 
categories  into  which  licensees  are  classified. 

The  president  notified  the  members  that  Council  had 
set  the  fees  for  1943  the  same  as  they  were  at  the  present 
time.  He  also  mentioned  that  for  members  on  active 
service,  the  Association  and  The  Engineering  Institute  of 
Canada  remit  all  fees  when  they  leave  for  overseas. 

This  year  the  Association  lost  three  members  who  passed 
away  since  the  Annual  Meeting.  These  were:  Life  Members, 
Messrs.  W.  D.  L.  Hardie  and  O.  E.  S.  Whiteside,  and  the 
registrar,  Mr.  Harry  R.  Webb. 

After  this  outline  of  activities  of  the  Association  since  the 
Annual  Meeting,  the  president  asked  if  any  members 
present  had  any  questions  or  business  to  bring  before  the 
meeting. 

The  president  next  called  on  the  newly  appointed  regis- 
trar, Air.  W.  E.  Cornish;  the  vice-president,  Mr.  Vernon 
Pearson;  and  the  Lethbridge  councillor,  Mr.  Donaldson,  to 
say  a  few  words. 

Mr.  deHart  gave  a  brief  report  on  the  Dominion  Council 
Meeting  held  at  Saint  John,  N.B.  on  May  22nd ,  23rd  and  24th , 
1942.  He  discussed  the  informal  meeting  held  in  Montreal 
at  10.30  a.m.  on  Thursday,  May  21st,  consisting  of  dele- 
gates to  the  Saint  John  meeting  of  the  Dominion  Council 
and  others.  This  meeting  discussed  a  previous  resolution  of 
Dominion  Council  which  looked  to  the  co-ordination  of  the 
voluntary  engineering  societies  in  Canada,  and  the  forma- 


tion by  them  of  a  board  or  council  which  would  be  available 
to  take  joint  action  in  cases  where  common  effort  was 
desirable. 

Dominion  Council  discussed  the  possibility  of  setting  up 
a  central  Examining  Board,  which  might  conduct  examina- 
tions of  no  lower  standard  than  those  currently  being 
conducted  by  the  associations.  The  results  of  such  examina- 
tions could  be  accepted  by  all  associations  as  equivalent  to 
their  own.  To  do  this,  certain  associations  would  have  to 
make  drastic  changes  in  their  Acts. 

The  president  finally  called  on  Mr.  H.  J.  McLean  to  say 
a  few  words. 

The  meeting  adjourned  at  11.00  p.m.  There  were  37 
members  present  at  the  meeting. 

SAFETY  ENGINEERING  ORGANIZATION 
HEADED  BY  CANADIAN 


Wills    Maclachlan,   m.e.i.c. 
chairman   of    the    Engineering 


Wills  Maclachlan,  M.E.I.C. 


has  been  elected  general 
Section  of  the  National 
Safety  Council  for  1943. 
This  organization,  with 
headquarters  in  Chicago, 
has  been  engaged  for  the 
past  thirty  years  in  the 
prevention  of  accidents 
in  industry,  in  homes,  on 
streets  and  highways  and 
in  other  public  places, 
and  the  prevention  of  oc- 
cupational diseases.  Its 
voluntary  committees 
now  include  more  than 
a  thousand  men  and 
women  in  various  fields, 
who  are  contributing 
their  time  and  effort  to 
promoting  the  work  of 
the  Council. 

The  Engineering  Sec- 
tion was  organized  in 
1921.  In  1924  it  absorbed 
the  American  Society  of  Safety  Engineers  and  today,  the 
organization  is  still  known  as  the  A.S.S.E. — Engineering 
Section  of  the  National  Safety  Council.  Its  object  is  the 
promotion  of  the  arts  and  sciences  connected  with  engineer- 
ing in  its  relation  to  accident  prevention  and  the  conserva- 
tion of  life  and  property,  and  the  development  of  safety 
engineering  as  a  profession. 

Mr.  Maclachlan  is  the  first  Canadian  to  be  elected  as 
general  chairman  of  the  Engineering  Section.  He  is  an 
engineering  graduate  of  the  University  of  Toronto  from  the 
class  of  1907.  After  serving  an  apprenticeship  with  West- 
inghouse  Electric  and  Manufacturing  Company,  he  was 
engaged  for  several  years  in  the  engineering  division  of  the 
power  industry.  In  1915,  he  became  connected  with  the 
Electrical  Employers  Association  of  Ontario,  of  which  he 
is  still  secretary-treasurer  and  engineer.  Since  1917  he  has 
also  been  in  charge  of  the  Employees  Relations  Depart- 
ment of  the  Hydro-Electric  Power  Commission  of  Ontario. 
Mr.  Maclachlan  is  also  a  consultant  in  industrial  rela- 
tions and  he  is  at  present  chairman  of  the  Committee  on 
Industrial  Relations  of  The  Engineering  Institute  of  Canada. 


THE  ENGINEERING  JOURNAL     December,  1942 


719 


Library  Notes 


Book    notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of    New    Books    and    Publications 


BS  ARP  STANDARDS 

COMMENTS 

RELATIVE  TO  APPLICATION  IN  CANADA 

The  following  comments,  supplied  by  the  Canadian  Engineering 
Standards  Association,  have  been  submitted  by  representative  and 
authoritative  Canadian  interests  in  response  to  direct  inquiries  as  to 
the  applicability  in  Canada  of  the  specifications  issued  by  the  British 
Standards  Institution  with  regard  to  Air  Raid  Precautions. 

BS/ ARP  No.  3— Electric  Hand-lamps: 

Clause  1,  General,  Note — Change  "torch"  to  "flashlight."  Re  Battery 
— Consult  manufacturers  before  deciding  specified  capacities,   etc. 

BS/ARP  No.  6— Shelter  Lighting: 

Editorial  rearrangement  and  rewording  of  clauses.  Desirable  to  con- 
sult manufacturers  of  batteries,  low-voltage  lighting  sets,  etc.,  before 
deciding  capacities,  etc. 

BS/ARP  No.  7 — Electric  Lighting  of  Report  and  Control  Centres  : 

Editorial  rearrangement  and  rewording  of  clauses.  Desirable  to  con- 
sult manufacturers  of  batteries,  low-voltage  lighting  sets,  etc.,  before 
deciding  specified  capacities,  etc. 

BS/ARP  No.  8— Galvanized  Wire  Netting  and  Cloth  for  Protec- 
tion Against  Flying  Particles: 

Part  I — Yi-in.  netting  not  manufactured  in  Canada.  Suggested  that 
1-in.  be  used,  as  this  is  available.  Part  II — Yi  in.  by  Yi  in.  is  avail- 
able in  Canada — applicable. 

BS/ARP   No.    10 — Rubber    Gaskets   for   Rendering   Doors   and 
Windows  Gas  Tight  : 

Applicable,  but  if  a  new  specification  is  to  be  prepared  some  slight 
changes  would  be  suggested. 

BS/ARP  No.   11— Adhesive  Tape  for  Repairing  Damaged  Ma- 
terial, Sealing  Apertures  and  Cracks. 

Applicable  to  conditions  in  Canada. 

BS/ARP  No.  12— Petroleum  Jelly  for  Sealing  Gas-tight  Doors, 
etc.: 

Drop  Point— Suggested  that  ASTM  D  127-80  be  specified.  Penetra- 
tion—Suggested that  ASTM  217-38T  for  method  of  test  be  specified. 
Revise  lower  limit  of  penetration  from  200  to  170.  Would  revise 
specification  to  include  both  ASTM  specifications. 

BS/ARP  No.  14— Window  Blind  Material  (Paper)  : 

In  general,  the  important  point  is  not  colour  but  opacity.  A  point 
to  be  considered  also  is  the  reflectance  of  glass  windows  even  when 
they  are  blacked  out. 

BS/ARP  No.   16 — Methods  of  Providing   Even  Illumination  of 
Low  Intensity  (0.002  foot-candle): 

For  adoption  in  this  country  a  few  changes  un.ll  be  necessary  in  order 
to  have  equipment  conform  to  Canadian  standards. 

BS/ARP  No.  18 — Fluorescent  and  Phosphorescent  Paint: 

Specification  acceptable  but  suggests  going  further.  Eastman  Kodak 
Company  sent  copy  of  report  of  their  laboratory  covering  review  of 
this  specification. 

The  specification  is  cumbersome  and  requires  specially  built  testing 
equipment;  it  appears  to  be  of  little  use  in  Canada.  It  might  be 
accepted  if  the  ultra-violet  source  were  more  carefully  specified,  if 
the  amount  of  paint  spread  on  the  surface  was  specified,  and  if  the 
specification  was  broadened  to  include  radium-excited  luminous 
paints. 

American   Standards    Association   sent   copies   of   "Summary    of 
American  Opinion,"  prepared  by  the  Eastman  Kodak  Company. 
Specification  seems  satisfactory — have  no  criticisms  to  offer. 

BS/ARP  No.  20 — Methods  of  Providing  Even  Illumination  of 
Low  Intensity  (0.02  foot-candle)  : 

For  adoption  in  this  country  a  few  changes  would  be  necessary  to 
have  equipment,  etc.,  conform  to  Canadian  standards. 

BS/ARP  No.  21 — Methods  of  Providing  Even  Illumination  of 
Low  Intensity  (0.2  foot-candle): 

For  adoption  in  this  country  a  few  changes  will  be  necessary  to  have 
equipment,  etc.,  conform  to  Canadian  standards;  suggests  necessary 
changes. 

BS/ARP  No.  23— Obscuration  Value  for  Textile  Materials  for 
Curtains: 

Satisfactory  for  Canadian  use  in  present  form. 


BS/ARP   No.   26 — Reduced   Scheme   for   Lighting  of  Shelters 
where  A.C.  Mains  are  Available: 

Editorial  rearrangement  and  rewording  of  clauses  suggested.  It 
would  be  desirable  to  consult  manufacturers  of  batteries,  low-voltage 
lighting  sets,  etc.,  before  deciding  specified  capacities,  etc. 

BS/ARP  No.  27 — Testing  Incombustible  Material  Resistant  to 
Incendiary  Bombs: 

Specification  applicable  to  Canadian  conditions  with  suggestions  on 
the  following  minor  points:  (1)  Arrangements  for  a  supply  of  the 
one  kilo  magnesium  thermite  bombs  should  be  made.  (2)  Tests  on 
more  than  one  specimen  would  probably  be  advisable,  particularly 
with  material  apt  to  crack. 

Specification  applicable.  It  was  pointed  out,  however,  that  the  chief 
differences  involved  would  be  the  impact  resistance  of  the  ordinary 
roof  structures  in  Canada  as  compared  with  the  tile  and  other  types 
of  resistant  roof  structures  used  in  Europe. 

BS/ARP  No.  30 — Gauges  for  Checking  Low  Values  of  Illumina- 
tion (0.001  to  0.2  foot-candle)  : 

Suggested  that  Clause  3  be  revised  as  follows:  "The  angle  subtended 
by  the  field  of  view  at  the  observer's  eye  shall  be  nowhere  less  than  7  deg. 
under  normal  conditions  of  use.  If  a  concentric  type  of  field  is  used, 
the  diameter  of  the  central  area  shall  not  be  less  than  5  deg. 

BS/ARP  No.  32— Illuminated  and  Non-illuminated  ARP  Signs: 

Suitable  for  use  under  Canadian  conditions  with  slight  changes  in 
nomenclature  which  would  be  unfamiliar  to  Canadians.  Map  sym- 
bols in  use  in  Ontario  were  submitted.  Slight  changes  in  nomenclature 
were  suggested  also  by  the  Province  of  Quebec. 

BS/ARP  No.  33  and  Supplement — Stirrup  Pumps: 

No  comments.  Survey  of  manufacturing  possibilities  were  made  in 
Canada. 

BS/ARP  No.  35 — Illuminated  Display  Cabinets: 

For  adoption  in  this  country  a  few  changes  would  be  necessary  to 
have  equipment,  etc.,  conform  to  Canadian  standards. 

BS/ARP  No.  36 — Headlamp  Masks  for  Motor  Vehicles: 

For  adoption  in  this  country  a  few  changes  would  be  necessary  to 
have  equipment,  etc.,  conform  to  Canadian  standards. 

BS/ARP  No.  37 — Street  Lighting  Under  Wartime  Conditions: 

Specification  seems  satisfactory ,  with  slight  modifications.  Similar 
specification  has  been  given  preliminary  consideration  by  the  Cana- 
dian Region  of  the  Illuminating  Engineering  Society.  Conditions 
differ  somewhat  in  Canada  from  those  in  England. 

BS/ARP  No.  38— Traffic  Paints: 

No  Comments. 

BS/ARP  No.  39— Testing  Fire-retardant  Timber  Treatment  by 
Exposure  to  Action  of  Incendiary  Bomb: 

Specification  satisfactory  for  the  purpose  intended.  (See  Forest 
Products  Laboratories'  Report  on  Fire  Retardent  Paints).  "There  is 
some  question  as  to  whether  or  not  the  exposure  of  an  electron  bomb 
in  the  British  test  is  more  scene  than  the  Bunsen  burner  used  in 
our  test." 

BS/ARP  No.  40 — Bleach  Ointment  (Anti-gas  Ointment  No.  1): 

Specification  satisfactory  as  long  as  materials  art  available  in  Canada. 

BS/ARP  No.  41— Front  Lamps  for  Tram  Cars: 

Specification  might  be  revised  to  agree  with  U.S.  standards,  which 
would  be  more  applicable  to  Canadian  conditions. 

BS/ARP  No.  43— A  Closet  for  Use  in  Air  Raid  Shelters: 

No  comments. 

BS/ARP  No.  47 — Testing  Incombustible  Material  to  Provide 
a  Minimum  Standard  of  Protection  Against  Incendiary 
Bombs  : 

Specification  applicable.  It  was  pointed  out,  however,  that  the  chief 
differences  involved  would  be.  the  impact  resistance  of  the  ordinary 
roof  structures  in  Canada  as  compared  with  the  tile  and  other  types 
of  roof  structures  used  in  Europe. 

BS  ARP  No.  48 — Fabric-bitumen  Emulsion  Treatment  for 
Roof  Glazing: 

Specification  applicable,  with  exception  possibly,  of  the  following 
minor  points — the  ring  test  under  Appendix  D  is  essentially  the 
ASTM  test  except  that  the  brass  ring  shown  has  double  the  ASTM 
wall  thickness  and  has  no  bevel.  It  is  unlikely  that  this  will  influence 
the  test  r<  suits  l>ut  a  few  comparative  tests  of  commercial  bitumens 
might  be.  in  order. 


720 


December,  1942     THE  ENGINEERING  JOURNAL 


BS  ARP  No.  52— A  Simple  Portable  Standard  of  Brightness: 

Appears  to  be  suitable  for  use  in  Canada  and  is  actually  in  use  in 
the  optics  laboratory  of  the  National  Research  Council. 

BS/ ARP  No.  53 — Detection  of  Incendiary  Bomb  Fires  by  Heat- 
sensitive  Devices: 

Appears  to  be  suitable  with  the  minor  exception  that  the  words 
"accumulator"  and  "Leclanche  cell"  are  not  commonly  used  in 
Canada. 


BS/ARP  No.  53  (Cont'd) — Fire-Detection  Devices  with  Special 
Reference  to  the  Detection  of  Incendiary  Bombs — A 
Memorandum  by  the  I.E.E.  Advisory  Committee  to 
Ministry  of  Home  Security  : 

This  is   a  general  circular  containing  information  that  might  be 
useful  to  scientific  ivorkers. 

BS/ARP  No.  54— Electrical  Heating  of  Shelters: 

For  adoption  in  this  country  a  few  changes  will  be  necessary  to  have 
equipment,  etc.,  conform  to  Canadian  standards. 


ADDITIONS  TO  THE  LIBRARY 
TECHNICAL  BOOKS 

The  Steam  Locomotive: 

Its  theory,  operation  and  economics.  Ralph 
P.  Johnson.  N.Y.,  Simmons-Boardman 
Publishing  Company,  (c.  1942).  6  x  9Yi 
in.  $3.50. 

Motion  and  Time  Study: 

George  W.  Chane.  N.Y.,  Harper  and 
Brothers,  (c  1942).  Rochester  Technical 
Series.  614  x  9\i  in.  $1.40. 

Materials  Testing  and  Heat  Treating: 

William  A.  Clark  and  Brainerd  Plehn. 
N.Y.,  Harper  and  Brothers,  (c.  1942). 
Rochester  Technical  Series.  6%  x  9%  in. 
$1.75. 

Industrial  Inspection  Methods: 

Lena  C.  Michelon.  N.Y.,  Harper  and 
Brothers,  (c  1942).  8  x  11  in.  $3.50. 

Internal  Combustion  Engines: 

2nd  ed.  J.  A.  Poison.  N.Y.,  John  Wiley 
and  Sons  Inc.,  1942.  6x9  in.  $5.00. 

Alternating  Current  Machines: 

2nd  ed.  A.  F.  Puchstein  and  T.  C.  Lloyd. 
N.Y.,  John  Wiley  and  Sons,  Inc.,  1942. 
6  x  9}4  in.  $5.50. 

Food  for  Thought: 

A  treatise  on  the  utilization  of  farm  pro- 
ducts for  producing  farm  motor  fuel  as  a 
means  of  solving  the  Agricultural  Problem. 
Herman  F.  Willkie  and  Dr.  Paul  J. 
Kolachov.  Indianapolis,  Indiana  Farm 
Bureau,  Inc.,  (C.  1942).  6x914  in.  $2.00. 

A.S.M.E.  Mechanical  Catalogue  and 
Directory,  1943: 

Thirty-Second  annual  volume  issued  Octo- 
ber, 1942,  by  the  American  Society  of 
Mechanical  Engineers. 

Canada  Year  Book  1942: 

Dominion  Bureau  of  Statistics.  Ottawa, 
King's  Printer,  1942.  614x9  in.  $1.50. 

Canadian  Engineering  Standards  Associ- 
ation— Standard  Specifications: 

A56 — Round  timber  piles.  Sept.,  1942,  50c. 
C22.2  No.  46 — Construction  and  test  of 
electric  air-heaters.  2nd  ed.  Oct.,  1942,  50c. 
No.  77 — Construction  and  test  of  inherent 
overheating  protective  devices  for  motors. 
Oct..  1942,  50c. 

American  Standards  Association: 

New  list  of  American  Standards  for  1942. 
(This  list  may  be  obtained  free  of  charge 
by  writing  to  the  American  Standards 
Association,  29  West  39th  Street,  New 
York  City.) 

TRANSACTIONS,  PROCEEDINGS 

U.S. -National  Research  Council- 
Highway  Research  Board: 

Proceedings  of  the  twenty-first  annual 
meeting  held  at  the  John  Hopkins  Univer- 
sity, Baltimore,  December  2-5,  1941- 

Institution  of  Mining  and  Metallurgy: 

Transactions.  Vol.  50,  1940-41-  London, 
The  Institution,  1941. 

North-East  Coast  Institution  of 
Engineers  and  Shipbuilders: 

Transactions.  Vol.  58,  1941-42.  London, 
The  Institution,  1942. 


The  Royal  Society  of  Canada: 

List  of  Officers  and  members  and  minutes 
of  proceedings,  1942.  Ottawa,  The  Society, 
I.942. 

REPORTS 

U.S. — Bureau     of     Standards — Building 
Materials  and  Structures  Reports: 

BMS91 — A  glossary  of  housing  terms. 

University  of  Illinois-Engineering 
Experiment  Station — Bulletins: 

Circular  series,  No.  46 — Hand-firing  of 
bituminous  coal  in  the  home: — No.  47 — 
Save  fuel  for  victory. 

Ohio  State  University  Studies- 
Engineering  Series — Bulletin: 

No.  Ill — Ohio  stream  drainage  areas  and 
flow  duration  tables. 

The  Connecticut  Society  of  Civil 
Engineers  : 

Fifty-eighth  annual  report,  1942. 

Nova  Scotia — Department  of  Labour: 

Annual  report  for  the  year  ended  November 
30,  1941. 

Bell  Telephone  System — Technical 
Publications: 

Entropy,  Monograph  B1347: — Diamond 
dies  for  the  high-speed  drawing  of  copper 
wire,  Monograph  B1348. 

The  Electrochemical  Society — Preprints: 

High-speed  analysis  and  control  of  plating 
solutions,  No.  82-17: — Studies  on  over- 
voltage.  A  study  of  hydrogen  decomposition 
potentials  under  various  conditions  in  acid 
solutions  at  platinized  platinum  electrodes, 
No.  82-26:— Electrode  position  of  iron- 
tungsten  alloys  from  an  acid  plating  bath, 
No.  82-27: — Control  of  ammonia  in  the 
electrodeposition  of  brass,  No.  82-28. 

Canada — Dept.  of  Mines  and  Resources — 
Mines  and  Geology  Branch — 
Geological  Surveys: 

Preliminary  maps  to  the  following  papers: 
42-7,  Takla,  B.C.:— 42-11,  The  Pinchi 
Lake  mercury  belt,  B.C.: — 42-12,  Vasson- 
Dubuisson,  Abitibi  County,  Quebec: — 
42-13,  Beresford  Lake,  Manitoba: — 42-14 
Gem  Lake,  Manitoba. 

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.  Sampling  Methods,  Chemical  Analy- 
sis, Methods  of  Testing,  Specifications  and 
Classifications,     Definitions     of    Terms. 
Sept.  1942,  American  Society  for  Testing 
Materials,    Phila.,   Pa.    122   pp.,  Mus., 
diagrs.,  charts,  tables,  9x6  in.,  paper, 
$1.35. 
The  methods  of  coal  and  coke  approved  by 
the  Society  and  the  official  definitions  and 
specifications  for  classifying  coals  by  rank  and 
grade  are  collected  in  convenient  form  in  this 
pamphlet. 


AIR  RAID  PRECAUTIONS  HANDBOOK 
No.  4A  (2nd  edition).  DECONTAM- 
INATION OF  CLOTHING,  INCLUD- 
ING ANTI-GAS  CLOTHING  AND 
EQUIPMENT,  FROM  PERSISTENT 
GASES 

His  Majesty's  Stationery  Office,  London, 
1942.  31  pp.,  tables,  7x5  in.,  paper,  (ob- 
tainable from  British  Library  of  Informa- 
tion, 30  Rockefeller  Plaza,  New  York,  10c.) 
Precise  directions  are  given  for  decontam- 
ination of  clothing  and  personal  belongings  of 
all  kinds. 

AIR  RAID  PRECAUTIONS  HANDBOOK 
No.  13  (1st  edition).  FIRE  PROTEC- 
TION for  the  Guidance  of  Occupiers 
of  Factories  and  Other  Business 
Premises 

His  Majesty's  Stationery  Office,  London, 
1942.  91  pp.,  diagrs.,  charts,  tables,  91^x6 
in.,  paper,  (obtainable  from  British  Library 
of  Information,  30  Rockefeller  Plaza,  New 
York,  30c). 
This  pamphlet  brings  together  much  prac- 
tical information  on  the  measures  to  be  taken 
for  dealing  with  fires  following  air  raids,  and 
is  based  on  English  experience  in  recent  years. 

AIR    RAID    PRECAUTIONS   TRAINING 
MANUAL  No.  3  (1st  edition). 
RESCUE  SERVICE  MANUAL 

His  Majesty's  Stationery  Office,  London, 
1942.  I49  pp.,  Mus.,  diagrs.,  tables,  10  x  6 
in.,  paper,  (obtainable  from  British  Library 
of  Information,  30  Rockefeller  Plaza,  New 
York,  45c). 
The  organization  of  a  rescue  service,  the 
equipment  needed,  the  methods  to  be  used 
and  the  training  of  rescue  teams  are  set  forth 
in  considerable  detail  in  this  practical  manual. 
The  book  is  based  on  British  air-raid  experi- 
ence. 

AIRCRAFT  DRAFTING  ROOM  MANUAL 
(Cadet  Series) 

By  J.  C.  Thompson.  Aviation  Press,  San 
Francisco,    Calif.,    1939,    pages   in   eight 
sections,  illus.,  diagrs.,  charts,  tables,  IIY2. 
x  9Yi  in.,  paper,  $3.50. 
The  purpose  of  this  book  is  to  supply  in- 
formation  on  the   general   requirements   for 
airplane  drawings  and  adequate  reference  in- 
formation for  preparing  them,  and  to  explain 
the   operation   of  the   drafting-room   system 
used  in  most  aircraft  factories.  Part  one  de- 
scribes drafting  practices,  based  upon  the  re- 
quirements of  the  Army  Air  Corps.  Part  two 
discusses  the  organization  of  an  engineering 
office  and  the  establishment  of  a  system  for 
handling  drawings.  Part  three  contains  data 
upon  the  materials  used  in  aircraft. 

THE  AMERICAN  STUDENT  FLYER 

By  M.  C.  Hamburg  and  G.  H.  Tweney. 

Pitman  Publishing  Corp.,  New  York  and 

Chicago,    1942.    692   pp.,    illus.,    diagrs., 

charts,  tables,  9x   5Yi  in.,  cloth,  $1.50. 

This  text  is  designed  for  use  in  high  schools 

where  preliminary  training  is  offered  to  boys 

who    intend   to   apply   for   appointments   to 

Army  and  Navy  flying  corps.  The  aim  has 

been  to  provide  all  the  material  needed  for 

these  pre-flight  courses  in  a  single  volume. 

ARC  WELDING  JOB  TRAINING  UNITS 
(Dunwoody  Series  Welding  Training 
Jobs)  103  pp. 

GAS1WELDING  JOB  TRAINING  UNITS 
(Dunwoody  Series  Welding  Training 
Jobs)  92  pp. 


THE  ENGINEERING  JOURNAL     December,  1942 


721 


American  Technical  Society,  Chicago,  III., 

1942,  Mus.,  diagrs.,  11  x  8Y1  in.,  paper, 

$1.25  each. 

These  manuals  present  a  course  in  welding 

with  the  electric  arc  and  with  gas,  adapted  to 

the  needs  of  industrial  schools  and  apprentice 

training.  Each  course  consists  of  forty  jobs, 

an  information  sheet  being  furnished  for  each. 

Question  sheets  are  also  provided  for  most 

jobs.  The  courses  have  been  thoroughly  tested 

in  schools  and  industries. 

BASIC  RADIO,  the  Essentials  of  Electron 
Tubes  and  Their  Circuits 
By  J.  B.  Hoag.  D.  Van  Nostrand  Co.,  New 
York,  1942.  379  pp.,  Mus.,  diagrs.,  charts, 
tables,  maps,  9  x  5x/2  in.,  lea.,  $3.25. 
The  aim  in  this  text  is  to  select  the  radio 
tubes  and  circuits  which  experience  has  proved 
useful,  present  a  simple  explanation  of  how 
they  work  and  where  they  are  applied,  and  to 
provide   sufficient    numerical    constants   and 
other  details  to  make  them  readily   under- 
standable. The  text  is  intended  for  students 
with  only  a  limited  knowledge  of  physics  and 
mathematics. 

BOILER  FEED  AND  BOILER  WATER 
SOFTENING,  a  Boiler  Operators' 
Manual 

By  H.  K.  Blanning  and  A .  D.  Rich.  3  ed. 

Nickerson  &  Collins  Co.,  Chicago,  1942. 

164  PV-i  charts,  tables,  11  x  8lA  in.,  cloth, 

$3.50. 
Methods  of  testing  water,  the  interpretation 
of  tests  and  the  various  treatments  available 
for  softening  and  purifying  feed  water  are  dis- 
cussed in  detail  in  this  book.  The  subject  is 
discussed  from  the  point  of  view  of  the  oper- 
ators of  power  plants,  especially  small  ones  of 
low  and  medium  pressure,  where  expert  chem- 
ical assistance  is  not  readily  available. 

THE  CHEMICAL  TECHNOLOGY  OF 
PETROLEUM  (published  formerly  as 
Petroleum  and  Its  Products) 

By  W.  A.  Gruse  and  D.  R.  Stevens.  2  ed. 
McGraw-Hill  Book  Co.,   New   York  and 
London,    1942.    738  pp.,   diagrs.,    charts, 
tables,  9Yi  x  6  in.,  cloth,  $7.50. 
Based   upon   Gruse's    "Petroleum    and    Its 
Products",   the  present  volume  is  twice  the 
size  of  the  original  book  and  has  been  com- 
pletely rewritten.  It  presents  a  chemical  dis- 
cussion of  the  petroleum  industry  as  a  whole. 
The  chemical  composition  of  petroleums,  their 
chemical  and  physical  properties,  the  group 
reactions  of  petroleum  oils,  the  chemistry  of 
production  and  the  origin  of  petroleum  are 
treated.  Chapters  are  given  on  distillation, re- 
fining by  chemical  and  physical  methods,  and 
on  cracking  and  the  chemical  thermodynamics 
of  petroleum   hydrocarbons.   Other  chapters 
discuss  motor  fuels,  kerosene,  petroleum  lubri- 
cants, paraffin,  petroleum  asphalts  and  other 
products. 

ELECTRICAL  ENGINEERING,  Vol.  2 
By   W.   T.   Maccall.    University  Tutorial 
Press,  Ltd.,  London,  1942.  463  pp.,  Mus., 
diagrs.,  charts,  tables,  9  x  5x/i  in.,  cloth,  15s. 
This  book  is  based  on  the  author's  former 
"Alternating  Current  Electrical  Engineering". 
With  volume  one  of  the  present  work  it  is 
intended  to  cover  all  the  fundamentals  of  all 
branches  of  electrical  engineering  dealt  with 
in  the  usual  three-year  courses  given  in  British 
schools.  This  volume  discusses  symbolic  nota- 
tion,   harmonic   analysis,    alternating-current 
generators  and  motors,  converters,  mercury- 
arc    rectifiers,    transmission,    protection    and 
symmetrical  components. 

Great  Britain.  Dept.  of  Scientific  and  In- 
dustrial Research.  BUILDING  RE- 
SEARCH, WARTIME  BUILDING 
BULLETIN  No.  20,  SAND-LIME 
BRICKS 

His  Majesty's  Stationery  Office,  London, 
I942.  6  pp..  11  x  <?>2  in.,  paper,  (obtain- 
able from  British  Library  of  Information, 
30  Rockefeller  Plaza,  New  York.  10c). 
A   brief  exposition  of  the  properties,   uses 
and  availability  in  England  of  these  bricks, 
with  comment  on  some  points  of  direct  war- 
time interest. 


Great  Britain.  Ministry  of  Works  and 
Buildings.  SECOND  REPORT  OF 
THE  COMMITTEE  ON  THE  BRICK 
INDUSTRY 

His  Majesty's  Stationery  Office,  London, 
1942.  28  pp.,  tables,  9l/2  x  6  in.,  paper, 
(obtainable  from  British  Library  of  Infor- 
mation, 30  Rockefeller  Plaza,  New  York, 
15c). 
This  report  discusses  the  condition  of  the 
British   brick   industry   and   makes  wartime 
recommendations  concerning  the  reduction  of 
output,  a  quota  plan  of  allocation,  the  fixing 
of  minimum  and  maximum  prices,  and  com- 
pensation for  loss  of  sales. 

GUN  MANUFACTURE,  compiled  by  the 
editors  of  "American  Machinist". 

McGraw-Hill  Publishing  Co.,  New  York 

and  London,  1942.  138  pp.,  Mus.,  diagrs., 

charts,  tables,  11  x  8Y2  in.,  paper,  $1.00. 

The  articles  upon  gun  manufacture  which 

have  appeared  in  the  "American  Machinist" 

during  the  last  two  years  have  been  collected 

in  this  convenient  volume.  Methods  of  tooling 

up  for  a  variety  of  guns, as  practised  in  various 

American  factories,  are  described  in  detail. 

HANDBOOK  OF  APPLIED  HYDRAULICS 

By  C.  V.  Davis.  McGraw-Hill  Book  Co., 
New  York  and  London,  1942.  1,084  PP-, 
Mus.,  diagrs.,  charts,  maps,  tables,  9x6  in., 
lea.,  $7.50. 
A   general   reference   work   on   hydraulics, 
composed  of  brief,  yet  complete  texts  on  its 
various  branches  with  practical  information 
on    the    planning    and    design    of    hydraulic 
works.    Hydrology,    river    regulation,    dams, 
spillways,  canals,  hydroelectric  plants,  hydrau- 
lic machinery,  water  supplies,  sewerage,  irri- 
gation, drainage,  etc.,  are  discussed  by  eigh- 
teen prominent  engineers  with  experience  in 
various  fields. 

HANDBOOK  OF  WAR  PRODUCTION 

By  E.  A.  Boyan,  with  a  foreword  by  E.  H. 
Schell,  McGraw-Hill  Book  Co.,  New  York 
and  London.  1942.  368  pp.,  diagrs.,  charts, 
tables,  9x/2x6  in.,  cloth,  $3.00. 
This  handbook  discusses  the  problems  of 
management  that  are  involved  in  the  conver- 
sion of  plants  to  the  production  of  war  mater- 
ials, and  in  increasing  the  quality  and  speed 
of  output.  It  is  based  upon  the  experience  of 
pioneer  war  manufacturers.  Among  the  sub- 
jects discussed  are  the  procurement  of  con- 
tracts,   materials    and    supplies,    production 
planning  and  control,  quality  control,  labor 
and    expansion,     conservation     of    strategic 
material,    industrial   accounting   in   wartime, 
estimating    for   war   contracts,    and   subcon- 
tracting. 

HARDNESS  AND  HARDNESS  MEAS- 
UREMENTS 

By    S.    R.    Williams.    American    Society  for 
Metals,   Cleveland,  Ohio,   1942.  558  pp., 
Mus.,  diagrs.,  charts,  tables,  9Yi  x  6  in., 
cloth,  $7.50. 
In  writing  this  book,  the  author  has  aimed 
to  revive  interest  in  an  active  study  of  the 
subject,  to  promote  a  more  general  outlook 
on  the  problem,   and   to  bring  together  the 
literature  on  the  subject  in  convenient  form. 
The  theories  of  hardness,  the  conditions  un- 
derlying   hardness    measurements,    and    the 
various   methods  and   instruments  available 
are  discussed.  There  is  a  bibliography  of  over 
2,000  references. 

INTERNATIONAL  ASSOCIATION  FOR 
BRIDGE  AND  STRUCTURAL  ENGI- 
NEERING 

MEMOIRES,  ABHANDLUNGEN, 

PUBLICATIONS,  Vol.  6,  1940-*1 

Published  by  the  General  Secretarial  in 
Zurich,  copies  for  sale  at  A.  G.  Gebr. 
Leemann  &  Co..  Stockerstrasse  64.  Zurich, 
Switzerland,  1942.  306  pp..  Mus.,  diagrs.. 
charts,  tables,  9Yi  x  6Y>  in.,  paper,  Suiiss 
Frs.  25;  RM.  15. 


The  present  volume  of  the  Proceedings  con- 
tains four  papers  in  English,  two  in  French 
and  ten  in  German,  which  have  collected  at 
the  headquarters  of  the  Association  since  1939. 
The  papers  discuss  various  matters  related  to 
the  theory  and  practice  of  bridge  and  struct- 
ural engineering. 

INTRODUCTION  TO  NAVAL  ARCHI- 
TECTURE 

By  J.  P.  Comstock.  Simmons-Boardman 
Publishing  Corp.,  New  York,  1942.  209 
pp.,  Mus.,  diagrs.,  charts,  tables,  914  x  6 
in.,  cloth,  $4.00. 
This  textbook  is  based  upon  the  course  in 
theoretical  naval  architecture  given  to  hull- 
drawing  apprentices  at  the   Newport   News 
Shipbuilding  and  Dry  Dock  Company.  It  is 
intended  for  students  with  only  high-school 
education  and  does  not  call  for  higher  mathe- 
matics. The  fundamentals  of  the  subject  and 
their  interrelations  are  explained,  and  their 
application  is  shown  by  practical  examples 
in  design. 

MECHANICAL  PHYSICS 

By  H.   Dingle.   Ronald  Press  Co.,   New 
York,  1942.  248  pp.,  diagrs.,  8x5  in., 
cloth,  $2.25. 
The  author  divides  physics  into  "mechani- 
cal" physics  and  "sub-atomic"  physics,  and 
confines  himself  here  to  the  first  division — the 
properties  of  matter,  heat,  and  vibrations  and 
sound.  The  text  is  of  college  grade  and  aims 
to  present  physical  principles  in  a  manner  that 
will  bring  out  especially  their  applications  in 
aeronautics  and  related  subjects. 

MICROWAVE  TRANSMISSION  (Inter- 
national Series  in  Physics) 

By  J.  C.  Slater.  McGraw-Hill  Book  Co., 
New   York  and  London,   1942.  309  pp.. 
diagrs.,  tables,  9Yi  x  6  in.,  cloth,  $3.50. 
In  this  book  on  ultra  high-frequency  sys- 
tems, the  author  presents  the  general  theory 
underlying  the  methods  used  for  transmitting 
these  waves  from  generator  to  receiver,  in- 
cluding the  intermediate  stage  of  radiation 
from  one  antenna  and  absorption  by  another. 
The  treatment  is  based  upon  the  theory  of 
conventional     transmission     lines     and     on 
Maxwell's  equations.  The  book  is  an  advanced 
text  and  reference  book. 

MODERN  TRIGONOMETRY 

By  M.  J.  G.  Hearley.  Ronald  Press  Co.. 

Neiv  York,  1942.  168  pp.,  Mus.,  diagrs., 

charts,  tables,  8x5  in.,  cloth,  $1.75. 

An    elementary    textbook    presenting    the 

numerical    side   of   trigonometry    in   a   form 

adapted  to  students  with  little  mathematical 

background.  The  problems  are  practical  ones. 

and    the    applications    of    trigonometry    in 

astronomy,    navigation    and    mechanics    arc 

discussed.  The  book  is  designed  especially  for 

students  of  aeronautics. 

MOTION  AND  TIME  STUDY  (Rochester 
Technical  Series) 

By  G.  W.  Chane.  Harper  &  Brothers,  New 
York  and  London,  1942.  88  pp.,  diagrs., 
charts,  9lA  x  6  in.,  cloth,  $1.40. 
A  simple  discussion  of  methods  of  time  and 
motion  study,  and  their  use  in  shop  manage- 
ment is  offered  in  this  concise  text.  The  book 
is  intended  as  a  guide  to  assist  management 
personnel  in  increasing  efficiency. 

NATURAL  TRIGONOMETRIC  FUNC- 
TIONS to  Seven  Decimal  Places  for 
Every  Ten  Seconds  of  Arc,  together 
with  Miscellaneous  Tables 

By  H.  C.  Ives.  >  ed.  John  Wiley  A"  Sons, 

New   York:   Chapman    &   Hall,   London. 

1942.  851  pp.,  diagrs.,  tables,  10  x  ?  in.. 

cloth,  $9.00. 
These  tables  give  the  natural  sines,  cosines, 
tangents  and  cotangents.  They  also  include 
eleven  other  tables  frequently  needed  by  sur- 
veyors. Errors  in  the  previous  edition  have 
been  corrected,  and  a  table  giving  the  tangents 
and  cotangents  to  single  seconds  from  0  to  2 
degrees  have  been  added.  The  tables  are  clear- 
ly printed  and  very  readable. 


722 


December,  1942     THE  ENGINEERING  JOURN  M 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


November  30th,  1942. 

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,  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. 


FOR  ADMISSION 

ALLAN— JOHN  CHARLES,  of  5  Fleming  Place,  Peterborough,  Ont.  Born  at 
Toronto,  Aug.  3rd,  1902;  Educ;  B.A.Sc,  Univ.  of  Toronto,  1925;  R.P.E.  of  Ont.; 
1931-32,  teaching  automotive  electricity,  dfting  and  science,  North  Bay  Collegiate 
Institute  and  Vocational  School;  with  the  Canadian  General  Electric  Co.  Ltd.,  as 
follows:  1925-26,  test  course,  1926,  switchboard  engrg.  dept.,  1926-27,  distribution 
transformer  engrg.  dept.,  1927-28,  power  transformer  engrg.  dept.,  1928-30,  apparatus 
sales  dept.,  transformer  section,  1934-38,  panelboard  engr.,  Ward  St.  Works,  1938-40, 
panelboard  engr.,  Royce  Ave.  Works,  1940-42,  acting  supervising  engr.,  Royce  Ave. 
Works,  and  at  present,  asst.  industrial  control  engr.,  Peterborough,  Ont. 

References:  G.  R.  Langley,  C.  E.  Si  -son,  D.  V.  Canning,  J.  Cameron,  A.  L.  Malby, 
W.  T.  Fanjoy,  B.  I.  Burgess. 

BOUX— JOHN  WILLIAM,  of  450  St.  Jean  Baptiste  St.,  St.  Boniface,  Man. 
Born  at  St.  Boniface,  Feb.  24th,  1916;  Educ:  B.Sc.  (Civil),  Univ.  of  Man.,  1940; 
1940-42,  tool  and  jig  designing  for  fabrication  and  assembly  of  aircraft,  aircraft 
plant  layout,  planning  and  control  of  production,  etc.,  and  at  present,  staff  engr., 
airport  divn.,  Macdonald  Bros.  Aircraft,  St.  James,  Man. 

References:  A.  E.  MacDonald,  G.  H.  Herriot,  W.  F.  Riddell,  J.  Hoogstraten. 

KEANE— EDWARD  JOSEPH,  of  Montreal,  Que.  Born  at  Ebbw  Vale,  Mon- 
mouthshire, England,  June  2nd,  1900;  Educ:  1914-18,  Technical  Institute  of  En- 
gineering, Ebbw  Vale.  1914-19,  apprenticeship — 2  years,  machine  shops,  2  years, 
patent  shop  and  foundry,  1  year,  drawing  office,  Ebbw  Vale  Steel,  Iron  and  Coal  Co.  ; 
1919-23,  gen.  engrg.  dftsman.,  with  same  company;  1923-39,  in  practice  on  own 
account  (partly  architecture)  ;  1939-,  asst.  chief  mtce.  engr.,  Richard  Thomas  &  Co., 
Monmouthshire;  1939-41,  chief  dftsman.  and  tool  designer,  Edward  Curran  &  Co., 
cartridge  case  makers,  Cardiff,  Waes,  1941-42,  technical  adviser  and  asst.  mgr.  of 
associated  company,  Curran  Bros.  Ltd.,  in  Canada,  and  at  present,  director,  secre- 
tary-treasurer and  chief  engr.,  Paul  Curran  Limited  (Canada). 

References:  F.  W.  Taylor -Bailey,  R.  S.  Eadie,  C.  H.  Timm,  W.  A.  Bentley,  D. 
N.  Smith. 

LAPERRIERE— J.  MARCEL,  of  632  Niverville  St.,  Three  Rivers,  Que.  Born  at 
Three  Rivers,  Sept.  28th,  1914;  Educ:  1931-34,  Technical  School;  I.C.S.  Elec. 
Engrg.  Course;  with  the  Shawinigan  Water  &  Power  Company,  as  follows:  1934-36, 
ap'ticeship,  1936-38,  dftsman.  and  asst.  tester,  1938  to  date,  transformer  designer 
and  tester,  i/c  testing  floor,  design  and  redesign  operations,  elec.  repair  dept. 

References:  J.  H.  Fregeau,  A.  C.  Abbott,  C.  R.  Reid. 

FOR  TRANSFER  FROM  JUNIOR 

ANDERSON— RODERICK  VICTOR,  of  Niagara  Falls,  Ont.  Born  at  Revel- 
stoke,  B.C.,  July  20,  1909;  Educ:  B.A.Sc.  (Civil),  Univ.  of  British  Columbia,  1931; 
1928-29  (summers),  asst.,  Geological  Survey;  1930  (summer),  dfting.  office,  Do- 
minion Bridge  Co.,  Vancouver;  1934-35,  chem.  lab.,  dfting.  office,  plant  èngr's 
office,  Imperial  Oil  Ltd.,  Sarnia;  1935-40,  asst.  plant  engr.  and  field  engr.,  Tropical 
Oil  Co.,  Barranca  Bermeja,  Colombia,  S.A.;  1940-41,  designing  dftsmn.  Chemical 
Constrn.  Corp.,  New  York,  on  plant  layout  for  chemical  plant  at  Niagara  Falls; 
1941-42,  mtce.  engr.  i/c  spare  parts  dept.,  in  same  plant  operated  by  Welland' 
Chemical  Works,  and  at  present  chief  dftsman.  (St.  1928,  Jr.  1937). 

References:  A.  M.  Fennis,  M.  F.  Ker,  C.  E.  Carson,  E.  W.  Dill,  H.  M.  Rowe. 

BAKER— JOHN  ARTHUR,  of  Toronto,  Ontario.  Born  at  Innisfail,  Alta  April 
15,  1907;  Educ:  B.A.Sc,  Univ.  of  B.C.,  1930;  1928-29,  testing,  Consolidated  Mining 
&  Smelting  Co.,  Trail;  1930-33,  commercial  studies,  Northern  Electric  Co.,  Montreal; 
1933-36,  radio  testing,  R.C.A.,  Victor  and  Canadian  Marconi  Co.,  Montreal,  also 
radio  service;  1937-38,  sales  engr.,  Taylor  Electric  Mfg.  Co.,  London,  Ont.;  1938-40, 
sales  engr.,  Bepco  Canada  Ltd.,  Toronto;  1940  to  date,  inspr.,  Canadian  Under- 
writers Assoc,  Toronto.  (St.  1930;  Jr.  1938). 

References:  F.  E.  Regan,  A.  Matheson,  V.  A.  McKillop,  W.  F.  Auld,  H.  Lillie. 

BROWN— WILLIAM  EDWARD,  of  Hamilton,  Ont.  Born  at  Bristol,  England 
June  12,  1909;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1932;  1929-30,  progress  estimates! 
Welland  Ship  Canal,  St.  Catharines;  1932-33,  field  engr.,  highway  constrn.,  Ruther- 
ford &  Ure,  St.  Catharines,  Ont.;  with  B.  Greening  Wire  Co.  Ltd.,  Hamilton,  Ont,, 
as  follows:  1933-34,  workman,  1934-35,  asst.  foreman,  1935-37,  foreman,  rope  shop"; 
1937-41,  wire  rope  engr.,  engrg.  dept.;  1941  to  date,  wire  rope  engr.,  sales  dept 
(Jr.  1934). 

References:  A.  R.  Hannaford,  T.  S.  Glover,  W. 
S.  Shupe. 


A.  T.  Gilmour,  A.  C.  Macnab, 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


BOUTILIER— ANDREW  PRINGLE,  of  Sydney,  N.S.  Born  at  Sydney,  March 
7,  1909;  Educ:  B.Eng.  (Mech.),  N.S.  Tech.  College,  1938;  with  Dominion  Steel  & 
Coal  Corp.,  Sydney,  as  follows:  1926-28,  rolling  mills,  1928-30,  roll  turning  appren- 
tice, 1935-36,  machinist  apprentice,  1937  (4  mos.),  dftsmn.  mechanical  dept.,  coke 
ovens;  1938,  fitter  on  plant  constrn.,  design  and  constrn.,  coke  ovens,  1939,  engr., 
(steam)  coke  ovenB  and  lubrication  engr.  for  steel  plant;  1938,  2nd  Lieut.,  1939-40, 
works  officer  and  assistant  chief  works  officer,  and  Jan.  1942  to  date,  chief  works 
officer  and  officer  commanding  3rd  Fortress  Co.,  R.C.E.,  with  the  rank  of  Acting 
Major.  (Jr.  1939). 

References:  W.  S.  Wilson,  J.  A.  MacLeod,  J.  H.  Fraser,  F.  H.  Sexton,  S  C 
Mifflen. 

CRAIG— WILLIAM  ROYCE,  of  Vancouver,  B.C.  Born  at  Chicago,  111  ,  July 
4th,  1909;  Educ:  B.Sc,  Univ.  of  Alta.,  1933;  1930-34  (summers),  rodman,  chain- 
man,  instrumentman  and  dftsmn.,  Lethbridge  Northern  Irrigation  Dist.;  1934-35, 
highway  gravel  checker  and  instrumentman,  Alta.  Dept.  Public  Works,  Macleod; 
with  Canadian  Sugar  Factories  Ltd.  at  Picture  Butte  as  follows:  1935-36,  surveyor 
during  constrn.  of  factory,  1936,  electrician  and  motor  tester,  1937,  res.  engr.,  1938- 
41,  res.  engr.  at  Picture  Butte  and  Raymond,  Alta;  1941  to  date  asst.  engr.  in  engrg 
dept.  of  B.C.  Sugar  Refining  Co.,  Vancouver,  B.C.  (St.  1933;  Jr.  1938). 

References:  F.  H.  Ballou,  P.  M.  Sauder,  S.  G.  Porter,  C.  S.  Clendening,  J.  Haimes. 

CRAIN— HAROLD  F.,  of  Ottawa,  Ont.  Born  at  Ottawa,  Feb.  28,  1908;  Educ  ; 
B.Sc,  Queen's  Univ.,  1932;  1930  (summer),  E.  B.  Eddy  Co.;  1932-42,  Crain  Printers, 
Ltd.,  1934  to  date,  vice-president  in  charge  of  production.  Work  mostly  of  manage- 
ment nature — has  also  laid  out  equipment  and  additions  to  building  including  pre- 
liminary plans  for  new  building.  (St.  1932;  Jr.  1935). 

References:  W.  S.  Kidd,  L.  M.  Arkley,  L.  T.  Rutledge,  W.  H.  Munro,  N.  B. 
MacRostie,  H.  E.  Ewart. 

EHLY— LUCAS  JOSEPH,  of  Warspite,  Alta.  Born  at  Odessa,  Sask.,  Aug.  1, 
1908;  Educ:  B.Sc,  Univ.  of  Alta.,  1941;  1928-36,  chainman  to  instrumentman, 
1937-40,  highway  engineer,  Dept.  of  Public  Works,  Alta.;  1941-42,  chem.  engr., 
analytical  and  design,  Royalite  Oil  Co.,  Turner  Valley,  Alta.;  July,  1942  to  date, 
res.  engr.,  airport  survey  and  constrn.,  Dept.  of  Transport,  Lethbridge,  Alta.  (St. 
1930;  Jr.  1941). 

References:  R.  S.  L.  Wilson,  A.  L.  H.  Somerville,  J.  W.  Judge,  N.  W.  Macpherson, 
J.  L.  Pidoux,  H.  LeM.  Stevens-Guille,  R.  H.  Goodchild. 

HUMPHRIES— GEORGE  EDWARD,  Lieut.,  R.C.E.,  of  Petawawa,  Ont.  Born 
at  Wolverhampton,  England,  Dec.  31,  1907;  Educ:  1925-28, 1930-31,  Wolverhampton 
and  Staffordshire  Technical  College,  Wolverhampton,  Eng.  ;  National  certificate  in 
Mechanical  Engrg.  from  Inst,  of  Mech.  Engrs.,  1928;  corres.  course  in  civil  engrg.; 
R.P.E.  of  Ont.;  1926-28  (summers),  dftsmn.,  Foster  Bros.  Ltd.,  England;  1928-29, 
detail  dftsmn.,  Hamilton  Bridge  Co.;  1929-30,  structl.  design,  HE. P.C.  of  Ont.; 
1930,  structl.  design,  McClintic  Marshall  ConBtr.  Co.,  Pittsburgh;   1932,  survey. 


THE  ENGINEERING  JOURNAL     December,  1942 


723 


Dept.  of  Lands  &  Forests,  Nor.  Ontario;  1931-32,  exploration  and  prospecting; 
1932-33  and  1934-35,  engr.,  Edwards  Gold  Mines  Ltd.;  1933-34,  supt.,  Milmac 
Mines  Ltd.;  1935-40,  design  and  eonstrn.,  engr.  in  charge  various  mining  mstallur- 
gical  and  power  plants  for  Can.  Comstock  Co.,  Ltd.,  Toronto;  1940-42,  2nd  Bn., 
R.C.E.,  C.  A.  Overseas;  at  present  Lieut.,  R.C.E.,  A. 5,  R.C.E.T.C.,  Petawawa,  Ont. 
(Jr.  1930). 

References:  S.  W.  Archibald,  R.  E.  Kindersley,  Ed.  Hugh,  W.  B.  Pennock. 

DICK— WILLIAM  ARTHUR,  of  Montreal,  Que.  Born  at  Glasgow,  Scotland, 
June  20,  1914;  Educ. ;  B.Eng.,  McGill  Univ.,  1937;  1935-36  (summers),  apprentice 
engr.,  Thom,  Lamont  &  Co.,  Hawkhead  Engrg.  Works,  Paisley,  Scotland;  with 
American  Can  Co.  as  follows;  1937-39,  asst.  to  machine  shop  foreman;  1939-40, 
mech.  asst.  in  Genl.  Mfg.  Dept.,  Head  Office,  New  York;  1940-41,  asst.  to  plant 
engr.,  and  1941  to  date,  plant  engr.,  Montreal  factory.  (St.  1937). 

References:  A.  Ferguson,  N.  M.  Barclay,  S.  E.  Oliver,  D.  S.  Scott. 

DURANCEAU— CHARLES  ARTHUR,  of  Montreal,  Que.  Born  at  Montreal, 
March  27th,  1913;  Educ:  B.Eng.,  McGill  Univ.,  1937;  with  Duranceau&  Duranceau, 
contractors,  as  follows:  1933-36  (summers)  asst.  to  asphalt  plant  supt.,  and  asst. 
to  field  engr.  on  Postal  Terminal  contract;  1937-40,  civil  engr.  on  eonstrn.  of  various 
plants;  1940  to  date,  civil  engr.  and  mgr.,  Chas.  Duranceau  Ltd.,  contractors.  Work 
includes  eonstrn.  of  car  repair  shop  for  National  Rlys.  Munitions  Ltd.,  additional 
concrete  structures  at  the  Montreal  terminal  station,  asphalt  and  concrete  pave- 
ments for  the  City  of  Montreal  and  Dept.  of  Roads,  Prov.  of  Quebec.  (St.  1937). 

References:  J.  A.  Lalonde,  C.  J.  Leblanc,  K.  G.  Cameron,  R.  Matte. 

EDWARDS— MILTON  CHALMERS,  of  Winnipeg,  Man.  Born  at  Lethbridge, 
Alta.,  Aug.  28,  1912;  Educ:  B.Sc,  Univ.  of  Alta.,  1937;  R.P.E.  Alta.;  1935  (2  mos.), 
chainman,  road  survey,  Prov.  of  Alta.;  1935-36  (summers)  chainman,  rodman, 
P.F.R.A.,  Lethbridge;  1937-38,  graduate  apprentice,  1938-42,  sales  correspondent, 
Canadian  Westinghouse  Co.,  Vancouver,  telephone  sales,  entering  orders  and  handl- 
ing correspondence  on  same,  making  up  quotations,  checking  estimates,  stock  con- 
trol, etc.  At  present,  signals  officer,  R.C.A.F.  with  rank  of  Flying  Officer.  (St.  1937). 

References:  J.  T.  Watson,  J.  Haimes,  W.  E.  Cornish,  H.  N.  Macpherson. 

ELLIS— GWILLYM  LIONEL  TOWNSHEND,  of  Toronto,  Ont.  Born  at 
Edgeley,  Sask.,  July  29,  1909;  Educ:  B.Sc,  Univ.  of  Sask.,  1940;  1940  (10  mos.) 
inspr.  with  DeHavilland  Aircraft  Co.,  Toronto;  1941  (10  mos.)  time  study  engr., 
Massey  Harris  Co.  Ltd.,  Toronto;  at  present,  asst.  engr.  with  Weathermakers  (Can.) 
Ltd.,  Toronto.  (St.  1940). 

References:  I.  M.  Fraser,  W.  E.  Lovell,  N.  B.  Hutcheon,  E.  K.  Phillips,  C.  J. 
Mackenzie. 

EVANS— LESLIE  MURRAY,  of  Esquimalt,  B.C.  Born  at  Halifax,  N.S.,  Aug. 
22nd,  1914;  Educ:  1932-37,  special  classes,  N.S.  Tech.  Coll.;  1932-37,  ap'ticeship, 
fitter  and  turner,  H.M.C.  Dockyard,  Halifax;  1938-42,  i/o  watch  on  various  ships, 
1940^11,  on  staff  of  resident  naval  overseer,  Vancouver,  i/c  strength  of  material 
testing,  testing  and  inspecting  main  and  aux.  mech.  as  asst.  to  overseer,  and  August 
1941  to  date,  chief  engine  room  artificer,  Royal  Canadian  Navy,  Halifax,  N.S. 
(St.  1936). 

References:  G.  L.  Stephens,  C.  A.  Anderson,  B.  Spencer,  A.  C.  M.  Davy,  R.  P. 
Donkin,  S.  J.  Montgomery,  A.  D.  M.  Curry. 

HINDLE— WALTER,  of  Hamilton,  Ont.  Born  at  Edmonton,  Alta.,  Aug.  13. 
1914;  Educ:  B.Sc,  Univ.  of  Alta.,  1937;  1937-39,  engrg.  apprentice,  and  1940  to 
date,  erecting  eng.,  Canadian  Westinghouse  Co.,  Hamilton,  Ont.  (St.  1937). 

References:  J.  T.  Thwaites,  D.  W.  Callander,  H.  Randle,  T.  D.  Stanley.  D. 
Anderson. 

INGRAM— WALLACE  WELLINGTON,  of  Montreal,  Que.  Born  at  Winnipeg, 
Man.  June  17,  1917;  Educ:  B.Sc,  Univ.  of  Man.,  1939;  1937-38  (summers),  machine 
shop  helper,  Quality  Bed  &  Spring,  Winnipeg;  with  Phillips  Electrical  Works,  as 
follows:  1939  (summer)  inspr.  and  electl.  tester;  1939-40,  asst.  to  plant  supt.;  1940- 
42,  asst.  foreman,  lead  and  impregnating  depts.;  Feb.  to  May,  1942,  high  tension 
electl.  tester;  May  1942  to  present,  foreman,  lead  and  impregnating  depts.  (St.  1938). 

References:  L.  Trudel,  L.  A.  Wright,  R.  Boucher,  N.  M.  Hall,  E.  P.  Fetherston- 
haugh. 

JACOBS— CLIFFORD  ROY,  of  81 1  Byers  Ave.,  Joplin,  Miss.  Born  at  Edmonton, 
Alta.,  April  13th,  1913;  Educ:  B.Sc.  (Chem.),  Univ.  of  Alta.,  1939;  1930-36  (alternate 
years  while  attending  univ.),  carpenter's  helper  and  timekpr.,  Carlson's  Building 
Co.,  and  salesman,  demonstrator  and  estimator,  Moss-Tex  Ltd.;  1939-40,  standards 
checker  and  asst.  control  chemist,  Swift  Canadian  Co.  Ltd.,  Edmonton;  1940  to 
date,  with  the  Inspection  Board  of  the  United  Kingdom  and  Canada  inspecting 
explosives  by  chemical  means — 1940-41,  training  at  McMasterville,  Que.,  1941, 
chemist,  at  Memphis,  Tenn.,  and  Dec.  1941  to  date,  asst.  to  inspector  in  charge,  at 
Joplin,  Miss.  (St.  1940). 

References:  I.  F.  Morrison,  J.  A.  Allan,  F.  J.  Hastie,  R.  M.  Hardy,  C.  A.  Robb. 

JONES— DAVID  CARLTON,  of  High  River,  Alta.  Born  at  Calgary,  Alta.,  Dec. 
14,  1914;  Educ:  B.Eng.,  McGill  Univ.,  1937;  1937  (May-Oct.)  engrg.  office,  Proctor 
&  Gamble,  Hamilton,  i/c  cost  analysis  and  efficiency  of  steam,  water  and  power; 
1937-40,  asst.  shop  and  theory  instructor  in  aeronautics,  Prov.  Inst,  of  Technology 
and  Art,  Calgary;  1940  to  date,  chief  ground  instructor  and  chief  link  instructor, 
High  River  Flying  Training  School.  (5  E.F.T.S.).  (St.  1937). 

References:  C.  K.  Hurst,  J.  B.  deHart,  F.  N.  Rhodes,  S.  G.  Coultis,  C.  A.  Cook. 

KLODNISKI— NICHOLAS  ALBERT,  of  Montreal.  Born  at  Edson,  Alta.,  Feb. 
13th,  1915;  Educ:  B.Sc,  Univ.  of  Alta.,  1937;  1937-40,  eonstrn.  and  mtce.  elec- 
trician, International  Nickel  Co.,  Copper  Cliff,  Ont.;  1940-41,  electl.  foreman,  H.  F. 
McLean  Co.  Ltd.  on  DeSalaberry  Island  project  for  DLL.;  1941-42,  engrg.  dftsmn., 
Canadian  Natl.  Rlys.,  Montreal.  (St.  1937). 

References:  R.  G.  Gage,  H.  F.  Finnemore,  P.  L.  Mathewson,  W.  E.  Cornish, 
C.  A.  Robb. 

LaRIVIERE— MARCEL  GERARD,  of  1801  Edinburgh  St.,  New  Westminster, 
B.C.  Born  at  Montreal,  Dec.  9th,  1914;  Educ:  B.Eng.  (Civil),  McGill  Univ.,  1936; 
1936  (summer),  cost  dept.,  General  Steel  Wares  Ltd.,  Montreal,  1937;  temp,  survey, 
Dept.  of  Agriculture,  Vermont;  1937,  asst.  supt.,  highway  eonstrn.,  Troy  Paving 
Co.;  1937-38,  engr.,  Lalonde  &  Valois,  consltg.  engrs.,  Montreal;  at  present,  junior 
engr.,  Dept.  of  Public  Works,  Canada,  New  Westminster,  B.C.  (St.  1935). 

References:  W.  E.  Keyt,  J.  B.  Lambert,  R.  Laferriere,  J.  A.  Lalonde,  K.  M. 
Cameron,  F.  G.  Goodspeed,  E.  W.  Martin. 

MARANTZ— OSCAR,  of  Winnipeg,  Man.  Born  at  Winnipeg,  July  29,  1915 
Educ:  B.Sc,  Univ.  of  Man.,  1942;  1941  (summer),  asst.  to  city  engr.,  St.  Thomas, 
Ont.;  1942  (summer)  dftsmn.,  design  dept.,  S.  and  S.  Aircraft  Ltd.,  Winnipeg;  at 
present,  demonstrator,  Faculty  of  Engineering,  Univ.  of  Manitoba.  (St.  1941). 

References:  A.  E.  Macdonald,  G.  H.  Herriot,  R.  W.  Moffat,  W.  F.  Riddell,  W. 
C.  Miller. 

MERCIER— JULES  MATHIAS,  of  Peterborough,  Ont.  Born  at  Three  Rivers, 
Que.,  Feb.  12,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1940;  1937-38, 
Montreal  Metropolitan  Commn.;  1939  (summer)  Shawinigan  Water  &  Power  train- 
ing course;  1940-41,  test  course,  1941  to  date,  meter  engr.,  Canadian  General  Electric 
Co.  (St.  1938). 

References:  G.  R.  Langley,  H.  R.  Sills,  J.  Cameron,  I.  F.  McRae,  D.  J.  Emery. 


MORIN— ALPHONSE  G.,  of  St.  Jacques,  Que.  Born  at  St.  Camille,  Que.,  Dec. 
20th,  1910;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  R.P.E.  Que.;  1937-38 
(summers),  instr'man.,  surveying  party  and  geol.  party;  1939  to  date,  res.  engr.  on 
road  eonstrn.  contracts,  Quebec  Roads  Dept.  (St.  1938). 

References:  A.  Gratton,  R.  Boucher,  A.  Circe,  R.  St.  Pierre,  E.  Gohier,  R.  Savary, 
J.  A.  Lalonde,  T.  J.  Lafreniere. 

MOULE— GERALD  WILLIAM,  of  Verdun,  Que.  Born  at  Luton,  England, 
March  23,  1915;  Educ:  B.Sc,  Univ.  of  Man.,  1937;  1937-40,  electl.  dfting,,  Canadian 
Industries,  Ltd.,  Montreal;  with  Defence  Industries  Ltd.  as  follows:  1940-41,  electl. 
engr.,  Montreal;  1941-42,  shift  supervisor,  Winnipeg;  1942  to  date,  electl.  engr., 
Montreal.  (St.  1935). 

References:  E.  P.  Fetherstonhaugh,  K.  C  Karn,  A.  G.  Moore,  C.  R.  Bown,  W. 
W.  TimminB. 

McEOWN— WILBERT  R.,  of  St.  Boniface,  Man.  Born  at  Bracebridge,  Ont., 
Sept.  3,  1915;  Educ:  I.C.S.,  Industrial  Electricity;  1935-39,  apprenticeship,  Leaders, 
Ltd.,  mfrs.  of  electl.  and  mechl.  equipment,  Winnipeg;  1939-40,  instlln.  and  mtce. 
industl.  electrn.,  Canada  Packers,  Ltd.;  1940  to  date,  inspr.  of  electricity  and  gas, 
Dept.  of  Trade  &  Commerce,  Winnipeg,  Man.  (St.  1941). 

References:  E.  V.  Caton,  C.  P.  Haltalin,  L.  M.  Hovey,  J.  W.  Sanger,  H.  L.  Briggs, 
W.  Beverly. 

O'DONOUGHUE— GERALD,  of  Mt.  Rainier,  Maryland,  Born  at  Montreal 
Que.,  Mar.  23,  1915;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  1939;  1938  (sum- 
mer), surveying,  1939-40,  surveying  and  eonstrn.  of  sub  grade  highway,  Quebec 
Roads  Dept.;  1940-42,  i/c  of  specifications  and  drawings,  Inspection  Board  of  the 
United  Kingdom  and  Canada,  Washington,  D.C  (St.  1937). 

References:  J.  A.  Lalonde,  A.  Circe,  P.  P.  Vinet,  R.  Boucher. 

RAMSDALE— DONALD  OSLAND  DALLAS,  of  Halifax,  N.S.  Born  at  Mont- 
real, Dec.  20,  1910;  Educ:  B.Eng.,  McGill  Univ.,  1933;  1930,  survey  and  trans- 
mission line  constn.,  Montreal  Light,  Heat  &  Power;  1933-37,  estimating,  1937-40, 
sales,  erection  and  service  engrg.,  Bepco  Canada  Ltd.,  Toronto;  1930-42,  sales,  erec- 
tion, service  and  application  engrg.,  English  Electric  Co.  of  Canada.  At  present 
Prob.  sub.  Lieut.,  R.CN.V.R.  (St.  1933). 

References:  C  V.  Christie,  R.  A.  Yapp,  F.  E.  Regan,  J.  D.  Chisholm,  G.  Kearney. 

ROBERT— ANDRE,  of  Arvida,  Que.  Born  at  Leask,  Sask.,  Sept.  27,  1914; 
Educ:  B.Sc,  Univ.  of  Man.,  1938;  1938-39,  junior  engr.,  1939-41,  asst.  power  engr., 
Saguenay  Power  Co.;  1941-42,  system,  distribution  engr.,  1942  to  date,  system  com- 
munication engr.,  Saguenay  Transmission  Co.;  (St.  1938). 

References:  McNeely  DuBose,  F.  L.  Lawton,  J.  R.  Hango,  C.  Miller. 

WESTON— NORMAN  OWEN,  of  Hamilton,  Ont.  Born  at  Calgary,  Alta.,  July 
3,  1913;  Educ:  B.Sc,  Univ.  of  Alta.,  1935;  1936,  Test  Dept.,  1937,  correspondence 
dept.,  1938-40,  Illumination  Divn.,  1940-42,  engr.,  dept.  supervisor,  Illumination 
Divn.,  Canadian  Westinghouse  Co.  (St.  1935). 

References:  L.  C.  Sentanee,  D.  W.  Callander,  J.  T.  Thwaites,  J.  R.  Dunbar. 

WRIGHT— AUSTIN  MEADE,  of  Montreal,  Que.  Born  at  Montreal,  July  17th, 
1918;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1941;  Summers— 1937,  labourer,  Melba 
Gold  Mines,  Noranda;  1938,  transmission  line  eonstrn.,  Beauharnois,  and  1939, 
substation  generation  and  mtce.,  Three  Rivers,  Shawinigan  Water  &  Power  Co.; 
1940, asst.  to  elec.  engr.,  Noranda  Mines;  April  1941  to  date,  Sub-Lieut.,  R.CN.V.R., 
1941-42,  Asst.  Degaussing  Officer,  Halifax,  and  1942  (May-Sept.),  Asst.  Chief 
Degaussing  Officer,  Naval  Hdqrs.,  Ottawa.  At  present  overseas.  (St.  1938). 

References:  R.  DeL.  French,  R.  E.  Chadwick,  J.  B.  Challies,  R.  E.  Heartz,  A. 
S.  Runciman,  J.  Morse,  L.  A.  Wright. 

HUTTON— JOHN  ROBERT,  of  Hamilton,  Ont.  Born  at  Halifax,  N.S.,  June 
2nd,  1905;  Educ:  B.Sc,  (E.E.),  N.S.  Tech.  Coll.,  1927;  R.P.E.  Ontario;  with  Cana- 
dian Westinghouse  Co.  Ltd.,  Hamilton,  as  follows:  1927-29,  graduate  student  appren- 
tice, 1929-32,  illumination  sales  engrg.,  1932-35,  lamp  sales  correspondent,  1935  to 
date,  lamp  engr.,  manufacture  and  design  and  preparation  of  specifications  of  electric 
lamps.  (St.  1925;  Jr.  1935). 

References:  H.  A.  Cooch,  D.  W.  Callander,  E.  M.  Coles,  J.  R.  Dunbar. 

JOHNSTON— ORVAL  ELLSWORTH,  of  Toronto,  Ont.  Born  at  Summerstown, 
Ont.,  March  16th,  1906;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1934;  1926-30,  dftsmn.. 
HE.  PC.  of  Ont.;  1932  (summer),  field  engr. 's  asst.,  Marrow  &  Beatty  Ltd.;  1934-36, 
engrg.  asst.  to  district  civil  engr.,  and  1936  to  date,  designing  engr.,  H.E.P.C  of 
Ontario,  Hydraulic  Dept.,  Toronto.  (Jr.  1936). 

References:  O.  Holden,  S.  W.  B.  Black,  E.  B.  Hubbard,  S.  Jackson,  C  R.  Young. 

McCANN— WILLIAM  NEIL,  of  Toronto,  Ont.  Born  at  Peterborough,  Ont., 
June  16th,  1907;  Educ:  B.Sc,  Univ.  of  Man.,  1934;  1931-32,  transitman,  Trans- 
Canada  Highway  Constrn.;  1935-37,  instrumentman,  1937-38,  junior  engr.,  1938-40, 
asst.  engr.,  P.F.R.A.;  1940-41,  res.  engr.,  Dept.  of  Transport,  i/c  Moose  Jaw  airport 
eonstrn.;  1941  to  date,  engr.,  construction,  refinery  operation,  McColl  Frontenac 
Oil  Co.,  Montreal.  (St.  1930;  Jr.  1936). 

References:  B.  Russell,  G.  T.  Chillcott,  D.  A.  R.  McCannel,  F.  Smail,  Y  E. 
Thierman,  S.  II.  Hawkins. 

ODDLEIFSON— AXEL  LEONARD,  of  Seven  Sisters  Falls,  Man.  Born  at 
Winnipeg,  Man.,  March  15,  1909;  Educ:  B.Sc,  Univ.  of  Man.,  1931;  with  Winnipeg 
Electric  Co.  as  follows;  1934-35,  electrician's  helper,  Winnipeg,  1935-36,  electrician. 
Great  Falls,  1936-41,  electrician,  Seven  Sisters,  1941  to  date,  junior  engr..  Seven 
SisterB,  Man.  (St.  1929,  Jr.  1936). 

References:  A.  S.  Williams,  L.  M.  Hovey,  C.  P.  Haltalin,  E.  V.  Caton,  N.  M. 
Hall,  G.  H.  Herriot. 

ROBERTSON— GORDON  GERRARD  DICKSON,  of  205-2nd  St.  W.,  Calgary. 
Alta.  Born  at  Winnipeg,  Man.,  Dec.  30th,  1902;  Educ:  1925-32  (intermittent!, 
Univ.  of  Alta.,  one  year  to  complete  B.Sc.  (Mining);  1920-28,  field  and  office  work. 
Topog'l.  Surveys,  Dept.  of  the  Interior;  1929,  International  Boundary  Commn.; 
1930,  asst.  on  subdivisions,  Topog'l.  Surveys;  1934,  layout  and  eonstrn.,  Currie 
Barracks,  Calgary,  Dept.  Nat.  Defence;  1935  (6  mos),  Geol.  Survey  in  Alta.;  1936 
(4  mos),  design  and  installn.,  mining,  elec  and  oil  field  equipment,  Wilkinson  and 
McClean  Ltd.,  Calgary  and  Edmonton;  1936  (3  mos),  eonstrn.,  absorption  plant, 
British  American  Oil  Co.,  Turner  Valley;  1936,  Geol.  Survey  of  Canada;  1937, 
designer  and  computer,  Mechanical  Industries  Ltd.,  Calgary;  1937,  i/c  field  engr. 
and  Bupervn.  of  test  drill,  for  J.  S.  Irwin,  consltg.  geologist;  1937-40,  dftsman., 
asst.  on  bridge  design,  etc.,  surveys  and  engrg.  branch,  Dept.  of  Mines  &  Resources, 
Banff,  Alta.;  1940,  field  engr.,  Geol.  Survey  of  Canada;  1940-41,  dftsman.,  engrg. 
records,  etc.,  Alberta  Nitrogen  Co.,  oper.  by  Can.  Mining  &  Smelting  Co.  for  Dept. 
Munitions  &  Supply;  1941,  dftsman.  and  field  engr.  for  J.  S.  Irwin;  1941  to  date, 
dftsman.  and  field  engr.,  Imperial  Oil  Co.  Ltd..  Calgary,  Alta.  (St.  1928,  Jr.  1936) 

References:  F.  H.  Peters,  F.  M.  Steel,  C.  A.  Robb,  F.  G.  Bird,  J.  V.  Rogers, 
H.  W.  Tooker. 

SIMMONS— HERBERT  JOHN,  of  London,  Ont.  Born  at  Kingston,  Ont.  Dec 
20,  1906;  Educ:  B.Sc,  Queen's  Univ.,  1931;  R.P.E.,  Ont.;  1927-28-30  (summers) 
Canadian  Locomotive  Co.,  erecting  shop;  1929  (summer),  Ont.  Dept.  of  Highways; 
1931-32,  instrumentman,  Ont.  Dept.  Highways;  with  General  Steel  Wares  Ltd.  as 
follows;  1934  (May-Oct.),  time  study  engr.,  Toronto,  1934-36,  time  study  engr., 
London;  1936,  supt.  and  producn.  mgr.,  London.  (St.  1928;  Jr.  1936). 

References:  L.  M.  Arkley,  L.  T.  Rutledge,  W.  M.  Veitch,  R.  W.  Garrett. 

{Continued  on  opposite  page) 


724 


December,  1942     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


NOTICE 


Technical  personnel  should  not  reply 
to  any  of  the  advertisements  for  situa- 
tions vacant  umI<m.m— 

1.  They  are  registered  with   the   War- 
time Bureau  of  Technical  Personnel. 

2.  Their  services  are  available. 

A  person's  services  are  considered 
available  only  if  he  is— 

(a)  unemployed; 

(b)  engaged  in  work  other  than  of  an 
engineering  or  scientific  nature; 

(c)  has  given  notice  as  of  a  definite 
date;   or 

(d)  has  permission  from  his  present 
employer  to  negotiate  for  work 
elsewhere  while  still  in  the  service 
of  that  employer. 

Applicants  will  help  to  expedite 
negotiations  by  stating  in  their  appli- 
cation whether  or  not  they  have  com- 
plied with  the  above  regulations. 


SITUATIONS  VACANT 

CHEMICAL  OR  METALLURGICAL  ENGINEER 
with  flotation  experience  for  work  in  fluoride  depart- 
ment at  Arvida.  Que.  Apply  to  Box  No.  2592-V. 

ELECTRICAL  ENGINEER  for  plant  and  townsite 
electrical  maintenance  work  at  Mackenzie,  British 
Guiana.  Apply  to  Box  No.  2596-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. 


CONCRETE  DETAILER  for  Arvida,  Quebec.  Apply 
to  Box  2597 -V. 

MINING  METALLURGICAL  OR  CHEMICAL 
ENGINEER  for  aluminum  plant  at  Arvida.  Indus- 
trial smelting  or  mining  experience  for  experimental 
and  technical  work  and  supervision  in  remelt  and 
shipping  departments.  Apply  to  Box  2599-V. 

DESIGNING  ENGINEER  WANTED  for  a  perma- 
nent position  as  chief  engineer  with  a  machinery 
manufacturing  concern  in  Eastern  Canada.  State  age, 
salary  expected  and  give  details  of  past  experience. 
Apply  to  Box  No.  2604-V. 

MECHANICAL  ENGINEER  for  Arvida,  Que.,  to 
take  charge  of  repair  and  maintenance  of  equipment, 
ordering  spare  parts,  etc.  Apply  to  Box  No.  605-V. 

CHEMICAL,  MECHANICAL  OR  CIVIL  ENGI- 
NEER for  Arvida,  Que.  Supervision  of  operations 
and  labour  in  alumina  plant.  Apply  to  Box  No. 
2606-V. 

CHEMICAL  ENGINEER  for  Arvida,  Que.,  to  assist 
in  the  supervision  of  operations  and  labour  in  the 
aluminum  fluoride  plant.  Apply  to  Box  No.  2607-V. 

DRAUGHTSMAN  for  La  Tuque,  Que.,  experienced  in 
equipment  installation  to  take  charge  of  engineering 
work.  Apply  to  Box  No.  2608-V. 

CHEMICAL,  METALLURGICAL  OR  MINING 
ENGINEER  for  Beauharnois,  Que.  To  assist  pro- 


duction superintendent  in  supervision  of  pot  rooms. 
Apply  to  Box  No.  2609-V. 

CHEMICAL  ENGINEER  for  Arvida,  Que.  Assist  in 
supervision  of  process  control  of  precipitation  de- 
partment. Apply  to  Box  No.  2610-V. 

GENERAL  DRAUGHTSMEN  to  make  layouts  for 
various  kinds  of  plant  equipment  including  drives, 
etc.,  for  important  war  work  in  Montreal.  Apply  to 
Box  No.  2611-V. 


SITUATIONS  WANTED 

ENGINEER,  m.e.i.c,  A.M.i.Mech.E.  Available  for 
essential  responsible  position.  Apply  to  Box  No. 
704-W. 

ENGINEERING  MANAGER,  b.a.sc,  m.e.i.c,  Reg- 
istered Professional  Engineer,  Canadian,  married, 
20  years'  thorough  experience  in  industrial  manage- 
ment; mechanical  and  electrical  construction  and 
development,  production  planning,  precision  manu- 
facturing, very  well  versed  in  organization  methods. 
At  present  in  complete  charge  of  an  extensive  pro- 
gramme now  nearing  completion  by  a  large  company 
of  designers  formed  in  Toronto  about  a  year  ago. 
Really  responsible  position  with  well-established 
company  desired.  Available  immediately.  Will  go 
anywhere.  Apply  to  Box  No.  2437-W. 


PRELIMINARY  NOTICE 

{Continued  from  page  724) 

STEAD— HARRY  G.,  of  London,  Ont.  Born  at  Wilton  Grove,  Ont.,  Jan.  26, 
1908;  Educ:  passed  E.I.C.  Exams  for  Junior  1938,  passed  mil.  exam,  for  qual.  as 
Lieutenant,  R.C.E.;  London  Tech.  Sch.  (night  classes),  corres.  course,  Br.  Inst,  of 
Science  and  Technology;  R.P.E.  of  Ontario;  with  E.  Leonard  &  Sons  Ltd.  as  follows; 
1923-27,  apprentice  dftsmn.,  1927-31,  mech.  dftsmn.,  1931-38,  chief  dftsmn.,  and 
1938  to  date,  chief  engr.,  i/c  design  estimates  and  all  engrg.  work  on  boilers,  tanks, 
pressure  vessels,  high  vacuum  equipment,  power  plants,  etc.  (Jr.  1938). 

References:  E.  I.  Leonard,  J.  A.  Vance,  H.  F.  Bennett,  R.  W.  Garrett,  E.  V. 
Buchanan. 

TAMES— JOHN  ALEX.,  of  Vancouver,  B.C.  Born  at  Kearney,  Ont.,  Sept.  11th, 
1900;  Educ:  B.Sc,  Univ.  of  Alta.,  1925;  1927-42,  Assoc,  and  1942,  Member, 
A.I.E.E.;  1918-19,  dftsman,  rodman,  G.T.P.Rly.,  Edmonton;  1924-25  (summers), 
instrumentman,  Dom.  Gov.  Geo.  Survey;  with  Canadian  Westinghouse  Co.  as  fol- 
lows: 1925-27,  apprentice  course;  1927-28,  industrial  service,  Vancouver  service 
dept.;  1928-37,  sales  engr.,  industrial  apparatus,  and  1937  to  date,  sales  engr.,  central 
station  apparatus,  Vancouver,  B.C.  (St.  1924,  Jr.  1928). 

References:  F.  H.  Ballou,  A.  C.  R.  Yuill,  H.  J.  MacLeod,  J.  P.  Fraser,  R.  E. 
Potter,  P.  B.  Stroyan,  T.  V.  Berry. 

WARKENTIN— CORNELIUS  PAUL,  of  Sarnia,  Ont.  Born  at  Winkler,  Man., 
Nov.  25,  1898;  Educ:  B.Sc,  Univ.  of  Man.,  1926;  R.P.E.  Ontario;  1926-28,  dfting. 
and  designing,  Good  Roads,  Man.  Govt.;  1928  (6  mos.)  hydrographie  survey, 
Federal  Govt.;  with  Imperial  Oil  Co.  as  follows:  1929-33,  dfting,  surveying  and  de- 
signing; 1933-35,  engr.  on  refinery  operations,  Montreal;  1935-42  designing  and 
supervising  the  design  of  Refinery  Process  Equipment,  Sarnia,  Ont.  (St.  1924;  Jr. 
1927). 

References:  T.  Montgomery,  G.  L.  Macpherson,  C.  E.  Carson,  F.  C.  Mechin, 
R.  L.  Dunsmore. 

FOR  TRANSFER  FROM  STUDENT 

ALEXANDER— ALWIN  PAUL,  of  Siderite,  Ont.  Born  at  Granum,  Alta.,  July 
9.  1909;  Educ:  B.Sc,  Univ.  of  Alta.,  1933;  1933-37,  operating  service  station;  1937- 
41,  domestic  and  commercial  wiring  under  own  name;  Jan.  1942  to  date,  asst.  to 
chief  electrn.,  mtce.  and  constrn.  Iron  Ore  Sintering  Plant  of  Algoma  Ore  Properties, 
Ltd..  Helen  Mine,  Ont.  (St.  1933). 


References:  A.  J.  Branch,  N.  H.  Bradley,  W.  L.  MacKenzie,  H.  J.  MacLeod, 
W.  E   Cornish. 

ARMSTRONG— HOWARD  ELGIN,  of  Rodney,  Ont.  Born  at  Rodney,  Sept. 
11,  1910;  Educ:  B.Sc,  Queen's  Univ.,  1942;  1940  (4  mos.)  Canada  &  Dom.  Sugar 
Co.  Ltd.,  Montreal,  records  and  reports  of  engrg.  dept.  and  dfting;  Sept.  1940  to 
Apr.  1941,  records  inspn.  dfting.,  Can.  Car  Munitions,  Montreal;  1941  (3  mos.) 
junior  engr.,  Allied  War  Supplies  Corp.,  Montreal;  1941  to  date,  Lieutenant,  27 
Field  Company,  R.C.E.,  C.A.,  Debert,  N.S.  (St.  1940). 

References:  D.  S.  Ellis,  J.  B.  Baty,  E.  Wing,  M.  W.  Huggins. 

BELLE-ISLE,  JOSEPH  GERARD  GERALD,  of  St.  Bazile  le  Grand,  Quebec. 
Born  at  Ste.  Madeleine,  Que.,  July  7,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytech- 
nique, 1938;  1934-37  (summers),  instrument  man  and  res.  eng.,  and  leader  of  sur- 
veying party,  Quebec  Roads  Dept.;  1938-40,  asst.  divnl.  engr.,  Beauceville,  and 
1940-41,  divn.  engr.  at  Plessisville,  Que.  Roads  Dept.;  1941-42,  outside  plant  engr., 
Bell  Telephone  Co.  of  Canada,  Montreal;  at  present,  P/O,  R.C.A.F.,  Rivers,  Man. 
(St.  1938). 

References:  E.  Gohier,  L.  E.  Ennis,  R.  St.  Pierre,  A.  Circe,  H.  Gaudefroy,  A. 
Duperron. 

CONNOLLY— JOHN  LAWRENCE,  of  Mackenzie,  Br.  Guiana.  Born  at  Sydney, 
N.S.,  May  6,  1913;  Educ:  B.Eng.,  N.S.  Tech.  Coll.,  1936;  1935  (summer),  asphalt 
plant  and  highway  inspr.,  Milton  Hersey  Co.  Ltd.,  Montreal  1935-37,  still  fireman 
and  still  runner,  asphalt  stills,  Imperial  Oil  Refinery,  Dartmouth,  N.S.;  1937-40, 
technical  order  editor  and  price  setter,  Special  Products  Dept.,  Northern  Electric 
Co. ,  Montreal  ;  1940  to  date,  asst.  plant  supt. ,  Demerara  Bauxite  Co.  Ltd. ,  Mackenzie, 
Br.  Guiana,  S.A.  (St.  1930). 

References:  R.  E.  Williams,  T.  H.  Henry,  R.  W.  Johnson,  R.  W.  Emery,  P.  H. 
Morgan. 

CROOK— DONALD  GORDON,  of  New  Westminster,  B.C.  Born  at  Rouleau, 
Sask.,  Mar.  19,  1915;  Educ:  B.Sc,  Univ.  of  Sask.,  1941;  1933-35,  inspn.  of  refinery 
products,  chemical  lab.,  Imperial  Oil  Ltd.,  Regina;  1935-37,  refinery  mtce.  and  con- 
strn., and  1937-40  (summers)  process  man  on  refinery  staff,  Consumers'  Co-operative 
Refineries,  Regina;  1941-42,  civilian  aircraft  inspr.,  Dept.  of  Natl.  Defence  for  Air; 
at  present,  planning  dept.,  Neon  Products  of  Western  Canada  Ltd.,  i/c  procurement 
of  special  tooling  and  essential  standard  tools  as  required  on  a  Navy  contract.  Also 
safety  engr.  for  the  plant.  (St.  1940). 

References:  R.  A.  Spencer,  J.  R.  Hartney,  D.  A.  R.  McCannel,  C.  R.  Forsberg, 
S.  Young. 


THE  ENGINEERING  JOURNAL     December,  1942 


725 


Industrial  News 


A.C.  WELDERS 

Canadian  Westinghouse  Company,  Limited, 
Hamilton,  Ont.,  have  just  issued  a  12-page 
bulletin,  No.  3136,  entitled  "Westinghouse 
A.C.  Welders."  This  bulletin  is  designed  to 
emphasize  the  outstanding  features  of  a.c. 
welders  and  to  provide  a  guide  to  the  selection 
of  the  proper  equipment  for  many  of  the 
present  industrial  jobs.  Action  photographs 
show  the  welders  being  used  for  different 
classes  of  welding  work,  while  other  illustra- 
tions accompany  detailed  descriptions  of  the 
various  models.  A  table  of  specifications  is 
included. 

AIRCRAFT  TUBE,  PIPE 
&  HOSE  FITTINGS 

An  102-page  catalogue,  No.  A  300-A,  re- 
cently published  by  Weather  head  Co.  of 
Canada  Ltd.,  St.  Thomas,  Ont.,  is  divided 
into  six  sections  and  presents  descriptive  and 
tabular  specifications  covering  the  numerous 
items  under  each  of  the  the  following  main 
divisions:  Hose  specifications;  Army  Air  Corps 
and  Navy  standard  hose  assemblies;  Miscel- 
laneous hose  assemblies;  Naval  Aircraft  Fac- 
tory tube  fittings;  A.C.  811  tube  fittings;  Pipe 
fittings  and  hose  nipples.  Illustrations  and 
dimensional  drawings  are  provided  through- 
out the  text. 

ALL-PURPOSE  CLEANER 

"Annite  Red  Label"  is  the  title  of  a  4-page 
bulletin,  No.  122,  being  distributed  by 
Quigley  Co.  of  Canada  Ltd.,  Lachine,  Que. 
This  product  is  described  as  a  highly  active 
colloidal  detergent  all  purpose  cleanser  which 
is  effective  in  any  water.  Its  application  in  a 
wide  variety  of  cleaning  jobs  is  described  and 
illustrated.  The  company  has  also  published 
a  booklet  entitled  "Directions  for  Using  Red 
Label  Annite." 

COMBINATION  SLITTING  SHEARS, 
PUNCHES  &  BAR  CUTTERS 

A  recently  issued  bulletin,  No.  360,  contain- 
ing 24  pages,  by  Canadian  Blower  &  Forge  Co. , 
Ltd.,  Kitchener,  Ont.,  describes  and  illus- 
trates the  Buffalo  "Armor-Plate"  Universal 
Iron  Workers,  Nos.  O,  %,  \x/i  and  2.  All  im- 
portant features  are  designated  on  a  large  size 
illustration,  while  each  unit  is  treated  separ- 
ately in  detail.  A  two-page  spread  shows 
close-ups  of  features  common  to  all  units.  A 
series  of  tables  gives  the  capacities  of  each 
machine  for  different  classes  of  work  in  various 
materials.  These  machines  have  both  notching 
and  coping  operations  available  without 
changing  tools. 

FUSES 

An  8-page  bulletin,  No.  200-E,  issued  by 
Powerlite  Devices  Ltd.,  Toronto,  Ont.,  de- 
scribes the  Schweitzer  &  Conrad  type  "SM" 
fuses  for  heavy  duty — severe  short  circuit 
conditions.  These  fuses  are  manufactured  in 
Canada  by  Powerlite  Devices  Ltd.  Construc- 
tion and  operation  features  are  given,  accom- 
panied by  illustrations,  and  a  series  of  draw- 
ings are  provided  with  the  tables  of  dimensions 
for  various  types  of  "SM"  fuse  holders. 

SPEED  REDUCERS 

Abart  Gear  &  Machine  Company,  Chicago, 
111.,  have  prepared  a  20-page  bulletin,  No. 
800A,  describing  their  line  of  single  reduction 
type,  fractional  horsepower  worm  speed  re- 
ducers, with  ratios  5%  to  1  up  to  100  to  1 
andratingsof  1/50  to  2  h.p.  Large  illustrations, 
dimensional  drawings  and  tables  of  horse- 
power ratings  at  input  r.p.m.  are  included  for 
each  of  the  various  horizontal  and  vertical 
types  of  units.  A  phantom  drawing  is  used  to 
describe  the  construction  characteristics  of 
these  speed  reducers.  Enterprise  Agencies 
Limited,  Montreal,  Que.,  have  been  appointed 
Canadian  distributors  for  "Abart"  products. 


Industrial    development  —  new    products  —  changes 
in     personnel  —  special     events  —  trade     literature 


GLOBE  &  GATE  VALVES 

Crane  Limited,  Montreal,  Que.,  have  for 
distribution  Bulletin  No.  5,  in  the  series  of 
bulletins  entitled  "Piping  Pointers"  designed 
and  produced  to  help  industrial  maintenance 
men  keep  piping  systems  working  at  peak 
efficiency.  Each  bulletin  presents,  in  a  simple 
but  effective  manner,  valuable  information  on 
some  important  feature  of  pipe  line  mainten- 
ance. Five  such  bulletins  have  been  issued  to 
date  and  all  are  available  upon  application  to 
the  company.  They  are  excellent  for  training 
purposes  and  for  posting  on  shop  bulletin 
boards. 

HEATING  ECONOMY  HINTS 

C.  A.  Dunham  Co.,  Ltd.,  Toronto,  Ont., 
have  issued  a  24-page  book  in  looseleaf  form, 
presenting  a  brief  and  timely  survey  of  the 
possibilities  of  fuel  saving  by  the  proper  main- 
tenance of  heating  plants  now  in  service,  with 
suggestions  which  may  bring  economies  of 
value  to  plant  owners  and  to  the  nation  in 
wartime.  Based  on  statistical  data  the  subjects 
of  day  and  night  temperature,  balanced  heat 
distribution,  proper  circulation,  and  insula- 
tion, are  discussed,  while  suggestions  are  in- 
cluded for  the  care  of  equipment. 

INSULATIONS  FOR  ELECTRICAL 
EQUIPMENT 

A  16-page  bulletin  prepared  by  Fiberglas 
Canada  Ltd.,  Oshawa,  Ont.,  designated  as 
Fiberglas  Standards  H9.3.1,  features  the  use 
of  various  "Fiberglas"  products  as  insulating 
material  in  the  manufacture  of  electrical 
equipment.  Describing,  first,  the  forms  in 
which  "Fiberglas"  insulations  are  made,  it 
then  gives  detailed  descriptions  of  the  applica- 
tion of  these  products  for  the  insulation  of 
wires,  coils  for  motors  and  generators,  ground 
insulation,  transformers,  etc.  Descriptive 
drawings,  photographs  and  tables  are  included. 

PLASTERING 

A  20-page  booklet  prepared  by  Gypsum, 
Lime  &  Alabastine,  Canada,  Ltd.,  Toronto, 
Ont.,  presents  historical  facts,  development 
of  methods  and  materials  and  present-day 
achievements  in  the  art  of  plastering.  Many 
illustrations  accompany  the  descriptions  of: 
types  of  plaster  work;  texture  finishes;  orna- 
mental work;  acoustical  plasters;  exterior 
stucco;  bases  for  plaster;  how  construction  de- 
tails affect  plastering;  conditions  affecting 
quality,  and  the  merits  of  plastering. 

INDUSTRIAL  MEASUREMENT  AND 
CONTROL  INSTRUMENTS 

A  48-page  catalogue,  No.  95-A,  has  just 
been  published  by  The  Foxboro  Company, 
Ltd.,  Ville  LaSalle,  Que.  This  is  the  most 
comprehensive  bulletin  the  company  has  ever 
issued,  describing  its  full  line  of  instruments 
for  the  measurement  and  control  of  industrial 
process  conditions.  The  contents  have  been 
arranged  to  make  it  easy  for  the  user  to  choose 
the  type  of  instrument  best  fitted  to  his 
needs.  There  are  over  two  hundred  illustra- 
tions. It  comprises  ten  sections,  six  of  them 
grouping  and  describing  all  the  instrumenta, 
accessories  and  supplies  appropriate  to  a  par- 
ticular field  of  application,  such  as  Tempera- 
ture, Flow,  Pressure,  Level,  Humidity;  while 
the  remaining  sections  cover  combination  in- 
struments, valves,  instrument  panels,  and 
similar  subjects.  Thorough  cross-indexing  of 
the  contents,  plus  an  ingenious  use  of  colours, 
makes  it  a  convenient  and  useful  reference 
handbook  of  modern  instrumentation. 


DRILLING  MACHINES 

Canadian  Blower  &  Forge  Co.,  Ltd.,  Kitch- 
ener, Ont.,  have  issued  a  12-page  bulletin,  No. 
2989-E,  which  features  the  Buffalo  "No.  22" 
drill,  with  large  size  illustrations  of  various 
types,  including  round  column  and  pedestal, 
sensitive  and  power  feed,  single  and  multiple 
spindle  types.  Detailed  specifications  are  in- 
cluded covering  drive,  spindle  assembly,  slid- 
ing head,  feeding  mechanism  and  control, 
column,  tables  and  bases,  lubrication,  motor 
and  controls,  capacity,  and  safety  features. 
Dimensional  drawings  and  available  special 
equipment  are  also  shown. 

MODERN  LABORATORY 
APPLIANCES* 

Fisher  Scientific  Co.,  Ltd.,  Montreal,  Que., 
have  prepared  a  966-page  catalogue,  No.  90, 
with  hard  cloth  cover.  This  book  of  Modern 
Laboratory  Appliances  is  much  more  than  a 
catalogue;  it  is  really  a  technical  reference 
book  of  all  types  of  apparatus  and  appliances 
required  for  chemical,  metallurgical  and  bio- 
logical laboratories.  In  it  are  described  and 
illustrated  the  latest  and  most-up-to-date 
laboratory  supplies,  of  which  large  stocks  are 
maintained  in  Montreal.  Obviously  the  items 
covered  are  far  too  numerous  to  mention  here. 
Well  over  3,500  illustrations  with  accompany- 
ing descriptions  and  reference  data  are  includ- 
ed and  the  material,  which  complete,  is  con- 
densed to  provide  more  valuable  information 
in  fewer  pages  than  used  in  previous  editions. 

*Note:  This  catalogue  is  available  only  to 
Canadian  organizations  maintaining  a  labora- 
tory, to  whom  it  will  be  mailed  without  charge. 

SOFT  PLAITED  COIL  PACKING 

A  4-page  bulletin  issued  by  The  Anchor 
Packing  Co.,  Ltd.,  Montreal,  Que.,  features 
Anchor  "Angora",  which  is  a  soft  plaited  coil 
packing  made  from  cotton  and  wool  yarn, 
impregnated  by  a  special  process  with  graphite 
and  lubricant.  It  is  an  ideal  packing  for  circu- 
lating pumps,  boiler  feed  pumps,  stock  pumps, 
white  water  pumps  or  other  rotary  type  equip- 
ment handling  non-destructive  liquors. 

LECTURES  AVAILABLE  FOR 
PRESENTATION 

Canadian  General  Electric  Co.,  Ltd., 
Toronto,  Ont.,  has  published  in  a  4-page 
folder  details  describing  a  series  of  fourteen 
lectures  which  are  designed  for  presentation, 
by  C-G-E  speakers  only,  before  engineering 
societies,  service  clubs,  and  industrial  and 
other  groups.  The  company  states  that  these 
lectures  are  presented  without  charge  and 
that,  while  it  may  not  be  possible  to  accept 
every  request,  arrangements  will  be  made  for 
as  many  as  possible.  The  folder  gives  the 
name  of  author  and  a  brief  outline  of  the 
subject  of  each  of  the  lectures,  which  are 
identified  by  the  following  numbers  and  titles: 
(1)  "Magic  of  the  Spectrum ";  (2)  "Electricity 
in      Modern      Warfare";      (3)      "Plastics"; 

(4)  "Cemented  Carbide— The  Magic  Metal"; 

(5)  "Electric   Heating  in   War   Industries"; 

(6)  "Some  Recent  Trends  in  Industrial 
Applications  of  Electricity";  (7)  "Win  the 
War  with  Welding";  (8)  "Infra-Red  Drying"; 
(9)  "Power  to  Win";  (10)  "Fluorescent  Light- 
ing";     (11)      "Electronics      in      Industry"; 

(12)  "Radio      and      Television      To-day"; 

(13)  "Power  Factor  Control  and  Correction"; 

(14)  "The  Story  of  Lightning."  The  time  re- 
quired for  each  lecture  is  given,  and  also  a 
list  ni  three  sound  film  lectures  which  are 
available.  This  folder  and  additional  informa- 
tion are  available  on  request. 


726 


December,  1942     THE  ENGINEERING  JOURNAL 


-LI 
or 


- 


OF   CANJi 


9t>